JPH09160965A - Schedule management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To judge the probability of generation of a risk within a succeeding fixed time and to make it possible to call attention to and previously adjust the spot operation monitoring work by finding out the idle time of a hardstand from a use schedule of the hardstand and extracting a flight having probability of exerting influence upon the hardstand-occupying time of aircraft. SOLUTION: A risk evaluation target flight extracting part 2 extracts a flight having probability of exerting influence upon other flights when an event different from a scheduled event in a planned spot allocation schedule is generated from the current time up to a prescribed time. A risk evaluation part 3 executes risk evaluation based upon a prescribed condition for every extracted flight to be a target and especially lists up a flight having a large risk evaluation value as a flight to be remarked. Thus, an operator can be previously informed of a remarked flight of which monitor is to be strengthened by the execution of risk evaluation, and even when a risk is actually generated, the operator can deal with the risk without being hasty.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a schedule management system, and more particularly, to a schedule management system for predicting a risk (risk level) associated with a change in an occurrence event in advance when operating and monitoring an aircraft parking lot.

[0002]

2. Description of the Related Art Conventionally, at airports, departure and arrival flights are appropriately used as parking areas for aircraft (hereinafter referred to as spots).
The spot operation monitoring work assigned to the is one of the important works. In the spot operation monitoring business, it is planned in advance which flight of which airline will be parked at which spot and for how long, but in the actual operation, due to the delay of arrival or departure flights, etc. However, there may be a situation where the spot allocation has to be changed. Then, the change in the allocation of spots spreads to many people such as passengers, airlines, and ground services.

Conventionally, in order to manage such a spot schedule, a graph in which the vertical axis represents spots and the horizontal axis represents time is drawn on the paper or on a large board, and the spot allocation plan and change are manually performed. I was trying to fill in the event.

Further, a schedule management system using a computer has been proposed instead of manually performing the above management. In such a schedule management system using a computer, a plan event and a change event are input by an operator using a keyboard or the like, and a spot allocation schedule is displayed on a display device.

FIG. 8 shows a display example of a spot allocation schedule. In the figure, the vertical axis is the spot number (1
˜5), and the horizontal axis indicates time (1:00 to 3:30). Further, for example, (AA1, AA001) is AA
The arrival flight with the flight number "AA1" of the company is spot 1 at 1 o'clock.
After that, the same airplane was parked for 1 hour, and at 2 o'clock "A
It indicates that the flight leaves the spot 1 as the departure flight with the flight number "A001".

[0006]

In the conventional manual spot allocation schedule management, it takes time to create a graph, and it is difficult to correct the graph when the schedule is changed. There's a problem.

Further, in a schedule management system using a computer, it is possible to easily input changes as compared with manual work, and even when duplicate parking machine inputs are made, a warning can be displayed on the screen. However, the change input of the schedule is only a manual operation by the operator. Further, when an urgent situation occurs and the spot needs to be changed, it is necessary to make an input operation and make quick adjustments with the relevant departments.

For example, in FIG. 8, "AA001"
If the departure flight with the flight number is delayed by 40 minutes, the next arrival flight "AA3" will arrive at Spot 1 at around 2:20, so Spot 1 cannot handle it. In addition, at the same time at Spot 2 where AA, which is the same airline, is supposed to use it at the same time.
It cannot be used because the departure flight "2" is parked. At this time, it is necessary to coordinate with another airline "BB" because it cannot be adjusted by the airline "AA" alone. Becomes

[0009] For example, an aircraft which is an arrival flight "BB3" and a departure flight "BB4" which is scheduled to be parked from around 2:40 to 3:40 at Spot 3 is moved to Spot 4, and further arrives. Adjustment is required to move the aircraft, which is flight "AA3" and departure flight "AA4", to spot 3. In addition, if it becomes clear that the departure of the flight "AA001" will be delayed just before 2:00, it will be necessary to make the above-mentioned adjustments between airlines and contact the Grand Service etc. within about 20 minutes. The risk is very high.

However, when the schedule of spot operation as shown in FIG. 8 is planned and the schedule is changed as in the case of "AA001" flight, it affects other spot operations and requires a large adjustment. Is predictable. Therefore, the present invention has been made in consideration of the above circumstances, and determines the possibility of risk within a certain time in the future from the spot operation plan or the current situation, and calls attention to the spot operation monitoring work. In addition, the present invention intends to provide a schedule management system that enables advance adjustment.

[0011]

According to the present invention, in a schedule management system for managing a schedule of an airmail at an airport parking lot, a risk factor which quantifies a condition affecting the parking of the airmail is stored in advance. The risk criteria storage unit, the schedule storage unit that stores the scheduled flight schedules for each parking lot, and the available time of the parking lot from the parking schedule to determine the parking time of the flight. A target extraction unit that extracts air flights that may be given, and a risk evaluation value indicating the magnitude of risk when a certain schedule is changed for the air flights extracted by the target extraction unit, is calculated from the risk coefficient. And a risk evaluation unit and a display unit for displaying an airmail with a large risk evaluation value as a cautionary flight, and predicting the risk. There is provided a Lumpur management system.

Here, the risk criterion storage unit has a risk coefficient corresponding to the number of affected airlines, the number of affected airlines, and the delay history of the airlines, and the risk evaluation unit includes The risk evaluation value may be calculated from the influential event and the corresponding risk coefficient.

Further, when the risk evaluation unit assumes that the predetermined event has occurred, it extracts the number of affected aircraft and the number of affected airlines, and stores them in the risk determination reference storage unit. A risk evaluation value for the number of flights of the aircraft and the number of airlines may be calculated from the data.

Here, a hard disk such as a magnetic disk or an optical disk can be used as the risk reference storage section. The risk reference storage unit stores a reference value, that is, a risk coefficient, for determining how much risk a factor becomes a risk in managing the schedule of the parking lot. Hereinafter, it is also referred to as a spot operation risk coefficient database. For example, assuming that a certain event has occurred, if there is a risk that some aircraft must be moved, a risk coefficient (impacted flight frequency risk coefficient) according to the number of flights of the aircraft to be moved is stored. To be done. In addition to the above, as risk factors to be stored, those corresponding to the number of airlines affected (impact A / L risk factor), a numerical value indicating the size of the schedule change (allocation condition risk factor), It is possible to use, for example, numerical values (A / L actual result risk coefficient) of past results regarding schedule changes of each airline company.

The risk evaluation unit and the target extraction unit can be realized by a computer incorporated in the schedule management system of the present invention. The computer is a CPU,
A program including a keyboard, a RAM, a timer, an I / O interface, a display device, a hard disk, and the like, in which a procedure for executing the functions of the risk evaluation unit and the target extraction unit is written is stored in the hard disk or the like. The risk evaluation unit calculates a risk evaluation value, which is a numerical value for evaluating the magnitude of the risk, using the risk coefficient described above. The formula for calculating the risk evaluation value can be uniquely determined by the operator, and may be stored in advance in the RAM, the ROM, or the like, and can be changed as necessary. The target extraction unit extracts the aircraft that is the target of risk evaluation by the risk evaluation unit, but for all aircraft departing and arriving at the parking lot within the predetermined time from the current time, the parking time is the predetermined time. Changes, especially if extended,
It suffices to extract the aircrafts whose parking times overlap.

As the display unit, a display device such as a CRT, LCD or plasma display can be used. Also,
The display unit may further display the contents of measures to be taken when a risk occurs in the cautionary flight. In the present invention, in addition to the display unit, means for informing the operator of the aircraft that may affect schedule management, the magnitude of the risk of the aircraft, the content of the impact expected when a risk occurs, etc. It is preferable to provide. For example, it is preferable to include a voice notification unit such as a printer or a speaker. Further, it is preferable to provide an input device such as a keyboard for inputting data stored in the risk criterion storage unit. In addition, airport-specific conditions (number of spots) and restrictions on spot allocation (priority airlines, uses, size of aircraft, etc.) may be taken into consideration when evaluating risks as described above. . These conditions are preferably stored in advance as a database (spot allocation condition database).

In the present invention, it is preferable to provide an automatic spot allocation unit for automatically performing spot allocation of aircraft, which is not the original function of risk prediction.
The spot automatic allocation unit automatically determines the position and time of a spot used by an aircraft from a given flight plan of the aircraft, and is conventionally used.
You may perform a determination process using a function.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail based on an embodiment shown in the drawings. Note that the present invention is not limited to this. FIG. 1 shows a block diagram of an embodiment of the schedule management system of the present invention. In the figure, the flight information fetching unit 1 fetches information necessary for performing risk prediction from the spot allocation flight information database 6.

Spot allocation flight information database 6
The spot number, arrival flight name, estimated arrival time, departure flight name, scheduled departure time, actual spot arrival time, spot departure time, etc. are stored in a predetermined format. The risk evaluation target flight extraction unit 2 and the risk evaluation unit 3 are the main parts of the risk prediction of the present invention, extract the flights that meet a predetermined condition for risk evaluation, and further generate a predetermined risk event. If it is assumed that the risk evaluation value is calculated, the operator is informed of flights with risks that are important for schedule management.

The risk evaluation unit 3 uses the data stored in the spot allocation condition database 7 and the spot operation risk coefficient database 8 when performing risk evaluation. The spot allocation condition database 7 is a database in which absolute conditions for allocating a certain aircraft to spots and desired conditions are stored in advance, and aircraft are allocated to spots that meet these conditions.

FIG. 2 is an explanatory view of a concrete example of the spot allocation conditions used in the present invention. For example, "spot closure" is an absolute condition and indicates that no aircraft can be assigned to the specified spot. The "maximum model that can be parked" is an absolute condition and indicates the maximum model that can be assigned to the designated spot. Further, the "spot designated flight" is a desired condition, and indicates a flight desired to be assigned to the designated spot. The “spot use priority airline” is a desired condition, and the designated spot indicates that a predetermined airline preferentially uses the spot.

Spot operation risk coefficient database 8
Is the risk factor R ₁Saved etc.
It is. In the risk evaluation unit 3, the flight information
And select these risk factors corresponding to
Then, the risk evaluation value of the evaluated flight is calculated. Warning
The display unit 4 displays the risk as a result of the evaluation by the risk evaluation unit 3.
Display the flights that have been determined to be accompanied by cautions by distinguishing them from other flights
Things. An example of this display is shown in FIG. Also wani
The detailed information display section 5 evaluates the above-mentioned cautionary flights for risk assessment.
It is to be displayed together with the detailed contents that have been given. This table
An example is shown in FIG.

A computer such as a personal computer or a workstation is used as the schedule management system having such a configuration. The flight information capturing unit 1, the risk evaluation target flight extracting unit 2, and the risk evaluating unit 3 are, for example, C
Mainly on PU, RAM, keyboard, timer, I /
It can be realized by a so-called computer equipped with peripheral parts such as an O controller, a display device, and a hard disk.
The function of each unit is executed by a program stored in a hard disk or the like. The warning display unit 4 and the detailed warning information display unit 5 are display devices for displaying flight information, a spot management schedule graph, and warnings, and a CRT, a panel, an LCD, or the like is used.

A large-capacity storage device is used for the spot allocation flight information database 6, the spot allocation condition database 7, and the spot operation risk coefficient database 8. For example, it is preferable to use a magnetic disk or an optical disk. Further, although not shown, a spot for automatically allocating an aircraft to a spot by using a data input unit for inputting data to the spot allocation flight information database 6 or the like and data and conditions of the spot allocation flight information database 6 or the like. An allocation unit shall be provided. Here, as the data input unit and the spot allocation unit, those used in a conventionally used schedule management system using a computer may be used.

An example of extracting a risk-evaluating flight and performing a risk evaluation will be described below. In this example, the extraction of risk-evaluated flights affects other flights when an event different from the planned event occurs between the current time and a predetermined time with respect to the planned spot allocation schedule. Extract stools that may give In the risk evaluation, risk evaluation is performed for each extracted target flight based on predetermined conditions, and flights with a particularly high risk evaluation value are listed as cautionary flights.

By thus performing the risk evaluation, it is possible to notify the operator in advance of the need for attention for which monitoring should be strengthened. If necessary, the relevant departments can be checked and adjusted in advance.・ Preparation can be done, and even when a risk actually occurs, it can be dealt with without panic.

FIG. 3 shows a flow chart of the risk prediction processing of the present invention. 1. Acquisition of Flight Status Information (Step S1) Here, the flight information acquisition unit 1 extracts the flight status information near the current time from the spot allocation flight information database 6, and a memory such as a predetermined RAM for the next risk evaluation. Expand to the area. This expanded information may be displayed if necessary.

The flight status information taken out is as follows:
There is a "spot allocation plan" and "flight information" for each aircraft. The "spot allocation plan" is an airport spot number, an allocation priority company name, an allocated aircraft and its parking time, and the like. "Flight information" means the company name (A / L name) of the aircraft, estimated arrival time, departure point, estimated departure time, destination, type of flight (passenger, freight, mixed loading, ferry, etc.), VIP boarding. Presence or absence.

In this embodiment, for example, it is assumed that the flight status information as shown in FIG. 4 is extracted. FIG. 4 shows a spot allocation schedule from 1:00 to 3:45 with respect to the current time “1:20”. In FIG. 4, five spots (1 to 1
5), spots 1 and 2 are prioritized by airline "AA", spots 3 and 4 are prioritized by airline "BB", and spot 5 is airline "CC". "Company" is the one that is used preferentially. Further, the arrival flight "AA1" indicates that the use of the spot 1 is started from around 1 o'clock and the departure flight "AA2" is left from the spot 1 around 2 o'clock. Similarly,
Spot 4 indicates that the aircraft which is the arrival flight "BB1" and the departure flight "BB2" will be used from around 1:40 to around 2:30.

In the above embodiment, the flight status information 20 minutes before the current time and 2 hours 25 minutes after the current time is fetched and displayed. Whether to take out the information may be arbitrarily changed depending on the operator or the operating situation.

2. Extraction of Risk Evaluation Target Flight (Step 2) Here, the risk evaluation target flight extracting unit 2 executes the step S1.
From the spot allocation schedule extracted in step S3, the aircraft to be subjected to risk evaluation in step S3 is extracted. In order to extract flights subject to risk evaluation, it is necessary to set predetermined extraction conditions. The extraction conditions are, for example, an elapsed time t1 from the current time and an extension time t2 of spot use. Then, of all the aircraft appearing in the retrieved spot allocation schedule, the flight scheduled for flight within the elapsed time t1 from the current time is delayed by the spot use extension time t2 or more. If so, the aircrafts that influence the spot use of other flights are extracted. Here, "affecting" means that the extension of spot use of one aircraft overlaps the parking time of another flight using the same spot.

For example, the elapsed time t1 from the current time is 1 hour, and the extension time t2 of spot use is 1 hour. Here, if it is assumed that the flight of the aircraft (AA2, AA3, BB1) scheduled for flight is delayed by more than one hour within one hour (2:20) from the current time (1:20), Aircraft are extracted whose delay affects the aircraft for which the flight is scheduled. FIG. 5 shows an explanatory view of the risk evaluation target flights extracted in the embodiment shown in FIG. In the spot allocation schedule shown in FIG. 4, it is shown that AA2, AA3, and BB1 are extracted as risk-evaluated flights.

3. Risk Evaluation (Step S3) Here, the risk evaluation unit 3 calculates the risk evaluation value R _v in the case where a predetermined setting condition is considered for the risk evaluation target flight extracted in step S2. The spot allocation condition database 7 and the spot operation risk coefficient database 8 are used for the calculation of R _v . Further, for example, the above-mentioned extension time t _{2 of} spot use is adopted as the predetermined setting condition, and the risk evaluation is performed under the assumption that the spot use time is extended for a predetermined time. The risk coefficient database 8 stores coefficient values serving as a reference for calculating risk evaluation values. As the risk coefficient values, for example, "impact frequency risk coefficient R ₁ ""impact A /
L risk factor R ₂ ”, allocation condition risk factor R ₃ ”, “A
/ L actual risk factor R ₄ ”.

The "influenced flight number risk coefficient R ₁ " indicates the number of flights affected by spot movement or the like due to changes in flight time and the like. Here, the greater the number of flights affected, the greater the risk of changing the schedule.

The "influence A / L risk coefficient R ₂ " indicates the number of other companies that are affected by the spot movement of the aircraft. Here, if there is an aircraft or spot movement within the same company, adjustment is considered to be relatively easy, so the risk is small, but adjustment is difficult if it affects other aircraft or spots prioritized by other companies. Therefore, the risk is great. Therefore, the greater the number of other companies affected, the greater the risk. However, if there is no other company affected, that is, if it affects only within the same company, the risk factor R ₂ = 0.

The “assignment condition risk coefficient R ₃ ” is the difference from the schedule created at the time of planning when the spot allocation schedule is changed so as to satisfy the extraction conditions used when extracting the flights subject to risk evaluation. It is expressed as a score or a risk level value. For example, if a spot movement is required for a certain flight or if the distance of the spot movement is equal to or larger than a predetermined value, the point is subject to deduction, and if the convenience of transit is better than planned, the point is subject to addition.

The score (X) of the changed spot allocation schedule may be obtained, and the evaluation score obtained by subtracting the score (X) from the schedule score at the time of planning may be directly used as the allocation condition risk coefficient R _3. The following five-level evaluation value may be adopted. That is, when the difference between the score of the schedule at the time of planning and the score (X) is 20 points or less, the risk level is 1 (the lowest risk level), and 2
Risk level 2 if 0 or more and less than 40 points, risk level 3 if 40 or more and less than 60 points, 60 points or more 80
When the score is less than the score, the risk level is 4, and when the score is 80 or more, the risk level is 5 (the highest risk level). In the calculation of the risk evaluation value described below, this five-step evaluation value is adopted as the “assignment condition risk coefficient R ₃ ”.

The “A / L actual risk coefficient R ₄ ” is a numerical value which evaluates the actual risk of each company, and the departure delay time of the company with respect to the past several days, months or years. The arrival delay time, the equipment failure rate, etc. were obtained, and these were comprehensively compared with a predetermined reference value to give a five-level evaluation. That is, the risk level 1 is the least risky, and it means that the company did not often change the plan in the past predetermined period. Further, the risk level 5 has the highest risk, and indicates that the company has had many change events such as spot movements over a predetermined period in the past. The “i” of R _4i indicates the identification number of the company. In the following description of the embodiment, the risk factor R _{41 of the} airline “AA company” is used.
= 1, the risk coefficient R ₄₂ = 2 for “BB company”, and the risk coefficient R ₄₃ = 1 for “CC company”.

The above is a specific example of the coefficient value used for the risk evaluation. However, the coefficient value is not limited to this, and the numerical value itself such as the number of flights may be used as the coefficient, but a 5-step evaluation value,
A level value such as a 10-level evaluation value may be adopted. The risk evaluation value R _v is generally calculated by the following equation using risk coefficients (R _{1 to} R _n ). R _v = α ₁ R ₁ + α ₂ R ₂ + ... + α _n R _n where α ₁ , α ₂ ... α _n are weighting factors for each risk coefficient and are determined by the characteristics of each airport. is there.

When the above four risk factors (R _{1 to} R ₄ ) are used, the risk evaluation value R _v is calculated by R _v = α ₁ R ₁ + α ₂ R ₂ + α ₃ R ₃ + α ₄ R _4i. . However, in R _4i , i = 1, 2, 3
It is. In the following description, α ₁ = 5, α ₂ = 10, α ₃ =
1 and α ₄ = 3. When an arrival flight arrives at a spot, at least 30 minutes must be parked for unloading passengers or cargo, and at least 30 minutes for loading passengers or cargo until the departure flight leaves the spot. Minutes require parking.

As an example, the risk evaluation for the three risk-evaluating flights AA2, AA3 and BB1 shown in FIG. 5 is performed as follows. First, for each risk-evaluated flight, it is assumed that the stay at the spot has been extended by 1 hour, so that the conditions of this assumption are satisfied.
The above-described spot automatic allocation unit performs a spot allocation re-determination process. Next, the spot allocation state after the re-determination process and the current allocation state acquired in step S1 are compared, and for the changed event, the four risk factors described above are obtained for each risk-evaluated flight, Further, the risk evaluation value R _v is calculated.

Specific examples of the risk evaluation value R _v for each flight subject to risk evaluation are shown below. (A) Risk Evaluation Value of Departure Flight AA2 If it is assumed that the departure flight AA2 of Spot 1 is delayed by 1 hour, each risk coefficient is calculated as follows. (1) As you can see from Figure 5, arrival flight AA3 is spot 1
You will not be able to enter, so you will need to move. Therefore, the fact that arriving flights AA3 has been affected, and 1 to "influence number of flights risk coefficient R _1". (2) The spot allocation schedule is searched for spots where the arrival flight AA3 can be moved.
As a spot where the arrival flight AA3 can be parked, the spot 3 which is preferentially used by BB, which is another company, can be selected. At this time, since it affects other companies (BB company), "Affect A /
The L risk coefficient R ₂ ”is set to 1.

(3) When arrival flight AA3 enters Spot 3
In that case, since it will be parked for at least 30 minutes, it is originally a spot
Arrival flight BB3 that should enter To 3 can not enter Spot 3
You. Therefore, move arrival flight BB3 to spot 4
Is required. Therefore, the arrival flight BB3 will be affected.
Then, "Risk factor risk factor R affected₁Add 1 to "(R₁= 1
+ 1 = 2). (4) Change events (spot movement) from (1) to (3) above
The need for adjustments and preparations
Therefore, the allocation condition risk factor R_ThreeIs the schedule of the first planning
It will be less than the number of tools. For example, when planning
Reduce the number of schedules after the change from the number of schedules
Assuming that the calculated evaluation score is 35, a five-level evaluation value
Then, "Assignment condition risk factor R_ThreeWill be 2. (5) "A" of the airline "AA" that owns the departure flight AA2
/ L Actual risk factor R ₄₁Is, as described above, R₄₁=
Let it be 2.

According to (1) to (5) above, this departure flight AA2
The risk evaluation value R _{v of} is 28 as in the following equation. R _v = α ₁ R ₁ + α ₂ R ₂ + α ₃ R ₃ + α ₄ R ₄₁ = 5 × 2 + 10 × 1 + 1 × 2 + 3 × 2 = 28

(B) Risk Evaluation Value of Arrival Flight AA3 Assuming that the arrival flight AA3 of Spot 1 is delayed by 1 hour, each risk coefficient is calculated as follows. (1) In this embodiment, the current time is from 1:20 to 3:20
As the risk is estimated for flights scheduled for 2 hours until the minute, as shown in Fig. 5, the 1 hour delay of AA3 affects other flights during this period. Absent. Therefore, the “impacted flight frequency risk coefficient R ₁ ” = 0. (2) Due to the above (1), it does not affect flights of other companies, so that “impact A / L risk coefficient R ₂ ” = 0.

(3) Since it is not necessary to change the spot allocation, "allocation condition risk coefficient R ₃ " = 1. (4) As with departure flight AA2, “A / L actual risk factor R
₄₂ ”= 2. Therefore, from (1) to (4) above,
The risk evaluation value R _v of the arrival flight AA3 is R _v = 5 × 0 + 10 × 0 + 1 × 1 + 3 × 2 = 7.

(C) Risk evaluation value of arriving flight BB1 Assuming that arriving flight BB1 of spot 4 is delayed by 1 hour, each risk coefficient is calculated as follows. (1) The delay of the arrival flight BB1 by 1 hour means that the departure of the departure flight BB2 in which the same aircraft is used is delayed. Therefore, since the departure flight BB2 is affected, the "influence frequency risk coefficient R ₁ " = 1.

(2) However, since it does not affect flights of other companies, "impact A / L risk coefficient R ₂ " = 0. (3) Although it affects the departure flight BB2, it is not necessary to change the spot allocation.
₃ ”= 1. (4) As described above, the “A / L actual risk coefficient R ₄₃ ” of the airline “BB company” = 1. Therefore, above (1)
From (4), the risk evaluation value R _v of the arrival flight BB1 is R _v = 5 × 1 + 10 × 0 + 1 × 1 + 3 × 1 = 9.

The above is a specific example of the risk evaluation in step S3. The flights AA2, AA3 and BB1 targeted for risk evaluation are as follows.
Since the respective risk evaluation values of No. are 28, 7, and 9, respectively, it can be seen that the most observable flight among these three is “arrival flight AA2”.

That is, in the above embodiment, the spot allocation plan schedule in the range of about one hour from the current time shown in FIG. 4 is set to 1 for each aircraft.
Assuming that a time delay has occurred, it can be determined that the risk of three aircraft (AA2, AA3, BB1) is high, and of these, the risk of AA2 is the highest, and then the risk of BB1, AA3 is the highest. Can be determined. Based on the above results, a warning is displayed to the operator in the next step S4.

4. Chart display (step S4) Here, the warning display unit 4 obtains the result in step S3.
Risk evaluation value R _vSchedule changes based on
It is difficult to make adjustments to the operator when a change occurs.
And display a warning. FIG. 6 shows a concrete example of the warning display of the present invention.
Here is an example. In the figure, the risk calculated in step S3
Evaluation value R_vOnly the flight with the highest "AA2"
Highlighted.

However, the warning display may be any display that can alert the operator to which flight requires attention. Therefore, in addition to this, "AA2" flights may be displayed in a display color different from those of other flights so as to be conspicuous, or may be displayed in a blinking manner. In addition to highlighting only the flight “AA2” that was judged to have the highest risk, the flights “BB1” and “AA” that were the objects of risk assessment were highlighted.
3 "may be displayed using a different color,
The display may blink.

When the operator sees such a warning display, he / she can select "AA" for a while from the current time.
It turns out that it is sufficient to monitor whether the departure of the 2 "flight is delayed, and if necessary, it is possible to make adjustments and preparations in advance. In the flow chart of the embodiment shown in FIG. S1 to S4 are the main parts,
If there is warning information as a result of the evaluation (step S
6) Proceed to step S5 to display warning information. When there is no warning, the process proceeds to step S7, and when the timeout has not occurred, the process proceeds to step S8, the timer process is executed, and the risk evaluation is periodically performed within a predetermined time. If a time-out occurs, the process ends.

5. Warning display (step S5) Here, the warning detailed information display unit 5 displays the step 3
Displays the evaluation result obtained in the risk evaluation of. FIG.
A specific example of displaying detailed information of the present invention is shown in FIG. Here, for the three risk evaluation target flights extracted in step 2, the flight date, departure / arrival type, flight number, and risk evaluation value are displayed. Further, details are displayed for the flight "AA2", which is the most noteworthy flight.

In this detailed display, the flight "AA2" has the highest risk level of "28" and is judged to be a flight requiring caution based on the assumed risk of a one-hour departure delay. Furthermore, if this assumed risk occurs, “AA3” flights and other airline “BB3” flights will be affected,
Flight "AA3" moves from spots 1 to 3 to "BB3"
It has been shown that flights need to be moved from spots 3 to 4 and that the affected companies are AA and BB.

By presenting the detailed contents of such risk prediction to the operator in advance, the operator can confirm the related departments and make appropriate adjustments / preparations early.
In addition, when the expected risk actually occurs, the operator and the persons in the related departments can deal with it without panic, and more secure spot operation monitoring becomes possible. As described above, the embodiment for achieving safer operation monitoring by using the schedule management system according to the present invention for the spot allocation monitoring work at the airport has been shown. However, the present invention is not limited to this, and the present invention is an industrial product. It can also be used in many schedule management such as production management and product development process management. In the above example, the effect of each flight was evaluated, but it is also possible to evaluate the effect of multiple flights at the same time.

[0057]

As described above, according to the present invention, it is possible to predict in advance the influence on the schedule management of the parking lot due to the change of the predetermined event, so that it is possible to call attention and make an adjustment in advance in the monitoring work of the parking lot. Become.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an embodiment of a schedule management system of the present invention.

FIG. 2 is an explanatory diagram of a specific example of spot allocation conditions according to the present invention.

FIG. 3 is a flowchart of a risk prediction process of the present invention.

FIG. 4 is an explanatory diagram showing an example of a spot allocation schedule of the present invention.

FIG. 5 is an explanatory diagram of extracted flights for risk evaluation in FIG. 4.

FIG. 6 is an explanatory diagram of a specific example of a warning display according to the present invention.

FIG. 7 is an explanatory diagram of a specific example of displaying detailed information of the present invention.

FIG. 8 is an explanatory diagram of an example of a spot allocation schedule displayed on a display device.

[Explanation of symbols]

 1 Flight information capture unit 2 Risk evaluation target flight extraction unit 3 Risk evaluation unit 4 Warning display unit 5 Warning detail display unit 6 Spot allocation flight information database 7 Spot allocation condition database 8 Spot operation risk coefficient database

Claims (3)

[Claims] 1. A schedule management system for managing an airmail schedule at an airport tarmac, comprising: a risk criterion storage unit for preliminarily storing a risk coefficient that quantifies conditions affecting airmail parking. A schedule storage unit that stores the scheduled flight schedule for each flight, and a flight that may affect the parking time of the flight by calculating the available time at the parking lot from the parking schedule. A target extraction unit to extract, a risk evaluation unit that calculates a risk evaluation value indicating the magnitude of risk when a certain schedule is changed for the airmail extracted by the target extraction unit from the risk coefficient, and a risk evaluation A schedule management system comprising: a display unit for displaying a flight with a high value as a flight requiring attention, and predicting risk. 2. The risk criterion storage unit includes a risk coefficient corresponding to the number of affected airlines, the number of affected airlines and the delay record of the airlines, and the risk evaluation unit includes The schedule management system according to claim 1, wherein a risk evaluation value is calculated from the influential event and the corresponding risk coefficient. 3. The schedule management system according to claim 1, wherein the display unit further displays details of measures to be taken when a risk occurs in the attention-required flight.