JPH10208200A - Landing scheduling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate a safe landing schedule for airplanes which enter runways by defining prepositional passage points in the courses of the entering airplanes and setting final fixes so that the entering airplanes do not cross each other. SOLUTION: When a left final fix FXL is assigned to an (N-1)th entering airplane, a following airplane should select a right final fix FXR to land at a safe interval. If the following (N)th airplane passes a point PFXq on the left side of the prepositional passage point PFXp of the (N-1)th airplane, their courses cross each other from the prepositional passage points of both the entering airplanes to the final FIX CX. Once this intersection is detected, it is judged whether or not the (N-1)th airplane lands at the point PFXp before a prescribed time. When this time is later than the prescribed time, there is a time margin for changing the FX of the (N-1)th airplane. For the purpose, the FX of the (N-1)th airplane is reversed. Then the opposite FXL from the (N-1)th airplane is assigned to the (N)th airplane.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a terminal scheduling system for planning the approach and landing of an aircraft in a terminal control system for guiding the approach and landing of an aircraft at an airport having a plurality of runways approaching in parallel.

[0002]

2. Description of the Related Art FIG. 11 is a block diagram showing a conventional radar control system used at an airport. FIG.
One system includes a radar and target detection device 4, a main processing device 6, an external system 8, and a control display device 10. The aircraft radar information 12 is information whose main content is the position information of the aircraft group 14. The external input aircraft attribute information 16 is transmitted from the external system 8 to the main processing unit 6.
, Which represents various attributes of the aircraft. The display information 18 is image data generated by the main processing device 6.

[0003] The operation of this system will be described. The radar and target detection device 4 emits radio waves and receives reflected waves from the aircraft, and periodically collects position information such as the distance, azimuth, and altitude of the aircraft from the received signals. The collected information is digitized and passed to main processor 6 as aircraft radar information 12. On the other hand, the external system 8
The attribute information of the aircraft is collected and stored, and is supplied to the main processing device 6 as needed. For example, external system 8
Is a secondary surveillance radar (SSR)
ce radar) or the like, and receives the identification code of the aircraft, and supplies information such as the flight number and model of the aircraft registered in advance to the main processing device 6. The main processing device 6 tracks the aircraft radar information 12 and converts it into a display data format together with the externally input aircraft attribute information 16. The display information 18 generated by the main processing device 6 is transmitted to the control display device 1.
Displayed as 0. In the display image, for example, the aircraft is displayed as a bright spot, and further, attribute information such as the altitude and flight number of the aircraft is displayed in a form corresponding to the bright spot. The information provided by this system is used to make air traffic takeoff and landing control decisions.

[0004] At present, at airports where there are a large number of departures and arrivals of aircraft, in order to realize safe and smooth guidance of aircraft, in addition to the above-mentioned systems, more advanced systems for assisting controllers have been introduced. For example, at the terminal, i.e. around the airport, while ensuring a safe clearance between aircraft,
It has been proposed to develop a plan to minimize the time of arrival at the airport and the shortest route to the runway. C operated at Frankfurt Airport, Germany
Such systems include the OMPAS system and the CTAS system being tested at Dallas-Fort Worth Airport in the United States.

[0005] The principle of the above-mentioned traffic control support system that has been conventionally proposed will be described in more detail. At present, Instrument Landing Systems (ILS) are widely used to assist precision approach and landing. The ILS ground facility generates a single descent along the approach direction to the runway in a radio wave and also generates a distance sign. The on-board receiving device of the aircraft can obtain the azimuth and the elevation angle shift from the descending road by receiving these. The aircraft can enter or land on the runway manually or automatically while confirming the passage of the sign based on the instrument information.

A fixed point at a constant altitude (hereinafter, referred to as a final fix) on the extension of the runway is set as an approach point to the descending road where the ILS occurs. FIG.
FIG. 4 is a schematic diagram showing a relationship between a runway and a final fix. FIG. 12A is a plan view, and FIG.
Is a side view. After passing through the Final Fix, the aircraft goes straight down to the runway using the ILS and descends at a fixed rate to land. The approach direction to the runway may be from the opposite side depending on the wind direction. In this case, the glide slope of the ILS is set toward the opposite side, and guidance similar to that in FIG. 12 is performed.

[0007] The aircraft that has reached the final fix in this way is guided to the runway by the ILS. The control support system such as the COMPAS described above assumes the route of an aircraft entering an airport based on information such as the position, speed, and destination of the aircraft obtained by the radar control system. It is possible to plan whether it is possible to safely and efficiently reach the fix, and it is possible to recommend and display it on the control display device 10 together with other information, for example.

As a first step in generating a flight plan at the terminal of the aircraft, first, the landing order of the approaching aircraft is determined. There are the following methods for this determination. One is a method in which the arrival time when the most desirable approach is taken for the approaching aircraft is set as a reference time, assuming that there is no other approaching aircraft, and the arrival order is determined in the order of earlier reference time. The other method is to change the arrival order of the approaching aircraft in various ways and search for the order in which the departure and arrival of the aircraft is the most efficient. Here, a representative method will be described using the former as an example from the viewpoint of simplicity and fairness of handling. For the sake of simplicity, the existence of a departure aircraft is not considered.

The flight plan is performed using an electronic computer.
A set of approach routes of the aircraft arriving at the airport is treated as a model discretized in a mesh in the control airspace of the airport. In other words, the route of each aircraft is a fixed point (
Section) and fixed points are sequentially connected and defined. The time required for aircraft on each route is altitude,
Considering factors such as wind direction, wind speed, course change, and section routes and fixed points on the model that have no width, actual routes allow a certain amount of displacement, etc. It is preset off-line in the form of parameters of time and minimum required time. This value is changed online on the basis of the current wind direction and speed.

FIG. 13 is a flowchart of an arrival order determination process in the conventional planning method described here. This process is periodically executed, for example. The approach aircraft are sequentially processed one by one. Based on the information obtained by the radar control system, one approach aircraft that has a plan to land at the destination airport is selected (S100). Based on the position, altitude, speed, and model of the selected approach aircraft, it is determined whether or not the approach aircraft has been captured for the first time in this process (S10).
2). If it has been captured for the first time, the reference arrival time is calculated (S104). The reference arrival time is an estimated arrival time when it is assumed that landing by an optimum means is ignored ignoring the presence of another approaching aircraft. The current time is T, and each section route in the shortest route from the current position to the arrival is R _i (i
= 1 to n), and the shortest possible time for the section route R _i is τ _i . At this time, the reference arrival time _Ta is given by the following equation.

[0011]

(Equation 1) In addition, when it is not the first acquisition, the reference arrival time _Ta
Is omitted. If the approaching aircraft has not been ranked (S106) and has entered the ranking determined area (S108), then there is another approaching aircraft whose reference arrival time is earlier than that of the approaching aircraft and whose ranking is undetermined. It is checked whether it is (S110). Such a non-order-determined approach aircraft has been captured in the previous process but has not reached the rank-determined area, and is an approach aircraft that has reached the rank-determined area at the time of this processing. If there are such other approaching aircraft, the arrival order is first determined for them in the order of the reference arrival time (S112), and then the arrival order of the approaching aircraft selected in step S100 is determined (S112). S11
4). Of course, if there is no other approaching aircraft that satisfies the process S110, the process S112 is skipped.

When the process of the approaching aircraft is completed, it is checked whether there is any other unprocessed approaching aircraft (S116), and if there is, the process from the process S100 is repeated. If the conditions in steps S106 and S108 are not satisfied, it is either not necessary to determine the order in this process or the order cannot be determined. Therefore, the subsequent steps S110 to S114 are skipped. An unprocessed approaching aircraft search process S116 is performed.

Next, according to this order, the route of the approaching aircraft,
The speed is determined. FIG. 14 is a flowchart of a conventional process of determining the route and speed of an approaching aircraft. Candidates of access means (access route and required time of a section route constituting the route) which are possible from each point of the modeled network and the priority order of the access means are registered in advance offline. The priority is set to be higher as the required time of the approach means is shorter. Based on this priority,
At the beginning of the process, the most desirable approach is selected (S130). Then, the estimated passing time at each fixed point (node of the network) on the route of the selected entry means is calculated (S1).
32).

When the approach means is distinguished by the index j, the estimated passing time T _jp at the p-th fixed point (start point is p = 0) on the route of the approach means j is calculated as follows. You. The required time on the section route R _i (i = 1 to n) of the route is represented by τ _ji .

[0015]

(Equation 2) Next, for each fixed point for which the estimated time of passage is calculated, the approach route of another approaching machine that passes through the fixed point or its vicinity at a time close to the estimated time of passing of the approaching aircraft is not set in advance. In other words, it is checked whether the safety interval with the preceding aircraft is secured (S134). Although the safety interval may be measured by a distance, it is convenient here to measure the safety interval by a time difference using a scheduled passage time. That is, the safety interval is represented as a safety time interval. For example, the safety time interval between the approaching aircraft represented by the index s and the preceding aircraft represented by the index (s-1) is ΔT (s-1: s), and the estimated passing time of the approaching aircraft and the preceding aircraft at the fixed point p is T _p (s) and T _p (s-
If 1), the condition that the safety interval is secured is
It is expressed by the following equation.

[0016]

ΔT (s−1: s) ≦ T _p (s) −T _p (s−1) (3) This securing of the safety interval is required at all fixed points on the approach route. Is passed, the approaching means represented by the selected approaching route and scheduled passage time is registered as a schedule up to the final fix (S136).

In the process S134, if the formula (3) is not satisfied at any of the fixed points and the confirmation of the safety interval fails, it is checked whether or not there is another approach means (S13).
8). If there are still entry means candidates, the most desirable entry means is selected in accordance with the priority order (S140), the process returns to step S132, and the same processing is repeated to continue searching for an appropriate entry means. Is done.

On the other hand, if all the approach means have been examined but no suitable approach means has been found (S138),
An instruction for a standby turn or a display indicating that determination is not possible with this system is performed to notify the controller (S142).

[0019]

On a single runway, aircraft could not land for less than a safe time interval.
In contrast, at airports with multiple runways, it is necessary to secure a safety interval between aircraft approaching each runway, but aircraft approaching different runways should land within less than the safety time interval. can do. However, the conventional system described above corresponds to a single runway, and has a problem that it is not possible to create an appropriate aircraft scheduling corresponding to such a plurality of runways.

One of the methods for dealing with such multiple runways is to apply the queuing theory for multiple windows, treat the runway or final fix as a window, and land on an empty runway. It is to let. However, in this method, there is a problem that it is difficult to consider intersection of the routes of the aircraft until reaching the runway or the final fix, that is, securing of a safety interval at each point on the route. To avoid this, I
Even if the glide slope angle of the LS is made different between the runways to give an altitude difference to the final fix, the angle is limited for safe approach of the aircraft and only effective for avoiding danger due to intersection. Angle difference and altitude difference cannot be given.

Another method is to assign an approaching aircraft approaching from the left to the left runway and assign an approaching aircraft approaching from the right to the right runway. However, the distribution of the arrival plane of the arrival aircraft is not always constant. For example, the distribution generally changes depending on the time zone, and a method of fixing the proportion to half equally according to, for example, left and right directions does not necessarily guarantee optimal scheduling. In this way, the method of first sorting without paying special consideration among a plurality of runways and then performing scheduling by applying a conventional method has a problem that the runway cannot be efficiently used.

The present invention has been made in order to solve the above-mentioned problem. In an airspace around an airport having a plurality of runways, the approaching aircraft can be landed efficiently while securing a safe interval between the approaching aircraft. It is an object of the present invention to provide a landing scheduling device for allocating a final fix, that is, allocating a runway.

[0023]

A landing scheduling device according to the present invention creates a landing plan for approaching and landing an aircraft on one of a plurality of runways arranged in parallel, each of which is set a descent. A scheduling device, an arrival interval calculating unit that calculates an expected arrival interval between the preceding aircraft, which is the preceding aircraft, and the subsequent aircraft, which is the following aircraft, and the descent for each of the aircrafts. A passing point setting unit that sets a preceding passing point on the flight path before reaching the approach point to the road,
A scheduled preceding aircraft linking the preceding passage point of the preceding aircraft and the approach point assigned to the preceding aircraft, and the preceding passing point of the succeeding aircraft and the approach point assigned to the succeeding aircraft. An intersection determination unit that determines in advance whether or not the planned subsequent aircraft route intersects, and the expected arrival interval is equal to or longer than a predetermined safety interval, or the intersection determination result of the intersection determination unit is non-intersecting, A planning unit that prepares the landing plan for causing each of the preceding aircraft and the following aircraft to enter the runway.

[0024] In the landing scheduling device according to the present invention, the intersection determination unit may further include: a precedent aircraft scheduled route connecting the front passage point of the preceding aircraft with a first approach point assigned to the preceding aircraft; When it is determined in advance whether or not the subsequent aircraft scheduled route connecting the preceding passage point and the second approach point of the subsequent aircraft intersect, the planning unit determines that the expected arrival interval is less than the safety interval. A parallel landing processing determination unit that determines a parallel landing that allows the subsequent aircraft to enter the runway that is different from the scheduled runway of the preceding aircraft, and an intersection of the intersection determination unit when the parallel landing is determined. A runway selector that assigns the second approach point as the approach point of the succeeding aircraft if the determination result is non-intersecting. That.

[0025] In the landing scheduling apparatus according to the present invention, the runway selection unit may determine that the parallel landing of the preceding aircraft and the subsequent aircraft is determined, the intersection determination result indicates an intersection, and If the parallel landing with the aircraft preceding the preceding aircraft has not been determined, the approach point of the preceding aircraft is changed to the second approach point, and the approach point of the succeeding aircraft is changed to the first approach point. The approach landing point is assigned, while the parallel landing of the preceding aircraft and the succeeding aircraft is determined, and the intersection determination result is an intersection, and the preceding aircraft and the preceding aircraft precede the preceding aircraft. If parallel landing with the aircraft is determined, a plan to delay the landing of the subsequent aircraft and set the expected arrival interval to be equal to or longer than the safety interval. It is Utoyuu thing.

[0026] In the landing scheduling device according to a preferred aspect of the present invention, the runway selection unit may determine that the parallel landing processing determination unit does not determine the parallel landing as the approach point of the subsequent aircraft. The approach point corresponding to the runway near the parking spot after the aircraft has landed is assigned.

[0027] The landing scheduling apparatus according to the present invention may further comprise a terminal area flight time obtained by adding a terminal area flight time for each aircraft and a ground travel time to a parking spot after landing, or a terminal area flight for each aircraft. A landing evaluation value calculating unit that calculates, as a landing evaluation value, at least one of the required landing fuels, which is obtained by adding the fuel consumed during the landing and the fuel consumed by ground movement to the parking spot after landing, and the planning unit The landing plan that minimizes the landing evaluation value for each aircraft is created.

[0028] The landing scheduling device according to the present invention is a landing scheduling device for creating the landing plan corresponding to the two runways, wherein the planning unit comprises:
For each aircraft, calculate the landing time required for the optimal runway near the parking spot after landing of the aircraft,
An arrival time calculator for determining a reference arrival time of each of the aircraft based on the required landing time, and selecting an aircraft with the earliest reference arrival time among the undetermined landing plans as the first candidate aircraft for which the plan is to be confirmed A first candidate aircraft selection unit, a first runway preceding landing aircraft scheduled to land on the first runway that is the optimal runway of the first candidate aircraft prior to the first candidate aircraft, and the first candidate If the expected arrival interval between the aircraft and the aircraft is less than the safety interval, the aircraft whose reference arrival time is the earliest among the landing plan undetermined aircraft having the second runway as the optimal runway is designated as the second. A second candidate aircraft selection unit to be selected as a candidate aircraft, and when the expected arrival interval between the first runway preceding landing aircraft and the first candidate aircraft is equal to or longer than the safety interval, the first candidate aircraft is Simple Planning Department to determine the landing plan to enter the first runway When the expected arrival interval between the first runway preceding landing aircraft and the first candidate aircraft is shorter than the safety interval, the first candidate aircraft is set to have the expected arrival interval equal to or longer than the safety interval. A plan to enter the first runway with a delay, or a plan to enter the second runway, or a plan to enter the second candidate aircraft into the second runway, or enter the first runway And an exception planning unit that selects the one that realizes the minimum landing evaluation value from among the plans to be performed and determines the landing plan.

[0029]

BEST MODE FOR CARRYING OUT THE INVENTION

[Embodiment 1] Next, a landing scheduling apparatus according to an embodiment of the present invention used in an airport having two runways will be described with reference to the drawings. The landing scheduling device according to the present invention comprises a central processing unit (C).
PU: Central Processing Unit), a storage device, and other computers configured with an input / output device such as a display device. Therefore, the arrival interval calculation unit, the passing point setting unit, the intersection determination unit, and the planning unit, which are the components of the present invention, are configured as, for example, a program stored in a storage device, and read out by the CPU as necessary to perform the processing. It is what is performed. Of course, the present invention is not limited to the case of using such a general-purpose computer. Processing blocks that perform the functions of the respective components are respectively configured by hardware, and they are connected to each other to perform the landing scheduling according to the present invention. The device may be configured.

FIG. 1 is a plan view of a modeled route of an aircraft around an airport. When viewed from the entry device to the runway, the left of the runway to the left runway 40, the right runway and right runway 42, since these are sometimes represented using symbols RW _L, the RW _R. On an extension of these runways in the same direction, a final fix is set as an entry point to the ILS glide slope, which is a descent. RW _L, the final fix each symbol corresponding to each RW _R FX _L, expressed using the FL _R. The set of routes of the approaching aircraft is handled as a model discretized in a net-like manner in the control airspace of the airport, as described in the conventional example. For example, in FIG. 1, points 44 and 46 are fixed points, and a line segment 48 connecting these fixed points is a section route. The route of each aircraft is represented by sequentially connecting the section routes defined between these fixed points (that is, the nodes of the “network”) and the fixed points. The time required for the aircraft on each section route depends on factors such as altitude, wind direction, wind speed, course change, and that the section route and fixed point have no width on the model, but a certain displacement width is allowed on the actual route. In consideration of the above, for each model of the aircraft, in the form of parameters of the maximum required time and the minimum required time, it is preset offline, and this value is changed online according to the current wind direction and wind speed This is also the same as described in the conventional example.

As a feature of the present apparatus, a group of points 44 at which the approaching aircraft passes just before the final fix among the above fixed points is defined as a pre-passing point or a pre-final fix. Plays a role different from other fixed points in the avoidance processing. Here, at each front passage point, in order from the right side toward the runway, P
FX _1, PFX _2, ..., identified by applying a symbol of PFX _n. Further, for example, a pre-passing point approximately intermediate between PFX ₁ and PFX _n is defined as PFX _m . This PFX _m is
As described later, when the constraints should be landing on the right or left runway is not particularly imposed on ingress machine, runway RW _L, as one of the reference fixed point selecting any RWR, at the beginning of the process It is given as a parameter in advance.

FIG. 2 and FIG. 3 are processing flow charts for explaining the processing of this apparatus executed on the CPU. 2 and 3 collectively show one processing flow.
It is divided into two parts. The processing flows between these figures are connected at nodes A and B (represented by ○) having the same mark.

The present apparatus obtains, for each approaching aircraft, a final appropriate schedule which is a schedule with the least delay in reaching the final fix among schedules taking into account interference such as intersection of a route with another approaching aircraft.
Here, since the final optimal schedule takes into account interference, it does not always match the optimal schedule of each approaching aircraft alone, which does not take account of the interference. Also,
In the present embodiment, spot information indicating which parking place the approaching aircraft moves to after landing is not considered. An example in which the spot information is considered will be described in a later embodiment. Also, on a normal parallel runway, the distance between Final Fix FX _L and FX _R is
It is smaller than the distance to FX _k (k = 1 to n). Therefore, the distance of the section route FX _L -PFX _k and the time required for passing the same can be considered to be the same as the distance of the section route FX _R -PFX _k and the time required for passing the same. In other words, in the calculation of the time required for the last section route that reaches the final fix, FX
There is no need to distinguish between _L and FX _R, and the same method as that used in a single runway can be applied as it is.

The present apparatus determines the schedule one by one in order from the first approaching aircraft in the arrival order described with reference to FIG. 13 in the prior art. When the N-th aircraft to be scheduled is selected based on the arrival order (S200), the runway between the N-th aircraft and the (N-1) th aircraft which has been subjected to the scheduling process one time before this aircraft is performed. It is checked whether or not there is a constraint condition for selecting (S202). This constraint is a constraint on which of the left and right final fixes should be assigned to the Nth car,
-1) If the arrival interval between the N-th aircraft and the N-th aircraft is smaller than the safety interval, the N-th aircraft is different from the final fix (or runway) assigned to the (N-1) -th aircraft. At least a final fix (or runway). This processing S20
2 includes functions of an arrival time calculation unit and a parallel landing determination unit, and the above-mentioned constraint condition is determined based on the arrival interval obtained by the arrival time calculation unit, and the expected arrival interval is less than the safety interval. When there are constraints,
Branch to the process of planning for parallel landing.
Further, other conditions can be added to this constraint condition by a logical product with the constraint condition.

If there is no such constraint, the N-th approach aircraft can adopt any of the final fixes FX _R and FX _L. In that case, in the apparatus based on the pre-passage point PFX _m, the determination of left and right final fix. That is, if the front passage point PFX _k through which the Nth approach aircraft passes is on the right side of PFX _m toward the runway, that is, if the number k of the front passage point of the Nth approach aircraft satisfies k <m. (S204), FX _R is selected as the final fix of the N-th approach aircraft (S204).
206), if the opposite determination in the processing S204 FX _L is selected (S208). If there are no constraints, the scheduling process for the N-th approaching aircraft ends here. The process S204 includes the function of the passing point setting unit, and the process is performed using the preceding passing point of each approach aircraft obtained by the process.

In this way, by making a selection, it is possible to reduce the possibility that an intersection with the succeeding (N + 1) th car will occur on the route from the preceding pass point to the final fix. The reason for this will be described later in the relevant part of the processing.

In step S202, (N-1)
If there is a constraint between the aircraft and the number approaching aircraft,
1) The cases are classified according to the left and right of the final fix assigned to the number approaching aircraft (S212). (N-1)
If the final fix of the approach aircraft is FX _R , then the left and right of the front passage points of the N approach aircraft and the (N-1) approach aircraft are checked (S214). Where N
The pre-passing point numbers of the approaching aircraft and the (N-1) th approaching aircraft are represented as k (N) and k (N-1), respectively. This device uses (N-
1) The final fix of the approach aircraft is on the right (FX _R ), and the N approach aircraft enters from the preceding passage point left of the (N-1) approach aircraft, that is, k (N) ≧ k (N-1)
If it is, the left final fix (FX _L ) is assigned to the Nth approach aircraft (S216). FIG.
-1) It is a schematic plan view for explaining a case where the route of the No. approach aircraft does not cross the route of the No. N approach aircraft. From this figure, it can be seen that if the final fix of the N-th approach aircraft is determined as described above, the routes of the two approach aircraft from the front passage point to the final fix do not intersect. Therefore, even if the arrival interval of both approach aircraft is less than the safety interval, safe landing is performed. In the figure, p = k (N), q = k
(N-1).

[0038] On the contrary, (N-1) th a final fix FX _L of entry machine (S212), k (N) ≦ k (N-1)
(S218), the apparatus selects FX _R as the final fix of the N-th approach aircraft (S22).
0), a safe landing plan that avoids the crossing of the routes of both approaches is determined as the final optimal schedule.

When the final fix is selected in steps S216 and S220, the process for the N-th approaching aircraft is completed.

Now, in step S204, N
The reason why the left and right of the final fix are determined according to the preceding passage point number of the number approach aircraft will be described. If the distribution of the front passage points of the approaching aircraft is random or large in variation, for example, if k (N) <m in step S204, the front passage point number k (N + 1) of the next approaching aircraft.
Has a high probability of satisfying k (N + 1) ≧ k (N). That is, k
If (N) <m, the (N + 1) th approach is more likely to enter from the left side than the Nth approach, so processing S20
In 4 to S208, if the left (FX _L ) is left for the subsequent (N + 1) th approach aircraft, there is a high possibility that scheduling that avoids the route intersection between these two approach aircraft can be performed. It is. If k (N)> m,
In the above description, the left and right may be reversed.

If it remains, judgment processing S214, S218
, K (N) <k (N−1) and k (N)> k (N−1), respectively.
In this case, it is determined that the route of the Nth approach aircraft intersects with the route of the (N-1) th approach aircraft. FIG. 5 is a schematic plan view illustrating a case where the route of the (N-1) th approach aircraft and the Nth approach aircraft intersect. In particular, in the process S218, k (N)> k (N− 1) is shown. As understood from this figure, (N−
1) When the left approach (FX _L ) is assigned to the approach aircraft, if the succeeding aircraft attempts to land below the safety interval, the right (FX _L )
_R ) There is no choice but to choose. However, those passing through the a subsequent aircraft No. N ingress machine (N-1) th entry unit of the pre-passage point PFX _p from the left point PFX _q, from the pre-passage point for both ingress machine Each route will cross to the final fix. This is undesirable for both approaching aircraft arriving below the safety interval and cannot be employed. By the way, processing S21
2, S214, and S218 constitute an intersection determination unit.

When the occurrence of an intersection on the schedule is detected by the intersection determination processing, the present apparatus performs (N-1)
Try the following process to change the final fix of the number and eliminate the intersection. First, it is determined whether the (N-1) th approach aircraft is a predetermined time before reaching the preceding passage point or whether the schedule is confirmed (S222). Here, the predetermined time is a time required until the controller or the ground control system instructs the approaching aircraft to change the landing runway, and the pilot changes the final fix aimed at by the own aircraft. If the schedule is not determined or if the time required for the (N-1) th approach aircraft to reach the preceding passage point is equal to or longer than the predetermined time, there is sufficient time to change the final fix of the (N-1) th approach aircraft. There will be. Then (N
-1) If the approach aircraft has no runway selection constraint condition with the (N-2) approach aircraft (S224), (N-
1) Reverse the final fix of the approaching aircraft, that is, reverse the approaching runway (S226). And processing S
Returning to 212 to S220, for the N-th approach, (N-1)
Final fix (or runway) opposite to the approach aircraft
Assign.

By reversing the final fix of both the (N-1) th approach aircraft and the Nth approach aircraft, the intersection of the routes is resolved. FIG. 6 is a schematic plan view showing an example of intersection cancellation between the (N-1) th approach aircraft and the Nth approach aircraft by final fix inversion. In this figure, arrives from PFX _p assigned to enter the right final fix FXR than (N-1) th entry unit 50, N-th entry unit 52 from the right side of the pre-passage point PFX _q is less than the safety distance Enter at intervals. The route 54 of the (N-1) th approach 50 before the start of the scheduling process of the Nth approach 52 is P
It is a course that enters to RW _R via the FX _R from FX _p. In this state, there is a problem even if either FX _R or FX _L is selected as the final fix of the N-th approach aircraft 52. That is, by selecting the same FX _R and (N-1) th entry unit 50 causes a problem that both ingress machine enters below the safety distance in the same runway, also be selected FX _L, both ingress machine The path PFX _p -FX _R and PFX _q -FX _L cross each other. In this case, the present apparatus performs the (N-1) th approach aircraft 5 by the above-described processes S222 to S226.
0 final fix of change in FX _L, as a new approach route 56, RW _L via the FX _L from PFX _p
The course to enter is defined as the (N-1) th entry aircraft 50.
Then, the processing S212～S220, as approach route 58 of N-th entry unit 52, determining the course of entering into RW _R via the FX _R from PFX _q. In the present apparatus, the schedules of the (N-1) th approach aircraft and the Nth approach aircraft which have been inverted are determined based on the final fixes of the (N-1) th approach aircraft and the Nth approach aircraft, and the scheduling process for the Nth approach aircraft ends.

In step S202, if the schedule of the (N-1) th approach is determined or if the time required for the (N-1) th approach to reach the preceding passage point is less than the predetermined time, (N) -1) It is not possible to change the final fix of the approach aircraft. Also, in the process S224, even when the (N-1) th approach has restriction conditions, the final fix of the (N-1) th approach cannot be changed. In these cases, the intersection between the (N-1) th approach aircraft and the Nth approach aircraft cannot be resolved, and the final optimal schedule cannot be obtained for the Nth approach aircraft. In this case, the present device delays the arrival time of the Nth approach aircraft and secures a safety interval, and then crosses the intersecting route or (N
-1) Schedule to enter the same runway as the approach aircraft. The selection is made by comparing the delay times of the selectable schedules, and the schedule with the shortest delay time is selected (S228).
Once the device has determined this minimum delay time schedule,
The scheduling process for the N-th approach aircraft ends.

During the above processing, steps S206 and S20
8, S216, S220, and S222 to S228 are processes executed by the runway selection unit included in the planning unit.

[Second Embodiment] The apparatus according to the present embodiment is an example of an apparatus in which the spot information is further considered in the above embodiment. This apparatus is provided with information on which parking spot the approaching aircraft will move to after landing and from the outside, and creates an optimal schedule based on the information.

FIG. 7 shows only the characteristic portions of the processing in the present apparatus. This apparatus performs the processing S20 of FIG.
4 to S208 are replaced with processes S304 to S308 shown in FIG. That is, in the process S202,
The N-th approach aircraft selected as the target of the scheduling process has no constraint condition with the (N-1) -th approach aircraft,
When one of the left and right final fix can be freely selected, the parallel landing process determining unit does not determine the parallel land, parked spots N th entry machine RW _R, R
Or located on any side of the W _L determines on the basis of the spot information (S304). And the runway selector is
If parked spot close to the RW _R, the final fix FX _R corresponding to the runway, assigned to N-th entry unit (S306), it assigns the FX _L the closer reversed RW _L (S308).

Thus, the schedule determined by the present apparatus is effective not only for avoiding the crossing of the route in the above-described embodiment, but also for effectively using both runways when the arrival interval is less than the safety interval. This saves time and fuel on the ground of the subsequent aircraft, which is preferable.

[Third Embodiment] In the first embodiment, the optimization of the schedule is performed based on the time until the landing of the approaching aircraft. Further, in the second embodiment, the selection of the runway takes into consideration the position of the parking spot, but the selection of the route to landing depends on the travel time to the parking spot after landing, the fuel consumption, and the like. Have been separately optimized. Although the movement on the ground after the landing is small compared to the flight path, the movement time and the fuel consumption required for the movement are not so large as those during the flight. Therefore, this system optimizes the approach schedule in consideration of not only the flight time but also the travel time on the ground after landing or the fuel consumption, and the economics of airport use and aircraft landing are improved. The aim is to increase the efficiency of both.

The present apparatus is designed to calculate the landing time τ _T obtained by adding the flight time τ _F in the terminal area of the approach aircraft and the ground movement time τ _G to the parking spot after landing, or the terminal area flight of the approach aircraft. having a landing evaluation value calculating unit that calculates a land evaluation value one of the fuel consumption gamma _F and landing required fuel gamma _T consumption fuel gamma obtained by adding the _G on the ground movement to parked spot after landing in. Or landing evaluation value calculation unit, and outputs one of the landing and duration tau _T landing required fuel gamma _T may be switched. Therefore, it is switched and used depending on whether time is emphasized or fuel consumption is emphasized.

Here, since γ _F and τ _F and γ _G and τ _G can be regarded as being in a proportional relation, respectively, if their proportional coefficients are κ _F and κ _G , γ _F = κ _F · τ _F and γ _G = represented by κ _G · τ _G. However, in general, κ _F and κ _G are not equal because the fuel consumption rate differs between in flight and on the ground. From this relationship, as a landing evaluation value corresponding to the required landing fuel γ _T (= γ _F + γ _G ), for example, a time-converted value τ _T ′ = τ _F +
k · τ _G can also be used. Here, k is a weight coefficient for converting the fuel consumption on the ground into time, and k
= A κ _G / κ _F. Further, the weight coefficient k is calculated as κ _G / κ _F
By adjusting and setting between 1 and 1, the ratio of the degree of importance of time and fuel can be adjusted.

The difference between the time conversion landing evaluation value t when landing on the runway near the parking spot and the time conversion landing evaluation value t 'when landing on the distant runway is as described above. one or a reference time and fuel, or may take different values depending on how much importance either, but here representative of the difference in sign of t _W.

The present apparatus registers and stores the spot information of each approach aircraft from the outside, and the arrival time calculation unit provided in the planning unit locates each approach aircraft near the parking spot after landing of the approach aircraft. calculated landing duration tau _T when landed to the optimum runway, on the basis of the landing required time tau _T, set standards arrival time T _a of the entrance unit. Assuming that the evaluation reference time of τ _T is the current time T, it is expressed by the following equation, which is synonymous with equation (1). τ
_T is tau _i for each section path by the same calculation method and the prior art
Is calculated as the sum of

T _a = T + τ _T (4) The arrival time calculation unit assigns _a reference arrival time Ta to the optimal runway to each approaching aircraft. In other words,
Permutation of ingress machine based on the reference arrival time T _a for each runway is created. FIG. 8 is a schematic diagram illustrating a permutation of approaching vehicles provided for each runway. Entry unit group 70 is a sequence of entry device to optimize runway the right runway RW _R,
T _a are arranged from the side closer to the runway ascending order.
On the other hand, enters unit group 72 is a sequence of entry device to optimize runway left runway RW _L, also arranged from the side closer to the runway in order T _a is small, is illustrated. in this way,
Each approach aircraft is classified into one of the permutations provided for each of the two runways.

FIG. 9 is a schematic diagram of the above-described permutation of the approaching vehicles for each runway based on the reference arrival time for explaining the subsequent processing. In the figure, an approaching machine 80 represented by a symbol ▲
Is an approach aircraft for which the landing plan (schedule) has been determined, and the approach aircraft 82 and 84 indicated by the symbols △ are those for which the landing plan has not been determined. First, the first candidate unit selection section in the plan section, the reference arrival time T _a of the landing plan undetermined ingress machine to select one of the earliest as first candidate machine scheduling processed. 9 (a) and 9 (b), the approach aircraft 8
2 is selected as the first candidate.

The simple planning unit in the planning unit determines that the arrival interval between the aircraft on the optimal runway of the first candidate aircraft and the preceding landing aircraft that lands before the aircraft is more than the safety interval. , A final fix corresponding to the optimal runway is assigned to the first candidate aircraft. In this case, FIG.
As shown in (a), the preceding landing aircraft is the approach aircraft 80, and the arrival interval between the preceding landing aircraft and the approach aircraft 82, which is the first candidate aircraft having the same runway as the optimal runway, is the safety interval _ts. That is all. In such a case, the approach machine 82 is
Subsequent entry into the same runway is not a problem. In other words, the optimal schedule is determined by the principle process that the approach aircraft 82 enters the optimal runway at the reference arrival time.
Incidentally, in this case, unlike the case described below, it is not necessary to consider the approach aircraft belonging to the permutation of the other runway, particularly the approach aircraft 84 at the head of the permutation.

However, as shown in FIG. 9B, when the arrival interval between the first candidate aircraft and the preceding landing aircraft is less than the safety interval, such simple processing cannot be performed.
The reason and the processing in that case will be described below. When the both entering machine 80, 82 arrives below the safety interval t _s, first, it is not allowed to enter the (RW _R in the illustrated example) as the same runway both ingress machine. To avoid this, the schedule for delaying the arrival of the first candidate aircraft to ensure a safety clearance with the preceding landing aircraft (delay schedule) or to make the first candidate aircraft not the optimal runway runway (in the illustrated example RW _L) schedule that is entering the (parallel entry schedule) can be considered. Even if the take any of these schedules, the reference arrival time T _a becomes the landing evaluation value of the first candidate device selected in that earliest increases, eligibility is no longer guaranteed as a candidate. This is the reason why scheduling cannot be performed by the simple planning unit in this case.

FIG. 10 shows that the expected arrival interval between the first candidate aircraft and the preceding landing aircraft is less than the safety interval as shown in FIG. 9 (b). FIG. 9 is a flowchart illustrating a process performed when it is not appropriate to perform the process, that is, when it is determined that the exception process is necessary.

[0059] First, from the beginning of the arrival order defined based on the reference arrival time T _a, the first candidate unit selection unit selects the first candidate device. Then, the exception planning unit schedules the selected first candidate aircraft (the approach aircraft 82 in the example of FIG. 9B) according to substantially the same process as that described with reference to FIG. 14 in the related art. The schedule at the time of the finalization processing is obtained, and the obtained schedule is temporarily determined (S30).
0).

Here, the processing used in this apparatus has been described as “substantially the same” as the processing shown in FIG.
This apparatus and the processing described in the related art related to FIG.
The following points are different. In FIG. 14, processes S130 and S140 for selecting an optimal schedule from a plurality of schedules
Was performed according to the priority order based on the reference arrival time. On the other hand, in the present apparatus, the schedules are selected in ascending order of the landing evaluation values calculated by the landing evaluation value calculation unit. Therefore, in the process S300, a smaller landing evaluation value is selected from the above-described delay schedule and parallel approach schedule, and is provisionally determined.

Next, the second candidate aircraft selecting section determines that the other runway (second runway) other than the optimal runway (first runway) of the first candidate aircraft is to be the optimal runway, and the landing plan has not been determined. It is determined whether there is an approaching aircraft (S302). If such a penetration unit to the second runway, enters machine 84 of them the reference arrival time T _a is the earliest is selected as the second candidate machine (S304), If not, the The schedule provisionally determined for one candidate device is registered as a fixed schedule (S306), and the scheduling process for the first candidate device ends.

As in the case of selecting the first candidate aircraft, the exception planning unit tentatively determines the current schedule for the second candidate aircraft by performing substantially the same processing as in FIG. At this time,
The exception planning unit obtains an optimal schedule for the second candidate aircraft without taking into account the schedule provisionally determined for the first candidate aircraft (S308).

Next, the exception planning unit compares the landing evaluation value of the tentatively-determined schedule of the first candidate aircraft with the landing evaluation value of the tentatively-determined schedule of the second candidate aircraft. If it is smaller (S310), the schedule provisionally determined for the first candidate device is registered as a fixed schedule (S306), and the scheduling process for the first candidate device ends.

In step S310, if the landing evaluation value of the second candidate aircraft is small, the schedule determination of the first candidate aircraft is suspended, that is, the order is changed, and the tentative decision schedule for the second candidate aircraft is first set. Confirm and register (S31
2). By determining the schedule for the second candidate aircraft, the optimal schedule for the first candidate aircraft can change. Therefore, the flow of the process returns to the process S300, a temporary determination schedule of the first candidate device is newly obtained, and thereafter, the above-described process is repeated.

As described above, according to the scheduling algorithm of the present apparatus, approach aircraft are classified according to the runway close to the target parking spot of each approach aircraft, and a comparison based on the landing evaluation value is performed between groups of the classification. It's as simple as going and finding the optimal schedule.

In the above processing, in the parallel approach schedule for changing the first candidate aircraft from the first runway to the second runway, in a simple case, for example, the above-mentioned time conversion landing evaluation value t ′ for the second runway is , it may be added to terrestrial mobile increment t _w runway time conversion landing evaluation value t for the first runway. However, in the case of a parallel approach schedule, the delay of the first candidate aircraft must also be performed in order to secure the arrival interval between the preceding landing aircraft whose landing plan on the second runway has been confirmed and the first candidate aircraft. Sometimes things have to be done. Such a situation is also considered in the present apparatus by the processing S134 in FIG. That is, the schedule of the first candidate aircraft temporarily determined in the process S300 in FIG. 10 takes such a situation into consideration.

[0067]

According to the landing scheduling apparatus of the present invention, a pre-passing point is defined on the route of the approach aircraft, and the route connecting this and the final fix of the parallel runway is defined by the approach aircraft. By setting the final fix of each approach aircraft so that it does not intersect, it is possible to easily determine the intersection, and it is easy to create a safe landing schedule for aircraft approaching multiple runways The effect that it can be obtained is obtained.

According to the landing scheduling apparatus of the second aspect of the present invention, a schedule is created in which the approach aircraft enter each of the parallel runways at an arrival interval smaller than the safety interval, and the approach to the parallel runway is performed. This has the effect of enabling the aircraft to land efficiently.

According to the landing scheduling apparatus of the third aspect of the present invention, it is possible to create a schedule for approaching each approaching parallel runway at an arrival interval smaller than the safety interval. Since the final fix is assigned so as not to cause intersections between aircraft routes, it is possible to create a safe landing schedule while ensuring the efficiency of landing of aircraft approaching parallel runways. Can be

According to the landing schedule apparatus of the present invention, the runway closer to the parking spot after landing is allocated, so that the ground travel time and fuel consumption of the approaching aircraft after landing are suppressed. The effect is obtained.

According to the landing schedule apparatus of the fifth aspect of the present invention, a landing schedule that minimizes the landing evaluation value in consideration of the ground travel time to the parking spot and the fuel consumption during the ground travel is created. The effect is obtained that an optimal schedule can be created not only during the flight but also on the ground.

According to the landing schedule apparatus of the present invention, the effect is obtained that the optimum schedule including both during flight and ground movement can be determined by a simple algorithm. This has the effect of reducing the load and speeding up the processing.

[Brief description of the drawings]

FIG. 1 is a plan view of a modeled path of an aircraft around an airport.

FIG. 2 is a processing flowchart illustrating a front part of processing of the present apparatus executed on a CPU.

FIG. 3 is a processing flowchart illustrating a latter part of the processing of the present apparatus executed on a CPU.

FIG. 4 is a schematic plan view illustrating a case where a route between an (N-1) th approach aircraft and an Nth approach aircraft does not intersect.

FIG. 5 is a schematic plan view illustrating a case where a route of an (N-1) th approach aircraft and an Nth approach aircraft cross each other.

FIG. 6 is a schematic plan view showing an example of intersection cancellation between a (N-1) th approach aircraft and an Nth approach aircraft by final fix inversion.

FIG. 7 shows only characteristic portions of the processing in the present apparatus.

FIG. 8 is a schematic diagram illustrating a permutation of approach aircraft provided for each runway based on a reference arrival time.

FIG. 9 is a schematic diagram illustrating a permutation of approaching vehicles provided for each runway based on a reference arrival time and illustrating a process of a planning unit.

FIG. 10 is a flowchart illustrating a process performed by a planning unit when an estimated arrival interval between a first candidate aircraft and a preceding landing aircraft is less than a safe interval.

FIG. 11 is a block diagram of a conventional radar control system used at an airport.

FIG. 12 is a schematic diagram showing a relationship between a single runway and a final fix.

FIG. 13 is a flowchart of an arrival order determination process in a conventional planning method.

FIG. 14 is a flowchart of a conventional process for determining a route and a speed of an approaching aircraft.

[Explanation of symbols]

40 Left runway, 42 Right runway, 70,72 Approach aircraft group, 80,82,84 Approach aircraft.

Claims (6)

[Claims] 1. A landing scheduling device for creating a landing plan for approaching and landing an aircraft on any of a plurality of runways arranged in parallel, each of which has a descending route, wherein the aircraft arrives first. A preceding aircraft, and an arrival interval calculation unit that calculates an expected arrival interval between the succeeding aircraft that is the aircraft that subsequently arrives, and a flight route before reaching the approach point to the descent for each aircraft. A passing point setting unit that sets a preceding passing point above, a scheduled preceding aircraft route that connects the preceding passing point of the preceding aircraft and the approach point assigned to the preceding aircraft, and the front of the following aircraft. Intersection determination unit that determines in advance whether or not a scheduled subsequent aircraft route connecting the passing point and the entry point assigned to the subsequent aircraft intersects The landing plan for causing the preceding aircraft and the following aircraft to approach the runway, respectively, such that the expected arrival interval is equal to or longer than a predetermined safety interval or the intersection determination result of the intersection determination unit is non-intersecting. A landing scheduling device, comprising: 2. The pre-passage route connecting the pre-passing point of the preceding aircraft and a first approach point assigned to the preceding aircraft, and the pre-passing route of the subsequent aircraft. It is determined in advance whether or not the subsequent aircraft scheduled route connecting the point and the second approach point intersect, and the planning unit, when the expected arrival interval is less than the safety interval, the approach schedule of the preceding aircraft A parallel landing processing determination unit that determines a parallel landing that causes the subsequent aircraft to enter the runway different from the runway, and in the case where the parallel landing is determined, the intersection determination result of the intersection determination unit is non-intersecting. The landing schedule according to claim 1, further comprising: a runway selector that assigns the second approach point as the approach point of the subsequent aircraft. -Ring apparatus. 3. The aircraft that determines that the parallel landing of the preceding aircraft and the succeeding aircraft is determined, and that the intersection determination result is an intersection, and that the preceding aircraft and the preceding aircraft precede the preceding aircraft. If the parallel landing with is not determined, the plan is to change the approach point of the preceding aircraft to the second approach point and assign the first approach point to the approach point of the succeeding aircraft. On the other hand, the parallel landing of the preceding aircraft and the subsequent aircraft is determined, and the intersection determination result is an intersection, and the parallel landing of the preceding aircraft and the aircraft preceding the preceding aircraft is performed. The method according to claim 2, wherein when determined, the landing of the succeeding aircraft is delayed, and the expected arrival interval is set to be equal to or longer than the safety interval. Landing scheduling device. 4. The runway selection unit, wherein when the parallel landing processing determination unit does not determine the parallel landing, the runway selection unit determines the approach point of the subsequent aircraft as being close to a parking spot after landing of the subsequent aircraft. The landing scheduling apparatus according to claim 2, wherein the approach point corresponding to a runway is assigned. 5. A required landing time obtained by adding a terminal area flight time for each aircraft and a ground travel time to a parking spot after landing, or fuel consumption during terminal area flight for each aircraft and after landing. A landing evaluation value calculation unit that calculates, as a landing evaluation value, at least one of the landing required fuels obtained by adding fuel consumed by ground movement to a parking spot, and the planning unit performs the landing for each of the aircrafts. The landing scheduling device according to claim 1, wherein the landing plan that minimizes an evaluation value is created. 6. The landing scheduling device according to claim 5, wherein the landing schedule is created corresponding to two of the runways. The planning unit includes, for each of the aircrafts, the parking after landing of the aircraft. An arrival time calculator for calculating the landing time required for the optimal runway close to the spot, and determining a reference arrival time of each aircraft based on the landing time; and A first candidate aircraft selecting unit that selects the earliest one as the first candidate aircraft for which the plan is to be confirmed, and a first runway that is the optimal runway of the first candidate aircraft prior to the first candidate aircraft If the expected arrival interval between the first runway preceding landing aircraft scheduled to land at the first candidate aircraft and the first candidate aircraft is less than the safety interval, the landing plan for setting the second runway as the optimal runway Of the undetermined aircraft, A second candidate aircraft selecting unit that selects the earliest arrival time as the second candidate aircraft; and the expected arrival interval between the first runway preceding landing aircraft and the first candidate aircraft is equal to or longer than the safety interval. In this case, a simple planning unit that determines a landing plan for causing the first candidate aircraft to enter the first runway, and the expected arrival interval between the first runway preceding landing aircraft and the first candidate aircraft is the safety If it is less than the interval, the first candidate aircraft is scheduled to enter the first runway with a delay such that the expected arrival interval is equal to or longer than the safety interval, or to enter the second runway. Or, among the plans for approaching the second candidate aircraft to the second runway, or the plans for approaching the first runway, those that realize the minimum landing evaluation value are selected as the landing plan. Exception planning department to be finalized, including A landing scheduling device characterized by the following.