JPH0449500A - Air traffic control supporting device - Google Patents

Abstract

PURPOSE:To improve operation efficiency by inferring a ground run from data or the like relating to an aircraft to be landed and a previously stored knowledge rule, inferring and determining detached guide from the data and the knowledge rule. CONSTITUTION:The ground run of an aircraft to be landed is inferred by means of rule data stored in a rule data storing device 2 based upon type data, weight data, a spot No., road state data, weather data, etc., outputted from an input data processor 1. Then, a detached taxiway most close to a target spot is deter mined by an inference part 3, a traveling route from the detached taxiway up to the target spot is determined by a traveling route determining device 4 and then the detached taxiway and the traveling route determined by a route data storage device 5 for previously storing all traveling routes in the traveling range of an airport, the inference part 3 and the determining part 4 are dis played on monitors 6, 7. Thus, the operation efficiency can be improved.

Description

[Detailed Description of the Invention] [Object of the Invention] (Field of Industrial Application) The present invention relates to a device that supports air traffic control operations by air traffic controllers.
In particular, the present invention relates to an air traffic control support system that automatically sets departure taxiways and travel routes for landing aircraft.

(Prior Art) In recent years, the demand for aircraft transportation has been increasing, and the number of aircraft using airports is also increasing.

Particularly at large airports with multiple runways, the number of spots increases, making aircraft travel complicated.

On the other hand, because there are limits to the range and number of aircraft that a human ground controller can monitor, air traffic control operations must be carried out by multiple controllers, allowing information to be communicated between controllers and between controllers and pilots. Information transmission becomes complex.

The flight instructions for the landing aircraft are given by the controller based on the aircraft type,
This is done by taking into consideration factors such as the weight of the aircraft's luggage, parking spot, weather, and runway surface conditions, determining the departure taxiway and route and instructing the pilot. After receiving instructions via radio, the pilot will land and drive towards the target spot via the departure taxiway and travel route specified by the controller.

However, after landing, the pilot may, at his own discretion, enter a departure taxiway that is different from the one instructed by the controller. Even in this case, controllers must work to ensure the safety of aircraft travel and improve operational efficiency.

Therefore, since the controller must constantly monitor the position of the aircraft visually or by ground detection radar, the work of the controller during rush hours becomes mentally taxing.

In other words, conventional air traffic control operations are performed based on the judgment of air traffic controllers, so ensuring safety and improving operational efficiency is extremely dependent on air traffic controllers.

(Problems to be Solved by the Invention) As described above, conventional ground control operations often depend on the judgment of controllers, and in particular, determining departure taxiways and flight routes for landing aircraft is determined by the surrounding circumstances. The mental burden on air traffic controllers is heavy because they have to take these into account when making decisions.

Therefore, current air traffic control operations that rely on the abilities of air traffic controllers are at risk of reducing safety and operational efficiency.

The present invention has been made in view of the above-mentioned problems, and its purpose is to automatically determine the departure taxiway and travel route at the time of landing, reduce the burden on air traffic controllers, and improve airport safety.
The object of the present invention is to provide an air traffic control support device that makes it possible to improve operational efficiency.

[Structure of the invention] (Means for solving the problem) In order to achieve the above object, the invention described in claim (1):
Current position data of the aircraft to land, model data of the aircraft, load data, target spot data, weather data,
and input data processing means for executing input processing of runway surface condition data, and rule data storage means storing knowledge rules for determining the runway distance when an aircraft lands and knowledge rules for determining the departure taxiway, respectively. and inputting the aircraft type data, load data, target spot data, and road surface condition data output from the input data processing means to infer the runway travel distance of the aircraft to land, and calculate the inferred travel distance and landing. a departure taxiway inference means for inferring an optimal departure taxiway from current position data of an aircraft and target spot data; and a travel route that stores all possible travel routes between the plurality of departure taxiways and each spot. a storage means; a travel route determining means for inputting current position data of an aircraft to land and extracting and determining an optimal travel route for the aircraft from the travel route storage means; The vehicle is characterized by comprising: a notification means for notifying an air traffic controller of a travel route;

Further, in the invention set forth in claim (2), the input data processing means includes means for determining whether or not the landing aircraft has entered the departure taxiway as instructed by the controller; If the vehicle has not entered the vehicle, the vehicle is characterized by including means for instructing the travel route determining means to extract and determine a new travel route.

(Operation) According to the above configuration, the runway distance of the landing aircraft is inferred from the various data related to the landing aircraft, weather data, runway road condition data, etc. and the knowledge rules stored in advance, and then the runway distance is , withdrawal guidance is inferred and determined from data such as target spots and knowledge rules.

Once the departure taxiway has been determined, the optimal travel route to the target spot is then determined.

The determined departure taxiway and travel route will be notified to the controller.

On the other hand, if the designated taxiway is not entered, a new driving route is determined.

(Example) FIG. 1 is a configuration diagram showing an embodiment of the present invention.

The device of this embodiment obtains the current position data of the aircraft from the position information, the aircraft type data, baggage weight data, and spot number from the flight information, the weather and wind speed from the weather information, and the runway surface condition from the airport surface condition information. The input data processing device 1 has the function of extracting and outputting each data and the function of determining whether the aircraft is traveling according to the instructions of the controller, and the input data processing device 1 has the function of determining whether the aircraft is traveling according to the instructions of the controller, and a rule data storage device 2 that stores rules formalized as knowledge based on the know-how of air traffic controllers used to infer how much runway distance is required for a flight, and model data and weight data output from the input data processing device 1. , infer the runway distance of the lander from the spot NO1 road surface condition data and meteorological data (weather and wind speed) using the rule data in the rule data storage device 2, and then determine the departure taxiway closest to the target spot. a driving route determining device 4 that determines a driving route from the departure taxiway determined by the reasoning unit 3 to the target spot;
In the driving area of the airport, the route data storage device 5 stores all driving routes in advance, and the exit taxiway and driving route determined from the reasoning section 3 and the driving route determining device 4 are displayed on a monitor 6.7. It is composed of a monitor control device 8.

FIG. 2 is a schematic diagram showing a part of the airport. In the figure, A1.
, is the departure taxiway for A2 to depart from the runway,
Point Y is the parking target spot.

Next, the operation of this embodiment will be explained.

The device of this embodiment is activated by the controller after the controller is notified that the arriving flight is ready for landing.
Data processing is started by the input data processing device 1.

The input data processing device 1 determines the current position of the aircraft from the position information, the type of aircraft, the weight of the aircraft's luggage, and the spot number from the flight information, and the weather and wind speed from the weather information.
Each runway surface condition is extracted from the airport surface information and output. The aircraft type, weight of the aircraft's baggage, target spot, weather, and runway surface conditions used as input information can be obtained from the airport control system, and the aircraft position can be obtained from the loop coil and ground detection. It can be detected by processing radar pigs.

Departure Taxiway Inference Process> The inference executed by the inference unit 3 is as follows: (1) Distinguishing between large, medium, and small aircraft based on the aircraft type (2) Discriminating whether the aircraft is heavy or light based on the weight of the aircraft's baggage ( 3
)' Determining the weather conditions (sunny, rainy, snowy) and wind speed from the weather (4) Determining the runway surface condition from the road surface condition (5)
Determination of other aircraft positions The above items are performed in TF THEN format, the runway distance is determined, and then the departure taxiway is determined.

An example of inference when the aircraft type is a large aircraft is shown below.

IF (The model is large and the weight of the luggage is heavy) THEN (The runway distance must be L 6 (m)) F (The weather is good but the wind speed is strong) 1F (The runway surface condition is good) THEN (The runway distance is good) is L 1 (m) necessary)I
F (Runway surface condition is poor) THEN (Run distance is required to be L 2 (m)) F
(The weather is good and the wind speed is low) 1F (Runway surface condition is good) THEN (The runway distance is required to be L 3 (m)) I
F (Runway surface condition is poor) THEN (Run distance is required to be L 4 (m)) F
(The weather is bad and the wind speed is strong) 1F (Runway surface condition is good) THEN (The runway distance is required to be L 5 (m)) I
F (Runway surface condition is bad) 1F (Runway surface condition is bad) 1F (Runway surface condition is good) 1F (Runway surface condition is good) THEN (The runway distance is required to be L 7 (m))
F (Runway surface condition is poor) T) IEN (Slide distance must be L 8 (m”)) F 1F (Large model, light cargo) 1F (Weather is good but wind speed is strong) IF (Runway surface condition is good) THEN (Run distance is required to be L 9 (m)) I
F (The surface condition of the runway is poor) THEN (The runway distance must be Llo (m)) F (
Weather is good and wind speed is low) IF (Runway surface condition is good) THEN (Run distance is required L 11 (m)) I
F (Runway surface condition is poor) TI (EN (Run distance is L 12 (m) required)
F (The weather is bad and the wind speed is strong) 1F (The runway surface condition is good) THEN (The runway distance is required to be L13 (m)) IF
(The surface condition of the runway is poor) THEN (The runway distance is L 14 (m)) F
(The weather is bad, but the wind speed is weak) 1F (Runway surface condition is good) THEN (The runway distance is L12 (m)) IF
(Runway surface condition is poor) THEN (Run distance is required to be L 1B(at))
In the above reasoning, whether the weather is good or bad means that sunny or cloudy weather is good and anything else is bad, and the good or bad condition of the runway surface is that even if the weather is good, if it rains, the road surface will be wet. We judge that it is bad because the weather is bad, or that it is good because the road surface is not wet again even if the weather is bad.

Several hours worth of data are stored in the rule data storage device 2 in order to make the above situation judgments. Also, model,
Standard data regarding the weight of the baggage and wind speed is stored in the rule data storage device 2 in advance.

That is, before making the above inference, the model, weight of the luggage, weather,
Judge the wind speed and road condition. Such weather information and flight plan information are provided by ATIS (Automatic Terman).
At Informat+on Service) airport information broadcasting services and FDPS (LightDa
ta Processing System) Input from the flight plan information processing system.

Once any of the runways L1 to L6 is determined by the above reasoning, the exit taxiway closest to the target spot is then determined.

In this case as well, the exit taxiway is determined in the IF-THEN format as follows.

1F (Is the runway distance Ll?) 1F (Is the spot 1?) THEN (The exit taxiway is No. 100) IF (Is the spot 2?) TIIEN (The exit taxiway is No. 200) 1F (The runway distance is L2) ) 1F (Is the spot 1?) THEN (The exit taxiway is number 300) Figure 3 shows:
This shows the screen of the exit taxiway display monitor 6, A1
-A4 is the exit taxiway.

Here, it is shown that the departure guide route A1 has been determined.

Driving Route Determination Process> Once the departure guideway has been determined as described above, the driving route to the target spot is then determined as follows.

In determining this travel route, as shown in Figure 2, all travel routes within the travel area are first divided into small sections (hereinafter referred to as sections) in consideration of travel safety and airport operational efficiency. For example, in Fig. 2, the solid line drawn on the taxiway and apron is the driving route, and ・Immediate question is one section. Then, for each section, the section number, (Al, A2.Bl,...
E5. ...).

Next, in order to determine the forward and reverse running directions of each section, for example, in Figure 2, the running direction from left to right and top to bottom is the forward direction, and the running direction from right to left and bottom to top is the reverse direction. direction.

Practical travel routes between all starting points and end points within the travel area are represented using section No. 1 that takes this travel direction into consideration. At this time, the priority for route selection is also set.

For example, in Fig. 2, the starting point is the entrance X of the departure taxiway A1,
It is thought that the six routes shown in Figure 4 may actually be used as routes ending at Spot Y in the terminal building.

Here, the third digit of the section number represents the running direction, P is the forward direction and N is the reverse direction. These driving routes and priorities are set for all starting and ending points between each departure taxiway and each apron, between each apron and the end of the runway, between aprons, etc.
It is stored in the travel route storage device 5.

Further, as shown in FIG. 5, each section is provided with a flag for determining its usage status. This flag is provided for each execution direction. For example, for section A1 shown in FIG. 5, the forward direction flag is FAIP, and the backward direction flag is FAIN.
shall be. Also, if it is possible to drive in that section, flag -1,
If the vehicle cannot run, the flag is set to -0.

The conditions under which it is not possible to drive on it are determined by the airport's operating method, but (1) it is impossible to drive on it due to the structure of the road.

(2) There are obstacles and road damage.

(3) A travel direction opposite to the desired travel direction has already been selected.

(4) Designation by air traffic controllers (in the event of an emergency, etc.) may be considered. Of these (+), (2), (4)
is set by the controller. Further, (3) is automatically set when the travel route is determined, and is reset to a travelable state when the aircraft passes through the selected section.

In Fig. 5, the forward direction flags for sections AI and A2 are set to prohibit travel, but this is to prevent the route from exiting to the runway through the departure taxiway from being selected.
The reason why the forward direction flag for C2 is disabled is because another aircraft has already selected the route from 04 to C1.

In this way, the driving route storage device 5 has usage status flags for all sections of the driving route.

Next, a method for determining a driving route will be explained.

Now, in Fig. 2, when an aircraft takes off and leaves the runway from the starting point X of the departure taxiway A1 determined earlier and heads for the target spot Y, it travels the entire route with the starting point as X and the ending point as Y. It is towed from the route storage device 5. In this case, the six routes mentioned above are towed.

Next, the usage state flags of the sections constituting these six routes are retrieved from the travel route storage device 5.

Here, it is assumed that the state shown in FIG. 5 is towed.

Next, the product of the flags corresponding to the sections constituting each travel route is calculated, and if the solution is 1, the travel route is selectable, and if the solution is 0, the route is not selectable.

For example, the flag corresponding to the driving route AIN+D3N+D4N+E2P+E5N with the highest priority is PAIN xFD3N XFD4N XF! ! 2P
Since FE'iN -1XIXIXIX1=-1, it can be selected.

Similarly, routes with priorities 2 and 3 can be selected, and routes with priorities 4 and 5.6 are F. Since IP+F C2F is included and this is set to O, the product is O and cannot be selected.

Next, the route with the highest priority among the routes determined to be selectable is determined as the taxiing route for the aircraft. In this case, the route has a priority of 1.

When the driving route is determined as described above, for example,
As shown in FIG. 6, the driving route indicated by the broken line in the figure is displayed on the screen of the monitor 7.

The controller looks at the exit taxiway displayed on the monitor 6 and the travel route displayed on the monitor 7, judges the displayed information, and notifies the pilot of the landing aircraft by radio. The ground controller will also be notified.

After landing, the pilot may, at his own discretion, enter a departure taxiway that is different from the one instructed by the controller. In this case, the input data processing device 1 determines that the vehicle has deviated from the route, activates the travel route determining device 4 again, and notifies the controller of the new travel route in the same manner as described above.

[Effects of the Invention] As explained above, according to the present invention, it is possible to optimally and automatically determine a departure taxiway and a travel route at the time of landing. For this reason,
The burden on air traffic controllers can be reduced, and airport safety and operational efficiency can be improved.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram showing one embodiment of the air traffic control support system according to the present invention, Fig. 2 is a schematic diagram showing a part of the airport, and Fig. 3 is a monitor screen displaying the determined departure taxi route. FIGS. 4 and 5 are explanatory diagrams showing examples of driving routes stored in the driving route storage device, and FIG. 6 is an explanatory diagram showing a monitor screen displaying the determined driving route. 1...Input data processing device 2...Rule data storage device 3...Inference section 4...Driving route determining device 5...Driving route storage device 6.7...Monitor - 8... Hidekazu Miyoshi, patent attorney for monitor control equipment

Claims (2)

[Claims] (1) Input data processing means for executing input processing of current position data of an aircraft to land, model data of the aircraft, load data, target spot data, meteorological data, and runway surface condition data; rule data storage means storing knowledge rules for determining the runway distance and knowledge rules for determining the departure taxiway; aircraft type data, load data, target spot data output from the input data processing means; and road surface condition data are input to infer the runway travel distance of the landing aircraft, and the optimal departure taxiway is inferred and determined from the inferred travel distance, the landing aircraft's current position data, and target spot data. a taxiway inference means; a travel route storage means for storing all possible travel routes between the plurality of departure taxiways and each spot; and a travel route storage means for inputting current position data of a landing aircraft to determine an optimal travel route for the aircraft. An air traffic control support system comprising: a driving route determining means that extracts and determines the driving route from the driving route storage means; and a notification means that notifies an air traffic controller of the obtained departure taxi route and the determined driving route. Device. (2) The input data processing means includes means for determining whether or not the landing aircraft has entered the departure taxiway as instructed by the controller, and if the aircraft has not entered the designated departure taxiway, 3. The air traffic control support system according to claim 2, further comprising means for instructing said travel route determining means to extract and determine a new travel route.