JP4091339B2 - Airport control support system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an airport control support system that provides control support information necessary for traveling on the ground of an aircraft / moving body (vehicle) to a controller such as an airport or an airport.
[0002]
[Prior art]
Control operations for aircraft and moving objects that run on the ground can be said to be very important from the viewpoint of ensuring the safety of aircraft taking off and landing and the efficient operation of airports.
[0003]
By the way, the conventional control operation is to visually monitor the time-varying situation of the aircraft that the controller is taking off and landing and other moving objects traveling on the ground, and based on the result of the monitoring, voice communication is performed between the aircraft and the moving object by wireless communication. It conducts calls and gives instructions to allow aircraft and mobile objects to proceed, specify travel routes, and temporarily stand by to control aircraft and mobile objects.
[0004]
[Problems to be solved by the invention]
Therefore, the control of aircraft, moving objects, etc. that run on the ground of the airport is centered on the determination and operation processing of the human system that is exclusively the controller. As a result, the controller must not only perform visual monitoring as described above, but also promptly determine various instructions through communication with aircraft and moving objects, as well as aircraft movement route selection, etc., which increases the burden on the controller. Increase. In many cases, it is necessary to give guidance to dozens of aircraft that arrive and depart in an hour, and the duties of air traffic controllers will continue to increase. Moreover, since visual monitoring becomes difficult at low visibility (due to poor visibility such as rain and heavy fog), it is very difficult to increase the operating efficiency of the airport.
[0005]
The present invention has been made in view of the above circumstances, and promptly provides support information required by the controller regardless of congestion or low visibility, thereby reducing the burden on the controller and improving the efficiency of the airport. The purpose is to provide a ground control support system that ensures operation.
[0006]
[Means for Solving the Problems]
the above In order to solve the problem, the airport according to the present invention that supports the control operation of a mobile object traveling on the ground Ground control support System monitor screen , Operation plan button And traffic survey button When the operation control button provided in the monitoring control means and the operation control button provided in the monitoring control means are operated, the number of movement patterns assumed at the arrival and departure of the moving object generated according to the wind direction and each moving object An operation plan creation means for creating operation plan information of the shortest route for each mobile body using the mobile body information set for each The passing history of each moving body at an airport intersection is stored, and when the traffic volume survey button is operated, each intersection is listed in the vertical direction of the monitoring screen of the monitoring control means, and the horizontal corresponding to each intersection is displayed. A screen that can display the passing history of the moving body in the axial direction is displayed on the monitoring screen of the monitoring control means, and the passing history of each moving body is read and displayed while scrolling in the horizontal axis direction, and each required intersection Traffic survey means to confirm the presence or absence of multiple mobile objects And By the operation plan creation means By displaying the created operation plan information on the airport model graphic screen displayed on the monitoring screen, the operation plan information of the shortest route can be quickly created from the movement pattern, and the created operation plan information is displayed. By doing so, it becomes possible to confirm the safety of the airport from the moving route at the time of arrival and departure of each moving body.
[0007]
Also , As previously mentioned A traffic volume survey button is added to the monitoring control means, and the passage history of each moving body at the intersection in the airport is stored, and when the traffic volume survey button is operated, A screen on which intersections are listed and the moving history of the moving body can be displayed in the horizontal axis direction corresponding to each intersection is displayed on the monitoring screen of the monitoring control means, and each moving body is scrolled in the horizontal axis direction while scrolling. If a traffic volume surveying means for reading out and displaying the passing history of the vehicle and confirming the presence / absence of a plurality of moving bodies at each required intersection is added, the presence / absence of a plurality of moving bodies at each required intersection can be confirmed. By reflecting the plan information, it is possible to avoid a dangerous state.
[0008]
Further, a simulation button is added to the monitoring control means, and the passage history of each moving body at the large display device and the airport intersection is stored. When the simulation button is operated, the past passage history of the moving body And a simulation means for displaying the moving body on one or both of the monitoring screen of the monitoring control means and the large-sized display device using the operation plan information and the actual operation by simulation. In addition, the movement trajectory of the past moving body and the movement trajectory of the future moving body can be displayed on the monitoring screen of the monitoring control means, and the operation plan can be created more efficiently and safely.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0018]
(1) System configuration
FIG. 1 is a system configuration diagram showing an embodiment of an airport control support system according to the present invention.
[0019]
This airport control support system can be broadly divided into an operation plan creation system that creates operation plan information such as aircraft and moving body information of each moving body, and rough image data captured by an airport surface radar installed at the airport. An image analysis system for identifying the flight name of the moving body and the current position of the moving body from the current position, the operation plan information and the output of the moving body sensor, and displaying information required by the flight name moving body, A moving object detection / light control system that determines the movement status of moving objects from aircraft sensor information of aircraft sensors installed near intersections, etc., and controls the lights installed at the required locations in the airport, and each intersection of the airport Identify the moving vehicle that passes through, and send guidance guidance display data that guides the identified moving body to the guidance guide lights installed at the relevant intersections, and monitor the status of the entire airport. By selective operation such air traffic controllers to display the control support screen to the required, is constituted by the supervisory control system utilizing the control service.
[0020]
The operation plan creation system includes operation plan creation means or an operation plan creation device 1 for creating operation plan information and mobile object information of a mobile object including traffic volume survey and simulation of the mobile object, operation plan information, mobile object information and others. In addition to the operation plan information database 2 for storing various necessary screen information and the display part of the monitoring and control device to display the movement status of the moving object in the past and at the time of the operation plan, it is observed throughout the simulation. A large display device 3 composed of a plurality of screens 3a, 3b,... That can be displayed, and how the moving body is moving or how it moves from the current moving body is displayed on the large display device 3. And the video converter 5 for converting the digital image data into image data that can be displayed on the screens 3a, 3b,... , And it is configured by 5b, ... and.
[0021]
The image analysis system includes an airport surface radar 6 that captures a reflected wave from a moving body, a scan converter 7 that sequentially converts the reflected wave captured by the airport surface radar 6 into a video signal, and a video that is converted by the scan converter 7. An operation for storing a signal, capturing an undetermined moving body, an image analyzing means for tracking the position of the moving body already captured, or an image analyzing device 8 and image data analyzed by the image analyzing device 8 It is composed of a plan information database 2 and the like.
[0022]
The moving object detection / light control system is provided with sensor management means or a sensor management device 9 for managing sensor information from aircraft sensors arranged at equal intervals between intersections of runways and taxiways or between intersections. Based on these aircraft sensor information, the position of the moving body is sequentially detected, and lights such as stop line lights and taxiway center line lights installed on airport taxiways are controlled on and off to move. Has the function of guiding and controlling the body.
[0023]
As the guidance guidance display system, guidance guidance display control means or guidance guidance display device 10 is provided, which creates information necessary for guidance of the moving body and is installed on the intersection entrance of the runway / guidance path, on the guidance path. It is displayed on the guide guide light (see FIG. 34).
[0024]
The supervisory control system is provided with a supervisory control device 11 such as a supervisory control means or an operator console installed in a central supervisory room, etc., constantly monitoring the situation in the airport and displaying the situation in the airport on its own monitoring screen. In addition, the controller has a role of instructing a required operation for each component device as necessary.
[0025]
Reference numeral 12 denotes a network such as a LAN. The network 12 is connected to the various devices 1, 2, 3a, 3b,..., 7 to 11 described above, and automatically guides a moving object traveling on the ground of an airport. Built in a possible state.
[0026]
First, a display example of an airport model (see FIG. 2) to which the system of the present invention is applied and a monitoring screen (see FIG. 3) of the monitoring control device 11 constituting the monitoring control system will be described.
[0027]
The current airport model is represented by a graphic screen as shown in FIG. That is, in the airport model, an apron 16, a taxiway 17 and a runway 18 are formed, for example, a stop line light is represented by ◯, an aircraft sensor is represented by □, and an aircraft between each intersection at each intersection. For example, address numbers “1” to “45” are assigned to each sensor installation point.
[0028]
In addition, since the intersection is connected to a plurality of taxiways, each gate at each intersection is given an address a to d indicating the connection direction with the taxiway. Furthermore, since the mobile body 19 starts and stops in the direction of headwind, the traveling direction of the mobile body 19 is the same in the same time zone, and the entrance gate from the runway of the arrival flight to the taxiway and the departure flight The runway entrance gate is in the opposite position.
[0029]
On the other hand, the monitoring control device 11 is provided with a monitoring screen 20 of a required size as shown in FIG. 3, and various operation buttons for realizing various control support functions are displayed in the lower part of the monitoring screen 20. Has been. These operation buttons include an automatic / manual button 21, an operation plan button 22, a traffic volume survey button 23, a simulation button 24, an operation history button 25, a route change button 26, an airport surface radar (ASDE) acquisition button 27, and an aircraft information button. 28, an aircraft sensor information button 29 and an indicator light information button 30 are displayed.
[0030]
The automatic / manual button 21 is a button for instructing whether to automatically operate by automatically capturing a moving body or to operate by a human system instruction. The operation plan button 22 is a button operated to create an operation plan (see FIG. 13) of a past / current / predicted mobile body. The traffic amount investigation button 23 is a button for displaying a screen (see FIG. 15) showing the passing state of the moving body at each of the past / present / prediction intersections, and examining the traffic amount. The operation by the simulation button 24 is separated from the airport surface radar 6 (ASDE) and the aircraft sensor, and the operation plan information / aircraft information is used to display the monitoring control device 11 via the display unit or the simulator display devices 4a, 4b,. This is a button for displaying the airport graphic screen (see FIG. 17) on the large display device 3 and reproducing the movement locus of the moving body. The operation history button 25 is a button for displaying a movement history screen (see FIG. 18) of a past moving body. The route change button 26 is a button for displaying a screen (see FIG. 19) for giving a route change instruction to the moving object displayed on the airport graphic screen.
[0031]
The radar acquisition button 27 is a button for displaying a screen (see FIG. 20) for linking with the operation plan information / aircraft information captured by the airport surface radar 6. The aircraft information button 27 is a button for displaying an aircraft information list screen (see FIG. 25) displayed on the airport graphic screen shown in FIG. Aircraft sensor information button 29 is a button for displaying a sensor information list screen (see FIG. 27) indicating a moving body passing state of aircraft sensors installed in the airport. Further, the indicator light information button 30 is a button for displaying an indicator light information list screen (see FIG. 33) installed at the airport.
[0032]
Incidentally, the graphic screen displayed on the monitoring screen 20 shown in FIG. 3 is a display example when the automatic monitoring or simulation button 24 of the automatic / manual button 21 is operated. System status screen G1 indicating visibility information, wind direction, monitoring interval, etc., which are conditions for guiding the body 19, anomaly information display screen G2 indicating the content of the anomaly, position of the moving body, call sign, aircraft type, departure route, A window G3 for viewing the mobile object and other information such as a gate NO is displayed in a window.
[0033]
The screen G3 displayed on the monitoring screen 20 of the monitoring control device 11 is shown in FIG. 5 based on the operation plan information when approaching the departure / arrival time under automatic operation by the automatic / manual button 21, for example. Body information, that is, the JALXXX model “777” passes from the starting address number “41” through the gate “a” with the address number “10”, and from the direction of the gate “a” with the address number “5” at the current position of the moving body 19 Enter and take the taxiway T ("5"-"4"-"3"-"2"-"1"-"14"-"19"-"18" and depart from the departure gate "42" An example of aircraft information (moving body information) of an aircraft is displayed.
[0034]
The order in which these operation buttons are arranged is not particularly limited. The various operation buttons 21 to 30 may be hardware operation switches instead of software button screens. Needless to say, it is possible to display not only a single operation button but also a plurality of operation buttons to display a plurality of required screens on the monitoring screen 20.
[0035]
(2) About operation planning system.
[0036]
This operation plan creation system is for creating an operation plan for a moving body, and as shown in FIG. 4, a basic operation plan creation unit 101 for creating a basic operation plan and a traffic volume of the mobile body are investigated. It is divided into a traffic volume survey processing unit 102 and a simulation processing unit 103 which are reflected in the operation plan.
[0037]
(A) About basic operation plan creation part 101
This basic operation plan creation unit 101 is prepared in advance according to the airport model shown in FIG. 2, the mobile body setting screen of the mobile body information shown in FIG. 5 set for each mobile body, and the movement pattern created in advance according to the wind direction. FIG. 6 (see FIG. 6) The operation plan information database 2 for storing other necessary information is provided. Functionally, there is a case where an operation instruction is received from the operation plan button 22 displayed on the monitoring control device 11. When necessary aircraft information is input on the moving body setting screen (refer to FIG. 5), for example, departure and arrival routes such as those shown in FIGS. 7, 8, 10, and 11 are analyzed for each wind direction according to the movement pattern diagram. A route analysis unit 111; a shortest route extraction unit 112 that extracts a shortest departure / arrival route from the analysis route of the departure / arrival route analysis unit 111; and an airport model stored in the database 2 A traffic screen is read, the shortest departure / arrival route extracted on this screen is written and displayed on the display unit of the monitoring control device 11 as shown in FIGS. 9 and 12, and the shortest route extraction means The operation plan information shown in the upper part of FIG. 13 is created according to the departure / arrival route extracted by the means 112, and the operation plan information creation storage means 114 is stored in the database 2.
[0038]
Next, creation of a basic operation plan by the basic operation plan creation unit 101 will be specifically described.
[0039]
The preparation of the operation plan requires that the moving body 19 moves by the shortest route in consideration of the wind direction of the airport. For example, when the moving body 19 having the aircraft information shown in FIG. 5 is moved, the moving route is different between the case of the east wind and the case of the west wind.
[0040]
* Departure / arrival at Dongfeng
Regarding the Dongfeng departure flight in advance, a number of movement patterns NO1 to NO23 are prepared as a list as shown in FIG. 6 in advance on the graphic screen of the airport model shown in FIG. The moving body 19 starting from the apron 16 includes an example starting from an address (departure gate) number “5” and an example starting from an address number “10”. Even when the mobile 19 starts from the address (departure gate) number “5”, it can start through various intersections represented by the address numbers as shown in FIG. The same applies when starting from the address number “5”.
[0041]
Here, there are many movement patterns as described above, but it is necessary to analyze the shortest route and the route with less interference.
[0042]
Therefore, the departure / arrival route analysis means 111 analyzes the east wind departure route as shown in FIG. 7 from the address number movement pattern shown in FIG. The route at the time of departure is formed by connecting the address numbers of intersections and branching portions along each movement pattern, and expressing the distance in parentheses on a line connecting adjacent address numbers.
[0043]
FIG. 8 is a diagram showing a route at the time of eastern wind analysis analyzed according to the same procedure. In addition, the moving route at the time of arrival is a route that does not overlap with the route at the time of departure. Incidentally, since the approach gate of the runway does not overlap with the departure flight from FIGS. 7 and 8, there is no problem in specifying the shortest route from the arrival routes shown in FIG.
[0044]
Therefore, the shortest route extraction unit 112 extracts the shortest departure / arrival route indicated by a thick line in FIGS. 7 and 8 while considering the distance and the overlap of departure / arrival flights from the analysis route of the departure / arrival route analysis unit 111.
[0045]
When the shortest departure / arrival route is determined by the shortest route extraction means 112, the arrival / departure route display means 113 is displayed on the graphic screen of the airport model shown in FIG. The shortest route at the time of departure and arrival of the extracted mobile object is displayed.
[0046]
That is, the moving route at the time of departure from Dongfeng is address number “5”-“1”-“42”, and the total distance is (9). On the other hand, the travel route upon arrival at Dongfeng is address numbers “44”-“45”-“32”-“12”-“10”, and the total distance is (7). In particular, in the case of departure flights, the shorter distance route is more effective in terms of energy savings, and the runway entrance gate is “42” at departure and “45” at arrival, so there is no overlap and the distance is Since there is no interference because they are sufficiently far apart, it is possible for the mobile bodies 19 to depart and arrive safely.
[0047]
* For west wind departure / arrival
On the other hand, in the case of the west wind, the west wind departure route is created as shown in FIG. 10 and the west wind arrival route is created as shown in FIG. As a result, as shown in FIG. 12, the route of the departure flight is short, and the entry from the runway entrance gate is completely opposite to the case of the east wind, so that the mobile bodies 19 can depart and arrive safely. .
[0048]
Therefore, the operation plan is based on the movement pattern for each wind direction shown in FIG. 6, and when the change of system information (G1 in FIG. 5) occurs due to the wind direction at any intersection, Further, it is possible to flexibly cope with a necessary route change by analyzing the movement route representing the branch portion (FIGS. 7, 8, 10, and 11).
[0049]
Furthermore, the operation plan information creation storage means 114 uses the analyzed movement route for each wind direction as a standard movement route, and links with the moving body information shown in FIG. Create a list. In other words, the movement route is patterned for each call sign, and when the wind direction changes, for example, as in route (3), the route can be easily managed simply by changing from route (1) to route (3).
[0050]
Incidentally, in this operation plan, the maximum number of moving bodies that can be guided to the ground is the number corresponding to the number of stop line lights installed on the moving route, and the departure flight is the moving route (5 → 4 → 3 → In the case of 2 → 1 → 14 → 19 → 18 → 42), 5 aircraft, and in the case where the arrival flight is a travel route (41 → 36 → 32 → 12 → 11 → 10), 4 aircraft. If the runway occupancy time per aircraft is 1 minute, operation is possible at 1 minute + departure travel time / 1 minute + arrival travel time.
[0051]
Therefore, according to the embodiment as described above, a large number of departure / arrival routes considering the wind direction are analyzed based on the movement pattern diagram stored in the database 2, and the shortest departure / arrival route is selected from these departure / arrival routes. -Since the arrival route is extracted and the operation plan list information is created according to the extracted departure / arrival route, the operation plan of each moving body can be created quickly and accurately.
[0052]
(B) Traffic volume survey processing unit 102
This traffic volume survey is to create a route plan for avoiding the presence of a plurality of moving bodies 19 at an intersection other than in an emergency by the controller or the like, and to reflect the route plan in the operation plan described above.
[0053]
The traffic volume survey processing unit 102 lists all intersections including address numbers between adjacent intersections at least on the vertical axis, and displays a history of the passing time of the moving body 19 for each intersection in the horizontal axis (time axis) direction. The database 2 that stores the traffic volume list display screen G4 (see FIG. 15) and the passage times of departure flights and arrival flights for each intersection including the address numbers between adjacent intersections as shown in FIG. When the moving body actual time storage means 121 and the traffic volume survey button 23 displayed on the monitoring control device 11 are operated, the horizontal axis (time axis) with respect to past traffic volume survey input instructions The mobile unit presence / absence confirmation unit 122 displays the passing history data of the mobile unit at each intersection while scrolling in the direction and confirms the presence / absence of a plurality of mobile units 19 at each intersection. There.
[0054]
Next, the operation of the traffic volume survey processing unit 102 configured as described above will be described.
[0055]
In the mobile real time storage means 121 of the traffic volume survey processing unit 102, the monitoring and control device 11 takes in and monitors the status of departure flights and arrival flights passing through each intersection from the output of the aircraft sensor from the network 13 and monitors them. Therefore, the passage time of the departure flight and arrival flight of the moving body at each intersection on the network 13 is taken and stored in the database 2 in time series.
[0056]
In this state, when the traffic volume survey button 23 of the monitoring control device 11 is operated, the moving body presence / absence confirmation means 122 reads the traffic volume list display screen G4 stored in the database 2 and reads the monitoring control device 11. When the cursor is scrolled under a certain input time, information on the passing time of the moving body 19 corresponding to each intersection is sequentially displayed from the database 2 as the time axis moves. The presence / absence of a plurality of moving bodies 19 at each intersection can be confirmed from the displayed information on the passing time.
[0057]
In the current traffic survey, after the traffic survey button 23 is operated, in response to an input instruction for the current traffic survey, the intersection “5” of the current moving object is displayed on the display unit of the monitoring control device 11. In addition to the screen G5 shown in FIG. 15 representing the traffic volume, the traffic volume list display screen G4 is displayed, and the moving body passing state at each intersection from the current time when the moving body enters from the approaching intersection “5” to the subsequent time is displayed. Have
[0058]
In addition, the traffic volume survey by simulation is performed after the traffic volume survey button 23 is operated and set, and in response to an input instruction for the future traffic volume survey, the current date and time storage state and the future time are displayed on the display unit of the monitoring control device 11. In addition to the screen G6 for setting the traffic volume, the traffic volume list display screen G4 can be displayed and the traffic volume survey can be performed using the operation plan information after the current time stored in the database 2.
[0059]
Therefore, according to the embodiment relating to the traffic volume survey, there are a plurality of moving bodies approaching the same intersection by scrolling and displaying the history of past / current moving body passing times of all intersections along the time axis. It is possible to easily confirm that the operation plan described above can be appropriately corrected from actual departure / arrival information, and a safer operation plan can be created.
[0060]
(C) Creation of an operation plan by the simulation processing unit 103
The simulation processing unit 103 uses the simulator display devices 4 a, 4 b,... In addition to the display unit of the monitoring control device 11 in conjunction with the movement history of the past mobile body stored in the database 2. And a large-sized display device through the display unit of the monitoring control device 11 for viewing by a controller or the like, and the simulator display devices 4a, 4b,. 3 has the function of creating and monitoring the movement trajectories of past and future moving bodies.
[0061]
Specifically, the simulation processing unit 103 displays the graphic of the airport model shown in FIG. 2 stored in the database 2 when the simulation button 24 of the monitoring control device 11 is operated as shown in FIGS. 16 and 17. While the screen is displayed on one or both of the display unit of the monitoring control device 11 and the large display device 3, the system status screen G1 is displayed, and if there is a past simulation instruction input, it is stored in the database 2. A past movement history display means 131 for sequentially reading the movement history of the moving body passing through each aircraft sensor and displaying it sequentially on the display unit of the monitoring control device 11 and the large-sized display device 3; When the system state changes due to the wind direction, etc., different travel routes are extracted based on FIG. 7, FIG. 8, FIG. Similarly, if there is a route change movement history display means 132 for sequentially reading the movement history of the past moving body and sequentially displaying it on the display unit of the monitoring control device 11, the large display device 3, and an instruction input for a future simulation, Using the operation plan information shown in the upper part of FIG. 13 stored in the database 2, future movements that simulate the movement trajectory of the moving object by moving the moving object to each intersection at the required speed according to the required moving route And a history display means 133.
[0062]
Accordingly, the simulation processing unit 103 sequentially displays and simulates the movement trajectory of the moving object as described above, so that the information on the operation plan can be obtained if it is in an optimum state while observing the moving state of the moving object that is departing and arriving. It can be reflected in information.
[0063]
(D) About operation history
When the operation history button 25 displayed on the monitoring control device 11 is operated, a past movement history screen (see FIG. 18) of the moving body is displayed. That is, as shown in FIG. 18, since the passing time (operation history) of each point P of each moving body captured by the aircraft sensor is managed in the database 2, the operation history data is read and the operation history of the moving body is read. Can be displayed. In the operation history, any travel route selected and other travel routes set in the operation plan are also left as history. If the movement history is displayed at the same time as the system status history screen, the movement status of the moving body can be appropriately confirmed on the monitoring screen 20, for example.
[0064]
In addition, you may display only the operation history of a moving body on the graphic screen of an airport model, without displaying the passage time (operation history) of the moving body which passes each point P. FIG.
[0065]
(E) About route change
Further, when it is determined that the route change is necessary from the operation plan information, the route change button 26 displayed on the monitoring screen 20 of the monitoring control device 11 is operated, and the display unit of the monitoring control device 11 displays the figure. A route change screen G7 shown in FIG. 19 is displayed. At this time, the operation time zone is designated or the route change screen G7 is displayed based on the current time. This route change screen G7 shows the information screen and the movement history of the relevant moving body when and at which intersection when the aircraft and other moving bodies approach at the same time based on the specified operating time or the current time. It is a graphic screen of the displayed airport model, and by clicking on a specific mobile body among a plurality of mobile bodies, a screen for changing the clicked mobile body is displayed on the upper left of the figure. In this screen, an area for writing the changed route is formed in addition to the current route of the moving object.
[0066]
The route change notification is made on the route change screen shown in FIG. 19 when, for example, an instruction is issued to all the mobile objects to be monitored that depart from the parking area. Change the operation plan according to the route setting.
[0067]
(3) About the image analysis system.
[0068]
As described above, the image analysis system includes the airport surface radar 6, the scan converter 7, the image analysis means or the image analysis device 8, and the database 2 for storing the image information analyzed by the image analysis device 8. Yes.
[0069]
The airport surface radar 6 is fixedly installed at a high place overlooking the whole airport, or is installed at an appropriate height position so as to be able to swing at a predetermined cycle, and includes an object including a moving body on the airport surface as shown in FIG. Is reflected and sent to the scan converter 7.
[0070]
The scan converter 7 sequentially converts a radar signal, which is a reflected wave of an object, into a video signal while scanning, and sends it to an image analysis means or an image analysis device 8.
[0071]
As shown in FIG. 21, the image analysis apparatus 8 uses the captured video capture in addition to the radar monitoring range defining means 141 to recognize the signal output from the scan converter 7 and capture it as image data. The object position specifying means 142 for recognizing image data of a certain size or more as an aircraft and specifying a rough position from the monitoring range of the airport surface radar 6 and each image data, the rough position of the object and the database 2 Validity determination means 143 for determining the validity of the flight number of the moving body from the flight name of the moving body acquired from the stored operation plan information and the passing position such as the intersection of the moving body, and the determination by the determination means 143 If it is determined that there is a problem based on the result, an alarm is displayed. If it is determined that the result is appropriate, the sensor information of the aircraft sensor is taken in and Is adjusted within a predetermined range, the position of the object is finely adjusted, the presence or absence of a problem is judged, and if there is no problem, the mobile unit information stored in the database 2 or other necessary area passing time While other necessary information is stored, it is constituted by a radar capture screen display means 144 for displaying a screen G3 in which the moving body of the flight name is being captured by the airport surface radar 6, and an unconfirmed moving body confirmation means 145. Yes.
[0072]
Next, the operation of the image analysis system as described above will be described.
[0073]
First, image data of an object is taken in from a reflected wave of an object including a moving body on the airport surface every predetermined period. Normally, a moving body moves. Although the movement of the object is detected from the difference in image data every predetermined time, the image disappears when it goes out of the monitoring range of the airport surface radar 6, so the area within or outside the monitoring range of the airport surface radar 6 If it is not defined, it will be a capture error. Therefore, the monitoring range area of the airport surface radar 6 is defined in advance.
[0074]
The radar monitoring range defining means 141 of the image analyzing apparatus 8 defines the monitoring range area of the airport surface radar 6 before processing the image data sampled from the airport surface radar 6 as shown in FIG. Specifically, the radar signal, which is a reflected wave of the object in the airport, output from the airport surface radar 6 is sampled and the fixed information is extracted (S1). Then, the extracted fixed information is reproduced, and the blind area is set. Set (S2). As a result, when a radar signal, which is a reflected wave output from the airport surface radar 6 at every predetermined time, is captured, a fixed object such as the apron 16 of the airport is masked to define a monitoring range of the airport surface radar 6 (S3). ).
[0075]
Therefore, by defining the monitoring range area of the airport surface radar 6 as described above, the airport surface radar 6 and the data link on the monitoring screen are stopped when the moving body moves outside the monitoring range area, for example, the mask portion. When entering the monitoring range area again, the image data and the moving object symbol are combined again.
[0076]
By the way, after defining the radar monitoring range as described above, when the radar (ASDE) acquisition button 27 displayed on the monitoring control device 11 is operated, the object position specifying means 142 is executed. As shown in FIG. 20, the object position specifying unit 142 takes in image data from the output of the scan converter 7, recognizes image data of a certain size or more as an aircraft, and monitors the range of the airport surface radar 6 and each image. Identify the approximate location from the data. However, the image analysis apparatus 8 is accurate to acquire detailed information on the fact that the airport surface radar 6 appears as one lump or the passage confirmation of the intersection when a plurality of moving bodies are waiting at the intersection. Is missing.
[0077]
Therefore, the validity determination means 143 determines the validity of the flight number of the moving object from the rough position of the object, the flight name of the operation plan information stored in the database 2 and the passing position such as the intersection of the flight name moving object. If it is determined that there is a problem, an alarm is displayed.If it is determined that it is appropriate, the sensor information of the aircraft sensor is acquired, the rough position of the object is finely adjusted, and the presence or absence of the problem is checked again. When it is determined that there is no problem, the radar capture screen display means 144 stores the moving object information stored in the database 2 itself or other necessary area while storing the passing time of the corresponding intersection and other necessary information. A screen G <b> 3 in which the moving object of the flight name is being captured by the airport surface radar 6 is displayed on the display unit of the monitoring control device 11.
[0078]
By the way, if you define the radar monitoring range and sample the image data every predetermined time, the position of the moving body with the flight number based on the operation plan information will tell you where to move next, There is uncertain image data that does not move.
[0079]
Therefore, the unconfirmed moving body confirmation unit 145 in the image analysis apparatus 8 samples the image data of the radar monitoring range every time as shown in FIG. 23, and performs the previous moving body tracking process while associating each moving body. Do.
[0080]
As an example of this follow-up process, as shown in FIG. 24, for example, the position information is acquired from the previously sampled image data. Therefore, the next moving direction vector is calculated from the operation plan information of each flight number of the image data. Then, the movement predicted position area of the next sampled image data is estimated (S22). Then, when the position information of the current image data is present in the estimated movement predicted position area, it is determined that the moving body having the flight number is moved (S23).
[0081]
However, in spite of all the moving bodies moving, for example, fixed image data 31 that is not associated with each other as shown in FIG. 23 may appear (S11). Therefore, in order to acquire other information, the radar monitoring range is masked and the already masked portion is released, but no image data appears (S12).
[0082]
As a result, the image data 31 that does not move to the end remains and becomes an undefined object (S13). In general, the image data displayed on the airport surface radar 6 does not reproduce the shape of the subject so faithfully. Therefore, it is possible to predict that the object is a JALXXX flight by comparing it with the operation plan information. Therefore, the prediction image of this JALXXX flight is displayed, and whether or not the type of moving object such as an aircraft is correct is determined by a human system. (S14). That is, every time a new monitoring target is discovered, the flight name estimated from the operation plan information is displayed on the monitoring screen 20 of the monitoring control device 11, and confirmation is made with the controller, for example. At this time, if it is different from the estimated flight name, the operation plan information is displayed, and the flight name is selected from the information.
[0083]
That is, when there is no corresponding flight name, the aircraft information button 28 is operated and stored in the database 2 in advance on the monitoring screen 20 of the monitoring control device 11 in addition to the operation plan information as shown in FIG. The management screen G8 is displayed, necessary aircraft information is written in each area of the management screen G8, and added by clicking the add button on the management screen G8.
[0084]
On the other hand, when changing the operation plan, click on the moving body of the flight name to be changed in the operation plan information, display the aircraft information screen of the moving body shown in FIG. 5, and click the registration button to register To do.
[0085]
If it can be determined in advance that a route change is necessary, the processing is performed according to (2) and (e) described above.
[0086]
(4) Moving object detection / light control system.
[0087]
This moving body detection / light control system is used by a monitoring control device 11 for displaying a required screen in addition to the sensor management device 9 and the guidance guide display control device 10 as shown in FIG. It has been.
[0088]
(A) Configuration of sensor management device 9
The sensor management device 9 receives the sensor information of the aircraft sensors 41, 41,... And the lights 42, 42, including stop line lights, regardless of whether the aircraft sensor information button 29 is operated or not. When the passage of the moving body is detected from the receiving unit 151 and a specific aircraft sensor 29 based on the received content of the receiving unit 151, a flag is set at the gate of the corresponding installation position on the sensor information list screen stored in the database 2. Based on the operation setting of the passage flag setting means 152 for setting the position passage flag and the aircraft sensor information button 29 displayed on the monitoring screen 20 of the monitoring control device 11, a sensor information list screen (FIG. 27) on the display unit of the monitoring control device 11, and the sensor information list screen display means 153 and the sensor information list screen Based on the determined flag, the consistency determining means 154 for determining the consistency of whether or not the vehicle has passed the scheduled direction determined in advance from the operation plan information, and the aircraft sensor information that is the reception content of the receiving means 151 An abnormal approach determining means 155 for determining an abnormal approach of a plurality of moving bodies and an alarm processing means 156 for outputting an alarm process, that is, an alarm display and an alarm in the case of an abnormal approach from the determination result of the determining means 155. ing.
[0089]
Next, the operation of the sensor management device 9 configured as described above will be described.
[0090]
Now, when the aircraft sensor information button 29 displayed on the monitoring screen 20 of the monitoring control device 11 is operated, the sensor information list screen display means 153 of the sensor management device 9 displays the sensor information list screen shown in FIG. Is displayed on the display unit of the monitoring control apparatus 11. In this sensor information list screen, since the moving object first passed the aircraft sensor installed at the gate a at the intersection address number 5, a flag of ◎ is set, and then the gate c at the same intersection address number 5 is set. Since it has passed, a flag of “O” is set, and the movement status of the moving body in the past and the present is displayed in a monitorable manner (position passing flag setting means 152).
[0091]
Therefore, the consistency determining means 153 refers to the flag ◯ to the flag ◯, compares it with the planned direction set in advance from the operation plan information, and determines whether or not the moving body is moving in the planned direction. to decide. When there is consistency, a consistency flag is set in the consistency area, and when there is no consistency, a no consistency flag is set in the consistency area to notify the abnormal state.
[0092]
Further, considering the cost of mounting the aircraft sensor, it is better that the number of aircraft sensors 41 is small. Considering the length of the aircraft body, for example, if the aircraft sensors 41 are arranged at intervals of 60 m, seamless monitoring with only the aircraft sensors 41 becomes possible.
[0093]
In addition, the sensor management device 9 determines the abnormal approach state of the moving body and ensures stable operation of the airport.
[0094]
That is, the sensor / light information receiving means 151 of the sensor management device 9 receives the output information of each aircraft sensor 41 as shown in FIG. 28, but outputs the output information of two adjacent aircraft sensors 41-41. It is displayed on itself or the monitoring control device 11 so as to be a time chart. In the abnormal approach determination means 155 of the sensor management device 9, when two aircraft sensor outputs overlap at the front and rear ends, the aircraft passes the sensor NO1, and the next aircraft continues to pass the sensor NO1 before passing the sensor NO2. In such a case, it is determined that there is an abnormal approach, and the alarm notification means 156 outputs an alarm display or warning. In the case of instantaneous non-detection, it is determined that noise, a small animal (for example, a bird) has passed, and the same processing is performed by connecting them.
[0095]
Therefore, by setting it as the above, every time an aircraft passes the aircraft sensor 41, by setting a flag on the sensor information list screen, whether the moving body is moving in the direction determined in advance in the operation plan. Can be monitored. Further, by judging the sensor information of two adjacent aircraft sensors from time, it is possible to detect an abnormal approach of the aircraft and take necessary measures.
[0096]
(B) The relationship between the sensor management device 9 and terminals such as aircraft sensors and lights.
[0097]
FIG. 29 is a diagram showing the relationship between the sensor management device 9 and terminals such as aircraft sensors and lights.
[0098]
A plurality of master stations 45,... Are connected to the network 12 connected to the sensor management device 9 via at least one controller 43 and a control LAN 44. Each of these master stations 45 is connected with a required number of terminals 46 corresponding to the aircraft sensors 41 and the lights 42 individually. In the system connected to the lower level of the sensor management device 9, the controller 43 manages the master station 45. The master station 45 communicates with a large number of aircraft sensor terminals 46 and a large number of lighting control terminals 46 as information messages. It is configured to send and receive and transmit the terminal status to the corresponding controller 43.
[0099]
The sensor management device 9 and the one or more controllers 43 make a transmission request to each controller 43 by the sensor management device 9, and each controller 43 transmits response information corresponding to the request content to the sensor management device 9. Is.
[0100]
(C) A processing example of the controller 43 at the intersection.
[0101]
FIG. 30 is a diagram showing the relationship between the movement of the moving body at the intersection 5 and the lighting / extinguishing of the light. FIG. 30 (a) shows that the moving aircraft 19 passes the aircraft sensor 41 ((3)). The state of moving to the stop line light 1 at the intersection 5, FIG. 5B shows the state where the stop line light 1 is lit and the aircraft is stopped in front of the stop line light 1, and FIG. 1 is extinguished and the aircraft 19 can enter the intersection 5, FIG. 4D shows the stop line among the stop line lights 1 to 4 installed at the gates of the intersection 4 when the aircraft 19 moves to the intersection 5. The state in which the moving direction is instructed by lighting only the lamp 2, the state (e) in the figure shows the state in which the aircraft 19 passes the stop line light 2 from the intersection 5, and the state (f) in FIG. 2 shows a state where the vehicle passes through the aircraft sensor (4).
[0102]
When the aircraft 19 is guided as described above, the controller 43 and the host system execute processing as shown in FIG. That is, the controller 43 determines whether or not the moving object has passed from the output of the aircraft sensor (3) before the intersection (S31), and if the moving object has passed, selects the intersection 5 (S32) and starts operation. (S33). By starting this operation, the lighting control is executed for the terminals 46 corresponding to the respective stop line lights 1 to 4 installed at the intersection 5 (S34). In other words, the stop line light 1 on the aircraft approaching side is turned on, the other stop line lights 2 to 4 are controlled to be turned off, the aircraft 19 is put on standby, and a safety confirmation survey is performed on the sensor management device 9 which is the host system. Execute (S35).
[0103]
That is, the controller 43 transmits the aircraft standby information to the sensor management device 9 via the network 12. The sensor management device 9 notifies the operation plan creation device 1 of the aircraft standby information. The operation plan creation device 1 determines the aircraft type and the direction of movement from the operation plan information (S36), and if there is no problem (S37), confirms that the aircraft 19 is moving as planned, and monitors and controls the device. 11, and the sensor management device 9 and the network 12 are notified to the controller 43 of the entry permission having the aircraft type and movement direction data automatically from the monitoring control device 11.
[0104]
Here, the controller 43 executes the lighting control for turning off the stop line lights 1 and 2 and turning on the stop line lights 3 and 4 (S39). Thereafter, the controller 43 determines from the aircraft sensor (1) whether there is an aircraft passing (S40). If there is an aircraft passing, the controller 43 confirms that the aircraft has entered the intersection 5 (S41), and the stop line light 1 is turned on. Then, the lighting control for turning off the stop line lamp 2 and turning on the stop line lights 3 and 4 is executed (S42).
[0105]
Subsequently, the controller 43 determines whether the aircraft has passed from the aircraft sensor (2) (S43). When it is determined that the aircraft has passed, it is confirmed that the aircraft has passed the intersection 5 (S44), and the stop line light Lighting control for turning on 1 to 4 is executed (S45). Further, it is determined from the aircraft sensor (4) whether there is an aircraft passing (S46). If it is determined that there is an aircraft passing, the operation end is confirmed (S47), and the lamp control is performed to turn off all the stop line lights 1-4. Is executed (S48), and the process is terminated.
[0106]
(5) Guide guidance display system
This guidance guidance display system is provided with a guidance guidance display device 10, which is used for guidance guidance information required for guidance at the entrance of the intersection of a runway / guidance route, a guidance guidance light installed on the guidance route. Specifically, it is composed of functional blocks as shown in FIG.
[0107]
When the indicator light information button 30 displayed on the monitoring screen 20 of the supervisory control device 11 is operated, the guidance guidance display device 10 displays the indicator information list screen shown in FIG. It is determined whether or not the indicator information list screen display means 161 that reads and displays on the display unit of the monitoring control device 11 and the automatic / manual button 21 displayed on the monitoring control device 11 is set to automatic monitoring. In the case of automatic monitoring, the change cannot be made, but in the case of manual monitoring, the change can be made. The current state data written on the screen, that is, guidance guidance data is transmitted together with guidance guidance light installation position data, and installed at each gate of an intersection, a moving object standby point, etc. FIG. Is constituted by a guidance data transmitting means 163 for displaying the guidance lamp 51 shown in.
[0108]
As the display light information list screen, the flight number (call sign) of the moving body that currently passes the sensor is specified based on the operation plan information and the sensor information of the aircraft sensor, and written in the required area of the screen, Guide guidance data such as taxiway images (+ characters, T-characters, etc.), travel arrows (↑, →, ←), stop line lights (present / absent), etc.
[0109]
Note that the guide guidance display device 10 and the guide guide lamp 51 are connected as shown in FIG. 34 as an example. The guidance guidance display device 10 is connected to a closed dedicated communication network (Virtual Facility Network VPN: Virtual Private Network) 53 via a router 52. This dedicated communication network is realized using a wireless public line network facility of a communication carrier under a contract. Therefore, the guidance guidance data transmitted from the guidance guidance display device 10 is modulated and wirelessly transmitted from the base station 54 installed in the dedicated communication network 53.
[0110]
On the other hand, an arithmetic unit 54 and a wireless modem 55 are connected to the guide guide lamp 51 side. Guide guidance data wirelessly transmitted from the base station 54 is demodulated by the wireless modem 55 via a receiving antenna and guided by the arithmetic unit 54. Image data is created based on the call sign, taxiway image, traffic arrow, etc. included in the guidance data and displayed on the guidance guidance lamp 51.
[0111]
Accordingly, since the guidance guidance data urged to the current state is transmitted from the guidance guidance display device 10 and displayed on the guidance guidance lamp 51 so as to be visually recognizable, the driver of the moving body can obtain the guidance guidance display data of the guidance guidance lamp 51. The moving body can be moved on the basis, and the burden on the controller can be greatly reduced.
[0112]
(6) About the monitoring control system.
[0113]
This supervisory control system is provided with a supervisory control device 11 to be monitored by the controller, and uses the operation plan information and other information stored in the database 2 created by the operation plan creation device 1, and each device 8- 3 while displaying the image shown in FIG. 3 described above on the monitoring screen 20 while coordinating with the network 10, the situation of the entire airport is monitored, and each button 21 to 30 is selectively operated and set as described above. The required processing is executed by each of the devices 8 to 10, and the required controller support information is displayed on the monitoring screen.
[0114]
Accordingly, when the controller selectively operates each of the buttons 21 to 30, the control support information necessary for ground control is displayed on the monitoring screen, so that the burden on the controller can be greatly reduced.
[0115]
Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. In the above-described embodiment, each of the devices 1 and 8 to 11 has been described as an independent device. However, for example, it can be considered as an integrated device that incorporates the functions of the devices 1 and 8 to 11. It can be realized similarly. In addition, the database 2 for storing operation plan information, aircraft information, and other screen information is provided only in the operation plan creation device 1. For example, the devices 8 to 10 operate according to button operation settings, and the monitoring screen of the monitoring control device 11 The screen information to be displayed may be stored on the corresponding devices 8 to 10 side.
[0116]
Furthermore, the embodiments can be implemented in combination as much as possible, and in that case, the effect of the combination can be obtained. Further, each of the above embodiments includes various higher-level and lower-level inventions, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent elements. For example, when an invention is extracted because some constituent elements can be omitted from all the constituent elements described in the means for solving the problem, the omitted part is used when the extracted invention is implemented. Is appropriately supplemented by well-known conventional techniques.
[0117]
【The invention's effect】
As described above, according to the present invention, it is possible to promptly provide support information required by the controller regardless of congestion or low visibility, thereby reducing the burden on the controller and efficiently operating the airport. Provide a ground control support system that can be secured.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram showing an embodiment of an airport control support system according to the present invention.
FIG. 2 is a diagram showing a graphic screen of an airport model to which the present system is applied.
FIG. 3 is a diagram illustrating a display state of a monitoring screen of a monitoring control device during automatic monitoring / simulation.
FIG. 4 is a functional block diagram for creating a basic operation plan among the operation plan creation devices constituting one embodiment of the airport control support system according to the present invention.
FIG. 5 is a diagram showing aircraft information created for each moving object.
FIG. 6 is a diagram showing a standard movement pattern at the time of east wind created based on an airport model.
7 is a diagram showing a travel route at the time of departure from the east wind created from the standard travel pattern shown in FIG. 6. FIG.
FIG. 8 is a diagram showing a travel route when east wind arrival is created from the standard travel pattern shown in FIG. 6;
FIG. 9 is a diagram in which the shortest departure / arrival route extracted by FIGS. 7 and 8 is displayed on a graphic screen of an airport model.
FIG. 10 is a diagram showing a movement route at the time of west wind departure created from a standard movement pattern (not shown) at the time of west wind.
FIG. 11 is a diagram showing a movement route at the time of west wind arrival created from a standard movement pattern (not shown) at the time of west wind.
FIG. 12 is a diagram in which the shortest departure / arrival route extracted by FIGS. 10 and 11 is displayed on a graphic screen of an airport model.
FIG. 13 is a diagram showing operation plan information created based on the extracted shortest departure / arrival route.
FIG. 14 is a functional block diagram for conducting a traffic volume survey among the operation plan creation devices constituting one embodiment of the airport control support system according to the present invention.
FIG. 15 is a diagram showing a traffic volume monitoring screen when a traffic volume survey button is operated.
FIG. 16 is a functional block diagram for carrying out a simulation in an operation plan creation device constituting an embodiment of an airport control support system according to the present invention.
FIG. 17 is a diagram showing a monitoring screen during simulation when a simulation button is operated.
FIG. 18 is a diagram showing a monitoring screen at the time of operation history when an operation history button is operated.
FIG. 19 is a diagram showing a monitoring screen when a route is changed when a route change button is operated.
FIG. 20 is a diagram for explaining an operation procedure of image analysis processing of the image analysis apparatus that constitutes an embodiment of the airport control support system according to the present invention.
FIG. 21 is a functional block diagram for explaining an embodiment of the image analysis apparatus shown in FIG. 1;
FIG. 22 is an explanatory diagram for setting a monitoring range of an airport surface radar in the image analysis apparatus.
FIG. 23 is a diagram for explaining tracking processing of a moving object in the image analysis apparatus.
FIG. 24 is a diagram for explaining another example of the tracking process of the moving object in the image analysis apparatus.
FIG. 25 is a diagram showing a monitoring screen when an aircraft information button is operated.
FIG. 26 is a functional block diagram for explaining an embodiment of the sensor management apparatus shown in FIG. 1;
FIG. 27 is a diagram showing a monitoring screen when an aircraft sensor information button is operated.
FIG. 28 is a diagram for explaining a relationship between a moving object passing state and abnormal approach of two adjacent aircraft sensors installed in an airport.
FIG. 29 is a diagram for explaining the information transfer relationship between the sensor management device and aircraft sensors / lights.
FIG. 30 is a diagram for explaining the relationship between the position of a moving body passing through an intersection and the stop line lamp lighting / extinguishing control.
FIG. 31 is a flowchart for explaining the operation of the controller shown in FIG. 29;
FIG. 32 is a functional block diagram for explaining an embodiment of the guidance display control device shown in FIG. 1;
FIG. 33 is a diagram showing a monitoring screen when the indicator light control button is operated.
FIG. 34 is a diagram for explaining the information transfer relationship between the guidance display control device and the guidance lamp.
[Explanation of symbols]
1 ... Operation plan creation device
2 ... Database
3. Large display device
4a, 4b ... Simulator display device
6 ... Airport surface radar
8. Image analysis device
9. Sensor management device
10 ... Guide guidance display device
11 ... Monitoring and control device
12 ... Network
19 ... Moving object
20 ... Monitoring screen
41 ... Aircraft sensor
42 ... Light
51 ... Guide light
101 ... Basic operation plan creation department
102 ... Traffic survey processing section
103 ... Simulation processing unit
111. Departure and arrival route analysis means
112 ... Shortest route extraction means
113 ... Departure / departure route display means
114 ... Operation plan information creation means
141: Radar monitoring range defining means
142 ... Object position specifying means
143 ... Validity judgment means
144: Radar capture screen display means
145 ... Unconfirmed moving body confirmation means

Claims (4)

In the airport control support system that supports the control work of mobile objects traveling on the ground,
Monitoring control means provided with a monitoring screen , an operation plan button and a traffic volume survey button ;
When the operation plan button provided in this monitoring control means is operated, the number of movement patterns assumed at the time of arrival and departure of the moving body created according to the wind direction and the moving body information set for each moving body, was used to create a trip plan information of the shortest route for each mobile, a trip plan creation means enabling display the trip plan information this created on the graphic screen of the airport model displayed on the monitor screen,
The passing history of each moving body at an airport intersection is stored, and when the traffic volume survey button is operated, each intersection is listed in the vertical direction of the monitoring screen of the monitoring control means, and the horizontal axis corresponding to each intersection A screen that can display the passing history of the moving body in the direction is displayed on the monitoring screen of the monitoring control means, and the passing history of each moving body is read and displayed while scrolling in the horizontal axis direction, at each required intersection. Airport traffic control support system is characterized in that a traffic analysis means for confirming the existence of a plurality of mobile. In the airport control support system according to claim 1,
The operation plan creation means analyzes the arrival and departure routes of each moving body from the number of movement patterns assumed at the arrival and departure of the moving body generated according to the wind direction and the moving body information set for each moving body. The departure / arrival route analysis means, the shortest route extraction means for extracting the shortest departure / arrival route from the departure / arrival route analyzed by the departure / arrival route analysis means, and the shortest route extracted by the shortest route extraction means as the operation plan information. An airport control support system comprising means for storing information. In the airport control support system according to claim 1 or claim 2,
The monitoring control means provided with a simulation button;
A large display device;
The passing history of each moving body at the intersection in the airport is stored, and when the simulation button is operated, using the past passing history and the operation plan information of the moving body, the monitoring screen of the monitoring control means and the An airport control support system, characterized in that simulation means for displaying a moving body so as to move sequentially on either one or both of the large display devices . In the airport control support system according to claim 3 ,
The simulation means extracts a different route when a system state change occurs due to a wind direction or the like during the movement of the moving body, and based on the extracted route, the past passage history of the moving body and An airport control support system, wherein the operation plan information is used to display a moving body on the monitoring screen and the large display device so as to move sequentially .

Images