JP6581787B2 - Congestion degree analysis device, congestion degree analysis system, congestion degree analysis method, and congestion degree analysis program - Google Patents

Description

  The present invention relates to a congestion degree analysis device, a congestion degree analysis system, a congestion degree analysis method, and a congestion degree analysis program.

  In the world of air traffic control that controls the navigational state of an aircraft, a predetermined airspace is divided into a plurality of air traffic control regions, and a controller who controls the aircraft in each air traffic control region is assigned to each air traffic control region. Conventionally, as a device that supports the control of the controller, the traffic volume of the aircraft in the control area to be controlled is calculated based on the flight plan, and whether or not the calculated traffic exceeds the control processing allowable amount of the controller. An apparatus for determining is known (for example, see Patent Document 1).

JP 2003-296900 A

  However, in the conventional apparatus, even if the state in the control region is within the control processing allowable amount, it may be determined that the control processing allowable amount is exceeded. For example, when a plurality of aircrafts sail at different altitudes in the control area, there are cases where it is determined that the control processing allowance is exceeded because the traffic volume is large even though each aircraft does not interfere.

  The present invention has been made in view of such circumstances, and is a congestion degree analysis apparatus, a congestion degree analysis system, a congestion degree that can calculate the degree of congestion of an aircraft at a predetermined point in consideration of the flight altitude. It is an object to provide a degree analysis method and a congestion degree analysis program.

One aspect of the present invention, in the congestion analyzer for de San congestion degree of the aircraft that is control to specify advanced entering the predetermined point in accordance with the point where the next heading, the aircraft is present in a predetermined point An acquisition unit that acquires a scheduled time and a traveling direction point information indicating a point where the aircraft passes through the predetermined point and heads next, a scheduled time and a traveling direction point information acquired by the acquisition unit, And a analyzing unit that calculates a degree of congestion at each predetermined point in the predetermined point.

In one aspect of the present invention, the analysis unit is configured so that the aircraft is in a focused time zone with respect to the occupied time length based on the occupied time length that is a length of time that the predetermined point is considered to be occupied and the scheduled time. The congestion degree analyzing apparatus calculates a degree of congestion at the predetermined point by counting values indicating a ratio of time spent at the predetermined point for each time period of interest.

One aspect of the present invention is a congestion degree analysis apparatus that displays information indicating the degree of congestion calculated by the analysis unit on a display unit in association with the time period of interest.

  One aspect of the present invention is a line that becomes thicker as the degree of congestion calculated by the analysis unit becomes higher, and the degree of congestion that causes the display unit to display the degree of congestion for each route (determined from the node and the planned travel direction). It is an analysis device.

  According to an aspect of the present invention, the aircraft is predetermined so that the congestion degree analysis device according to any one of claims 1 to 4 and the congestion degree calculated by the congestion degree analysis device do not exceed an upper limit value. And a flight path adjusting device for calculating a delay time for delaying the approach of the aircraft with respect to a scheduled time scheduled to pass through the point.

One aspect of the present invention, the computer, in response to a point next directed in congestion analysis method to output calculated congestion degree of the aircraft that is control to specify advanced entering the predetermined point, the aircraft is a predetermined point And the traveling direction point information indicating the point where the aircraft passes through the predetermined point and heads next, based on the acquired scheduled time and the traveling direction point information, Calculating the degree of congestion for each next point in the predetermined point;
This is a congestion analysis method.

One aspect of the present invention, in the calculation Desaeru congestion analysis program the congestion degree in response to a point next directed by the aircraft which is control to specify advanced entering the predetermined point, the computer, aircraft predetermined point On the basis of the scheduled time and the traveling direction point information obtained by acquiring the traveling direction point information indicating the point where the aircraft passes the predetermined point and heads next. A congestion degree analysis program for calculating a degree of congestion at each predetermined point in the predetermined point.

  According to the present invention, the degree of congestion of an aircraft at a predetermined point can be calculated in consideration of the flight altitude.

The figure for demonstrating the structure of the congestion analysis system. The figure which shows the function structure of the congestion analysis apparatus 100. FIG. The flowchart which shows the flow of the process performed by the congestion degree analyzer 100. FIG. The figure which shows an example of the flight plan table 412. FIG. The figure which shows an example of the extraction result table. The figure which shows an example of the node capacity | capacitance table 422. FIG. The figure which shows an example of the total result table 56. FIG. The figure which shows an example of the image which the total part 130 displays on the display part 140. FIG. The figure which shows another example of the image which the total part 130 displays on the display part 140. FIG. The figure which shows an example of the transition of a display image in case the congestion degree is shown with the graph. The figure which shows an example when the degree of congestion is low. The figure which shows an example when a congestion degree is high. 10 is a flowchart showing another example of the flow of processing executed by the congestion degree analysis apparatus 100. An example of the image which shows the congestion degree of the runway of an airport. The figure which mainly shows the function structure of the flight path adjustment apparatus 200. FIG. 6 is a flowchart showing an example of a flow of processing executed by the flight path adjustment apparatus 200. The figure which shows an example of the object list | wrist 70. FIG. The figure for demonstrating the adjustment extraction result table 72. FIG. The figure which shows an example of the constraint condition table 432. FIG. The figure which shows an example of the calculation result of delay time. The figure which shows an example of the post-adjustment flight plan table. The figure which shows the function structure of the flight plan update apparatus 300. FIG. The figure which shows an example of the diamond information 302. FIG. The figure which shows an example of the pseudo flight plan. The figure which shows an example of the flight plan 308 after advancing direction node name provision.

  The aircraft creates a flight plan (including a list of information identifying the FIX points through which the aircraft passes and information on the estimated time of passage of the FIX points) before the aircraft takes off. After submitting to the control system and obtaining approval from the control system, the aircraft will fly in accordance with the flight plan. (FIX points are specific geographical points obtained by visual inspection of the ground, use of radio facilities, celestial navigation, and other methods. The flight route shown in the flight plan is, for example, the FIX that the aircraft is scheduled to pass. (Indicated by point identification information.)

  At the time of the flight plan, the flight altitude when passing through each FIX point is not fixed, and the controller who controls each FIX point will specify the altitude for the aircraft that entered the control area . The method of assigning an altitude to an aircraft is within the controller's discretion, so the altitude cannot be estimated. Therefore, altitude information cannot be specified at the time of flight planning.

  For this reason, if you try to determine the congestion status of each FIX point only from flight plan information, the altitude information is not available even if it is actually “There is no problem because the altitude information is different.” In some cases, it is necessary to judge “danger”.

  In this case, the controller pays attention to the fact that the altitude at which the aircraft enters the FIX point of interest tends to be assigned due to the difference in the “FIX point that goes after passing the FIX point of interest”. Because of this tendency, “next FIX point information” can be considered as information indicating the altitude to enter the FIX point, so the degree of congestion should be calculated for each next FIX point information described in the flight plan. Thus, it is possible to calculate the degree of congestion at every altitude that enters the FIX point in a pseudo manner.

  Hereinafter, the congestion degree analysis system 1 including the congestion degree analysis apparatus 100, the flight path adjustment apparatus 200, and the flight plan update apparatus 300 will be described with reference to the drawings. FIG. 1 is a diagram for explaining the configuration of the congestion degree analysis system 1. The congestion level analysis system 1 includes a congestion level analysis device 100, a flight path adjustment device 200, a flight plan update device 300, and a storage unit 400. The storage unit 400 may be a part of any one of the congestion degree analysis device 100, the flight path adjustment device 200, or the flight plan update device 300. In addition, the congestion degree analysis device 100, the flight path adjustment device 200, and the flight plan update device 300 do not have to be separate devices, for example, two or three functions of one device. Also good.

[Congestion analyzer]
The congestion degree analysis device 100 refers to the storage unit 400, and based on the time at which the aircraft passes through the predetermined point and the traveling direction in which the aircraft travels through the predetermined point, the degree of congestion at the predetermined point. Is calculated. Specifically, the degree of congestion at a predetermined point is calculated in accordance with information for specifying a point (FIX point) where the aircraft heads next to the predetermined point.

  The storage unit 400 includes a flight plan created by the airline before departure (in addition to information included in the operation plan, a list of information for identifying FIX points through which the aircraft passes, and information on scheduled passage times of nodes) ) Information may be stored. For flights for which a flight plan has not yet been created, the route is routed in a prescribed manner based on the operation plan (departure airport and time, operation information with arrival airport and time associated with the flight name). It is also possible to store a flight plan estimated and simulated.

  FIG. 2 is a diagram illustrating a functional configuration of the congestion degree analysis apparatus 100. The congestion degree analysis apparatus 100 includes an input unit 110, a passing device information extraction unit 120, a totaling unit 130, a display unit 140, a flight plan storage unit 410, and a node capacity storage unit 420. Among these, the passing machine information extracting unit 120 and the totaling unit 130 are software function units that function when a processor such as a CPU (Central Processing Unit) executes a program stored in a storage unit (not shown). . Some or all of these software function units may be hardware function units such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit). The flight plan storage unit 410 and the node capacity storage unit 420 are realized by an HDD (Hard Disc Drive), a flash memory, a RAM (Random Access Memory), or the like. Each information indicated by reference numerals 50 to 56 shown in FIG. 2 will be described later.

  The input unit 110 receives input of various information. The input unit 110 includes input devices such as a keyboard, a mouse, and a touch panel, for example, and receives input information based on operations performed by the controller. The input unit 110 also has a communication interface for communicating with other terminal devices (not shown), and receives input information input by batch processing in the other terminal devices. The input information is, for example, aggregation target node information 50 and aggregation time zone information 52 described later.

  The passing machine information extraction unit 120 extracts information stored in the flight plan storage unit 410 based on the input information input to the input unit 110. The totaling unit 130 acquires the information extracted by the passing aircraft information extracting unit 120, and based on the acquired information and the information stored in the node capacity storage unit 420, the congestion degree for each pseudo altitude of the aircraft at a predetermined point. Find the degree of congestion for each FIX point that goes to the next. The display unit 140 includes, for example, a display device such as an LCD (Liquid Crystal Display) or an organic EL (Electroluminescence), and displays information indicating the degree of congestion calculated by the counting unit 130.

  FIG. 3 is a flowchart showing a flow of processing executed by the congestion degree analysis apparatus 100. First, the passing device information extraction unit 120 extracts information corresponding to the aggregation target node information 50 and the aggregation time zone information 52 received by the input unit 110 from the flight plan storage unit 410 (step S100).

  The aggregation target node information 50 is information indicating nodes to be aggregated. A node is a point defined by latitude and longitude in a three-dimensional area where an aircraft navigates. The node includes, for example, a FIX point where an aircraft passes when an aircraft travels from one point to another point, and an airport.

  The total time zone information 52 is information including a start time (hereinafter referred to as a total start time), an end time (hereinafter referred to as a total end time), and a total interval that are subject to aggregation. For example, when the controller sees the congestion status in the time zone from 10:00 to 11:00 at a certain FIX point (the node to be counted) at 10-minute intervals, he wants to check the congestion status as the aggregation target node information 50 The node information for specifying the FIX points, the information indicating from 10:00 to 11:00, and the information indicating the interval of 10 minutes are input to the input unit 110 as the total time zone information 52.

  The flight plan storage unit 410 holds a flight plan table 412. FIG. 4 is a diagram showing an example of the flight plan table 412 (the flight plan in the present embodiment is associated with the flight plan ID that specifies the flight plan, the node name that specifies the departure / arrival airport, and the scheduled departure / arrival time) In addition to a list of node names, which are information for identifying FIX points through which the aircraft passes, and the scheduled passage time of each node, the number of passing points, a point number, and a traveling direction node name described later are included). The flight plan table 412 is created based on the flight plan submitted by the airline. A few hours before the aircraft departs, the airline for each aircraft will have information on the departure airport and scheduled departure time, arrival airport and estimated arrival time, as well as the FIX points that the aircraft passes and the estimated transit times of each FIX point. Create a flight plan that includes a list and submit it to the air traffic control system. In FIG. 4, for example, a series of information whose flight plan ID is XXX001 is a flight plan for a certain flight submitted by an airline, and a series of information whose flight plan ID is YYY555 is a flight plan for another flight.

  The flight plan table 412 includes a flight plan ID that identifies a flight plan of an aircraft, a node name that is information identifying a node, a scheduled passage time that is a scheduled time of passing through the node, and a node through which the aircraft corresponding to the flight plan ID passes. Is a table in which the number of passing points, the number of passing points, the point sequence number which is the order of the passing nodes, and the traveling direction node name indicating the node to which the aircraft corresponding to the flight plan ID is scheduled to go next are stored in association with each other It is data. Note that for scheduled departure and arrival airports, the “scheduled passage time” indicates a scheduled departure time and a scheduled arrival time, respectively. Further, “passing” includes departure and arrival, and the number of passing nodes (number of passing points) includes the departure point and the arrival point. Hereinafter, a set of data in one row in the table data such as the flight plan table 412 is referred to as a record.

  For example, the passing machine information extraction unit 120 has a node name “AAA” identified by the aggregation target node information 50, and the “aggregation start time” included in the aggregation time zone information 52 is “10:00”, “ When the “completion end time” is “11:00”, the flight plan storage unit 410 stores records including the node name “AAA” and the scheduled passage time value included between 10:00 and 11:00. An extraction result table 54, which is a table obtained by extracting and concatenating the extracted results, is generated (note that the date information is included in the totaling time zone information and the date information condition is also met from the flight plan storage unit). It may be extracted). FIG. 5 is a diagram illustrating an example of the extraction result table 54.

  Next, the totaling unit 130 sequentially selects and acquires one record whose node name is the totaling node information 50 from the node capacity table 422 of the node capacity storage unit 420 (step S102). Starting from step S102, the degree of congestion of the node indicated by the record selected in step S102 and the degree of congestion for each traveling direction node are obtained in a pseudo manner to obtain a certain degree of congestion of the node indicated by the record selected in step S102. . (Specifically, the degree of congestion for each selected FIX point is determined by the direction node. Since the direction node name has a high tendency to indicate the altitude to enter the FIX point in a pseudo manner, the degree of congestion for each direction node is This is pseudo information on the degree of congestion at each altitude.)

  The node capacity table is information storing how frequently an aircraft can pass depending on the traveling direction when there are a plurality of traveling directions in one FIX point. FIG. 6 is a diagram illustrating an example of the node capacity table 422. The node capacity table 422 includes, for example, a node name, an airport flag indicating whether the node is an airport or a FIX point, a traveling direction node name which is information for identifying a node to which the aircraft will go next after passing through the node, The number of aircraft that can pass through the node in the direction of travel of the node every hour (eg every minute), and the length of time it takes for each node to pass (safe behind the aircraft) The occupation time, which is a predetermined time length based on a margin and a flight speed to be opened for securing, is stored in association with each other. If the airport is a node, each runway at the airport corresponds to one node, and the number of aircraft that can pass simultaneously is the number of aircraft that can take off and land on that runway every predetermined time (for example, every minute) and the occupied time Is the length of time the aircraft occupies the runway, including safety margins. In the airport flag, “1” indicates an airport and “0” indicates a FIX point (a node that is not an airport). Hereinafter, the node name is expressed as Target_node. Also, the direction node name is indicated as Direction, the number of simultaneous passing aircraft is indicated as Limit, and the occupation time is indicated as Occupied.

  After the node for executing the detailed aggregation and the traveling direction node are selected in step S <b> 102, the aggregation unit 130 sets the aggregation target time (aggregation start time, aggregation end time, and aggregation interval) in the aggregation time zone information 52. (Step S104) Based on the set time for aggregation, a detailed aggregation time is set (Step S106). When performing detailed aggregation, the aggregation start time is set as the initial value of the aggregation start time and the aggregation end time, the aggregation start time is defined as the detailed aggregation start time, and the time when the aggregation interval has elapsed after the aggregation start time is defined as the detailed aggregation end time. Sequentially resets the detailed aggregation start time and detailed aggregation end time to the time when the total interval has elapsed, and individually aggregates the time zone between the specified aggregation start time and aggregation end time (step S122). When the detailed aggregation end time is later than the aggregation end time, the detailed aggregation is performed with the detailed aggregation end time as the aggregation end time. If the detailed counting start time is later than the counting end time, it is determined that the detailed counting has been completed for all the counting intervals (S120).

  Next, the totaling unit 130 extracts an aircraft that passes the focused FIX point in the traveling direction of interest. Specifically, the node name information is “same as the node name (Target_node) in the record of the node capacity table 422 acquired in step S102” from the extraction result table 54 extracted in step S100, and One record in which the information of the traveling direction node name is “same as the traveling direction node name (Direction) in the record of the node capacity table 422 acquired in step S102” is sequentially extracted (step S108).

  Since extracting a record having the flight plan ID as an element is extracting an aircraft flight, extracting a record from the extraction result table 54 in step S108 is the same as extracting an aircraft flight. is there. Hereinafter, description will be made assuming that the target aircraft is extracted. When the extraction of the record satisfying the condition from the extraction result table 54 is completed, the process proceeds to step S110.

  Next, the totaling unit 130 calculates the time zone (entry time and exit time) for navigating the target node for each target aircraft extracted from the extraction result table 54 in the process of step S108 (step S1). S110). Specifically, the scheduled passage time in the extraction result table 54 is defined as the entry time, and the time obtained by adding the occupied time in the node capacity table to the entry time is defined as the exit time. Hereinafter, the entry time Pass_start = passing scheduled time Pass_time and the leaving time Pass_end = “passing scheduled time Pass_time + occupied time Occupied” are established.

  Next, using the approach time and the exit time of each target aircraft obtained in step S110, the totaling unit 130 indicates the degree to which each aircraft occupies the nodes that are subject to tabulation in the time zone during which detailed counting is performed. The occupancy value is calculated, and further, there is a value indicating the degree of congestion by the aircraft heading to the traveling direction node that specifies the node to be aggregated based on the calculated occupancy value, that is, the node to be aggregated A value indicating the degree of congestion at the altitude is calculated (step S112). The occupancy value is, for example, 1 when both the entry time and the exit time are within the detailed aggregation time zone (the time zone from the detailed aggregation start time to the detailed aggregation end time), otherwise, The staying time (that is, the length of time within the detailed counting time zone in the period from the entry time to the exit time) is calculated as a ratio of the occupied time. For example, when the stay time in the node is half of the occupation time, it is calculated as 0.5.

Here, a method for calculating the occupation value will be described. The occupation value is calculated by being classified into patterns (1) to (5).
(1) In the case of (Tmp_s <= Pass_start) and (Pass_end <= Tmp_e) In other words, if the target aircraft enters after the detailed counting start time and exits before the detailed counting end time, the occupation value is 1
(2) In the case of (Pass_start <Tmp_s) and (Pass_end <= Tmp_e) In other words, when the target aircraft enters the node before the detailed counting start time and exits from the node before the detailed counting end time, ( The occupation value is calculated from the time when the target aircraft leaves the node (Pass_end−detail count start time Tmp_s) / occupation time Occupied.
(3) In the case of (Tmp_s <= Pass_start) and (Tmp_e <Pass_end) In other words, when the target aircraft enters the node after the detailed counting start time and exits from the node after the detailed counting end time, (detail counting) The occupancy value is calculated from the end time Tmp_e−the time when the target aircraft entered the node (Pass_start) / occupation time Occupied.
(4) When (Pass_start <Tmp_s) and (Tmp_e <Pass_end) In other words, when the target aircraft enters the node before the detailed counting start time and exits from the node after the detailed counting end time, ( detail counting) The occupation value is calculated from ( end time Tmp_e− detail count start time Tmp_s) / occupation time Occupied.
(5) In the case of (Pass_end <= Tmp_s) and (Tmp_e <= Pass_start) In other words, when the target aircraft leaves the node before the detailed counting start time or after the end time of the detailed counting end time, When entering, the occupation value becomes zero.

  After calculating the occupancy values for all the target aircraft extracted in step S108, the total value of the occupancy values calculated by the aggregation unit 130 is calculated, and the calculated values are aggregated in the detailed aggregation time zone currently focused on. The congestion level of the target node at a certain flight altitude is set (step S114). Note that a certain flight altitude is an altitude specified by the controller for an aircraft traveling toward the traveling direction node specified by the record selected in step S102 as the aggregation target node.

  Next, the totaling unit 130 determines whether or not it is necessary to control the flow rate adjustment at the node for which the degree of congestion is obtained (in a pseudo manner, at the approach altitude corresponding to the traveling direction of the node for which the degree of congestion is obtained). (Step S116). The aggregation unit 130 obtains a unit time congestion degree per unit time from, for example, the aggregation interval for obtaining the congestion degree and the obtained congestion degree. Furthermore, when determining whether or not the flow rate adjustment is necessary based on whether the aircraft entering the aggregation target node exceeds the capacity of the route to be entered after passing, the node for which the degree of congestion is obtained and the number of simultaneously passing aircraft in the traveling direction (node The number of simultaneously passing aircraft per unit time is obtained based on the capacity table 422). When the unit time congestion degree is equal to or greater than the number of simultaneously passing units per unit time, it is determined that the flow rate adjustment control is necessary.

  More specifically, the congestion degree X> {the number of simultaneous passing devices in the node capacity table 422 × (the total interval Interval of the total time zone information 52 / the occupied time Occupied in the node capacity table 422)} is established. When doing so, the counting unit 130 sets the control necessity flag to “1”. For example, when the degree of congestion X ≦ {the number of simultaneous passing devices in the node capacity table 422 × (the total interval Interval of the total time zone information 52 ÷ occupied time Occupied in the node capacity table 422)} in the total result table 56 is satisfied The unit 130 sets the control necessity flag to “0”.

  And the totaling part 130 respond | corresponds the result (control necessity flag) which judged whether the node name, the advancing direction node name, the detailed count start time (or the detailed count end time), the degree of congestion, and the necessity of the flow rate adjustment control, for example. The total result table 56 added and stored is generated and displayed on the display unit 140 (step S118). For example, the totaling unit 130 generates a new row by associating the congestion level calculated in the above-described processing and the set control necessity flag with the node name, the traveling direction node name, and the detailed totaling time zone, The total result table 56 including the generated new line is displayed on the display unit 140.

  FIG. 7 is a diagram illustrating an example of the tabulation result table 56. The aggregation result table 56 is based on the node name that is the aggregation target node, the progress direction node name indicating the direction of progression from the aggregation target node, the detailed aggregation start time (or the detailed aggregation end time), the congestion degree, and the congestion degree. Control necessity flags indicating whether or not the flow adjustment control of the aircraft traveling in the traveling direction of the node is necessary are stored in association with each other. Note that the degree of congestion is, for example, the total occupancy value. For example, when the control necessity flag is “1”, it indicates that the flow rate adjustment is necessary, and when the control necessity flag is “0”, it indicates that the flow rate adjustment is not necessary.

  Next, as described above, the aggregation unit 130 determines whether or not the aggregation from the start time to the end time that is the object of aggregation is completed (step S120). The counting unit 130 performs, for example, hoo = Tmp_s, Tmp_s = Tmp_e, and Tmp_e = min (hoo + Interval, Time_2), and advances the time indicated by the detailed counting time zone by the counting interval, and whether Tmp_s = Tmp_e is satisfied. Determine whether. If the aggregation from the start time to the end time is not completed (if Tmp_s ≠ Tmp_e), reset the detailed aggregation time zone by changing it to the time elapsed for the aggregation time zone (step S122), the process returns to step S108. When the aggregation from the start time to the end time, which is the object of aggregation, is completed, it is determined whether aggregation has been performed for all the traveling direction node names in the records of the extraction result table 54 (step S124). If aggregation is not performed for all traveling direction node names, a record that is not aggregated is selected from the node capacity table 422, and the process of step S102 is executed. When the aggregation is performed for all the traveling direction node names, the processing of this flowchart ends.

  The congestion level analysis device 100 may display the congestion level for each detailed count time period. FIG. 8 is an example of an image displayed on the display unit 140 by the totaling unit 130. The image IM is an example of an image indicating the degree of congestion of an aircraft passing through the aggregation target node. For example, in the selected time zone, an aircraft passing through the aggregation target node (“AAA” in the figure) travels in two directions (“BBB” and “FFF” in the figure). In this case, for example, the line connecting the aggregation target node (“AAA” in the figure) that is a route with a high degree of congestion and the traveling direction node (“BBB” in the figure) is displayed thick, and the aggregation target is a route with a low degree of congestion. A line connecting the node (“AAA” in the figure) and the traveling direction node (“FFF” in the figure) is displayed thinly. The congestion degree of the route connecting AAA and BBB is the congestion degree calculated for the node whose aggregation target node is “AAA” and whose traveling direction node is “BBB” in the flowchart of FIG. The congestion degree of the route connecting AAA and FFF is the congestion degree calculated for the node whose aggregation target node is “AAA” and whose traveling direction node is “FFF” in the flowchart of FIG.

  Further, the image IM * shows the congestion degree of the route in a time zone different from the image IM. The time zone icon T indicates the time corresponding to the displayed image. When an input operation is performed on the start icon SA in the image IM and the image IM *, the display unit 140 displays the degree of congestion for each time zone from the start time to the end time of the time zone to be counted. Are displayed over time while updating one after another. In addition, when an input operation is performed on the stop icon SO in the images IM and IM *, the display of the degree of congestion over time is stopped over time, and the degree of congestion in the stopped time period is displayed. Further, when the slide bar SB is slid by the user, the degree of congestion in the time zone specified by the slide operation is displayed. By displaying an image indicating the degree of congestion on the display unit 140 in this way, the user can intuitively confirm the congestion.

  FIG. 9 is another example of an image that the totaling unit 130 displays on the display unit 140. In the example of FIG. 8, an image to be displayed on the display unit 140 when the degree of congestion is determined for one node is shown, but FIG. 9 shows an image IM1 when a plurality of nodes are designated as aggregation target nodes. By designating a plurality of nodes as the aggregation target nodes in this way, the degree of congestion between the nodes can be displayed on the display unit 140 according to the number of designated nodes.

  Further, the congestion degree analysis apparatus 100 may indicate the congestion degree with a graph, for example. FIG. 10 is an example of display image transition when the degree of congestion is shown as a graph. For example, the congestion level of nodes A to I is shown in a graph, and it is displayed that the congestion level of node E is equal to or greater than a threshold value. In this case, for example, when the user is interested in the node E and performs an input operation for selecting the node E portion in the graph, for example, the congestion degree at the node E shown in the image IM2 and the aircraft entering the node E are displayed. The congestion level is displayed on the display unit 140. The arrow in the figure indicates the direction in which the aircraft travels, and the thickness in the arrow indicates the degree of congestion. The arrow is shown with a thicker tendency if the degree of congestion is high. Further, as shown in the drawing, the congestion degree of the route toward the node E is also calculated by comprehensively calculating the congestion degree from node to node.

  Thus, the degree of congestion can be accurately grasped by showing the degree of congestion in a graph. Moreover, since the degree of congestion in which the scheduled traveling direction of the aircraft in the aggregation target node is expressed is shown by transitioning the images, the user can intuitively grasp the degree of congestion of the aircraft. Furthermore, since the degree of congestion of the aircraft scheduled to proceed from the adjacent node toward the aggregation target node can be intuitively grasped, the convenience for the user is further enhanced.

  Here, the degree of congestion determined by the counting unit 130 will be described with reference to FIGS. 11 and 12. The degree of congestion at a predetermined node is calculated based on the time when the aircraft passes through the node and the planned traveling direction in which the aircraft travels through the node. Here, the upper limit of aircraft that can travel to node BBB via node AAA will be described as “one aircraft”. FIG. 11 is a diagram illustrating an example when the degree of congestion is low. The above figure is a conceptual diagram when aircraft X (X *) traveling to node BBB via node AAA and aircraft Y (Y *) traveling to node FFF via node AAA are viewed from above. is there. The following figure is a conceptual diagram showing the sailing aircraft X (X *) and Y (Y *) in three dimensions. The vertical axis ALT indicates the altitude. In the past, when determining the degree of congestion of an aircraft, there has been a case where it is determined by whether or not the number of aircraft passing through a node is equal to or greater than a threshold at the time of passing through the node as shown in the above figure. The degree of congestion is determined without considering the planned direction of travel. When an aircraft is scheduled to pass more than a threshold in a two-dimensional area of a node, it may be determined that the node at a predetermined time is highly congested. However, as shown in the figure below, in reality, when the aircraft X (X *) and Y (*) travel in different directions at the nodes, they can pass through the nodes at different altitudes. There is a case where it is not necessary to determine that the degree of congestion is high even when navigating. This is because if the aircraft navigates the same node at different altitudes and travels in different directions, the timing of the crossing of multiple aircraft is very short and it is assumed that the landing airport is also different . In the congestion degree analysis apparatus 100 of the present embodiment, the congestion degree is analyzed based on the scheduled time when the aircraft passes through the node and the planned travel direction from the node. The degree of congestion of the aircraft traveling in a predetermined direction can be calculated.

  FIG. 12 is a diagram illustrating an example when the degree of congestion is high. The upper diagram is a conceptual diagram when aircraft X (X *) and aircraft Y (Y *) traveling to node BBB via node AAA are viewed from above. The following figure is a conceptual diagram showing the sailing aircraft X (X *) and Y (Y *) in three dimensions. The vertical axis ALT indicates the altitude. When the scheduled traveling directions of the aircrafts X and Y passing through the nodes are the same, even when the aircrafts navigate at different altitudes, it is determined that the degree of congestion is high when the aircrafts X * and Y * navigate. That is, when the aircraft traveling in the same direction via the same node is equal to or greater than the threshold value within a predetermined time, the degree of congestion is determined high. When the aircraft travels in the same direction, it is determined that the degree of congestion is high because the landing airports may be the same. As described above, the congestion degree analysis apparatus 100 according to the present embodiment can determine the degree of congestion of an aircraft in consideration of the altitude at a node by using the direction of traveling from a predetermined node.

  According to the congestion degree analyzing apparatus 100 described above, based on the scheduled passage time when the aircraft passes a predetermined point (point, position) and the planned traveling direction in which the aircraft travels through the predetermined point, It is possible to more appropriately calculate the degree of congestion for each traveling direction at a predetermined point in consideration of the flight altitude.

[Other examples of flowcharts]
FIG. 13 is a flowchart showing another example of the flow of processing executed by the congestion degree analysis apparatus 100. In the node capacity table 422, runway information is stored in association with a record in which the node is an airport. The runway information is information indicating whether a runway dedicated to departure, an arrival runway, or a runway using a mixture of arrival and departure exists at an airport.

  First, the passing device information extraction unit 120 extracts information corresponding to the aggregation target node information 50 and the aggregation time zone information 52 received by the input unit 110 from the flight plan storage unit 410 (step S100). Next, the totaling unit 130 sequentially selects and acquires one record including the node name corresponding to the total node information 50 from the node capacity table 422 of the node capacity storage unit 420 (step S102).

  Next, the totaling unit 130 refers to the record acquired in the process of step 102, and determines whether or not the node name corresponding to the record is an airport (step S102-1). When the node name corresponding to the record is an airport, the aggregation unit 130 sets the following information (1) to (3) as the traveling direction node name based on the node capacity table 422. (1) If there is a departure runway at the airport, one of the FIX points that pass first after taking off from the runway is set as the direction node name. (2) If there is an arrival-only runway at the airport, “ARR” is set as the traveling direction node name. (3) When there is a runway that uses a mixture of arrival and departure of aircraft at an airport, “ARR / DEP” is set as the traveling direction node name.

  Next, it is determined whether or not the traveling direction node name acquired from the node capacity table 422 in the process of step S102 is ARR / DEP (step S103). When the traveling direction node name of the record acquired in the process of step S102 is not ARR / DEP, the totaling unit 130 calculates the total time (total start time, total end time, and total interval) in the total time zone information 52. Is set (step S104), and based on the set total target time, the above-described detailed counting time (detail counting start time, detailed counting end time) is set (step S106). Next, the aggregating unit 130 extracts an aircraft that passes through the focused FIX point in the focused traveling direction (step S108).

  When the progress direction node name of the record acquired in the process of step S102 is ARR / DEP, the totaling unit 130 calculates the total time (totaling start time, totaling end time, and totaling interval) in the totaling time zone information 52. ) Is set (step S105-1), and the above-described detailed counting time (detailed counting start time, detailed counting end time) is set based on the set counting target time (step S105-2).

  Next, the counting unit 130 sequentially selects records corresponding to the flight plan ID corresponding to the node name (Target_node) in the record of the node capacity table 422 acquired in step S102 from the extraction result table 54 extracted in step S100. Are extracted (step S105-3). Hereinafter, description will be made assuming that the target aircraft is extracted. When the extraction of the record satisfying the condition from the extraction result table 54 is completed, the process proceeds to step S110. Here, the totaling unit 130 does not consider the coincidence between the traveling direction node name (ARR / DEP) of the acquired record of the node capacity table 422 and the traveling direction node name (Direction) in the record of the extraction result table 54. . When the node name of the traveling direction of the record in the node capacity table 422 is ARR / DEP, since the runway that uses a mixture of arrival and departure is an object of aggregation, it departs from the node (airport) subject to aggregation , And the case of arriving at the node (airport) to be aggregated, it is necessary to aggregate the records.

  For example, the records of the extraction result table 54 are “flight plan ID-XXX, node name-airport A, traveling direction node name-ARR”, “flight plan ID-YYY, node name-airport A, traveling direction node name-AAA”. To do. In this case, the totaling unit 130 does not match the traveling direction node name when “node name−airport A, traveling direction node name−ARR / DEP” in the acquired record of the node capacity table 422, but the above-described 2 Performs processing to calculate the occupation value for one record. That is, even if the traveling direction node names are different, the occupation values are calculated for the target aircraft that arrives using the same runway and the aircraft that departs. As a result, the degree of congestion can be calculated for the airport runway.

  When the processing of steps S104 to S108 or steps S105-1 to S105-3 is executed, the totaling unit 130 totalizes each target aircraft extracted from the extraction result table 54 in the processing of step S108 or step S105-3. The time zone (approach time and exit time) for navigating the node to be subjected to is calculated (step S110). The subsequent processing is the same as that described in FIG.

  The congestion degree analysis apparatus 100 may display the degree of congestion obtained as a result of processing using the aggregation target node as an airport. FIG. 14 is an example of an image showing the degree of congestion on the airport runway. The totaling unit 130 causes the display unit 140 to display an image IM3 indicating the congestion level of the airport runway based on the result calculated by the processing of the congestion level analysis device 100 described above. As shown in the figure, for example, if the degree of congestion is high, a circle indicating the degree of congestion is displayed in a large tendency around the airport, and if the degree of congestion is low, a circle indicating the degree of congestion is displayed in a small area around the airport. Indicated by Further, the color information may be changed according to the degree of congestion. By displaying an image indicating the degree of congestion on the display unit 140 in this way, the user can intuitively check the airport congestion.

  In the embodiment, the example in which the necessity of adjusting the flow rate is determined based on whether the aircraft entering the aggregation target node exceeds the capacity of the route to be entered after passing through has been described. The flow rate adjustment may be determined by setting the number of simultaneously passing machines (threshold for determining whether flow rate adjustment is necessary) to 1 or less. In this way, when determining whether or not the flow rate adjustment is necessary, it is possible to determine whether or not the distance between aircrafts entering the nodes to be counted is maintained at a safe distance. Furthermore, both the determination from the viewpoint of the capacity of the route entering when passing through the aggregation target node and the determination from the viewpoint of the safety distance between the entering aircrafts may be used in combination.

[Flight path adjustment device]
The flight path adjusting apparatus 200 calculates a delay time for the aircraft in order to reduce the degree of congestion, and generates a flight plan reflecting the calculated result.

  FIG. 15 is a diagram mainly illustrating a functional configuration of the flight path adjustment apparatus 200. The flight path adjustment device 200 is provided in the congestion degree determination device 100, the flight plan storage unit 410, the node capacity storage unit 420, and the constraint condition storage unit 430, and generates a flight plan. The flight path adjustment apparatus 200 includes an input unit 210, a flight plan extraction unit 220, a mathematical plan unit 230, a delay assignment unit 240, and a control result reflection unit 250.

  The input unit 210 receives input of various information. The input unit 210 includes input devices such as a keyboard, a mouse, and a touch panel, for example, and receives input information based on operations performed by the controller. The input unit 210 has a communication interface for communicating with other terminal devices (not shown), and receives input information input by batch processing in the other terminal devices.

  The flight plan extraction unit 220 acquires information received by the input unit 210 and extracts information from the flight plan table 412 based on the acquired information. Based on the information extracted by the flight plan extraction unit 220, the node capacity table 422, and the constraint condition table 432 stored in the constraint condition storage unit 430, the mathematical planning unit 230 determines each node determined in the flight plan. The delay time with respect to the scheduled time of passing through is calculated.

  The delay providing unit 240 generates an adjusted flight plan table 76 that temporarily reflects the delay time based on the delay time calculated by the mathematical planning unit 230. The control result reflecting unit 250 stores the adjusted flight plan table 76 generated by the delay applying unit 240 in the flight plan storage unit 410.

  FIG. 16 is a flowchart showing an example of the flow of processing executed by the flight path adjusting apparatus 200. First, the input unit 210 receives the aggregation target node information 50 and the aggregation time zone information 52 (step S200). Next, the flight plan extraction unit 220 extracts a flight plan ID corresponding to the information received by the input unit 210 from the flight plan table 412 (step S202). The flight plan extraction unit 220 extracts the flight plan ID as shown in FIG.

  Next, the flight plan extraction unit 220 extracts a record corresponding to the flight plan ID extracted from the flight plan table 412 and outputs it as the adjustment extraction result table 72 (step S204). FIG. 18 is a diagram for explaining the adjustment extraction result table 72. For example, information corresponding to flight plan IDs “XXX001” and “YYY555” is associated with the adjustment extraction result table 72.

  Next, the mathematical planning unit 230 calculates a delay time based on the adjustment extraction result table 72, the node capacity table 422, and the constraint condition table 432 stored in the constraint condition storage unit 430 (step S206). FIG. 19 is a diagram illustrating an example of the constraint condition table 432. The constraint condition table 432 stores constraint conditions related to the passage of nodes, use of runways, use of airports, and the like. For example, as shown in the figure, the constraint condition table 432 stores airport names such as node names “RJTT”, “RJFF”, etc., and stores the time at which use of the corresponding airport can start and the time at which use ends. Has been.

  FIG. 20 is a diagram illustrating an example of a calculation result of the delay time. The delay time is output as a delay time table 74. The delay time is a time for delaying the approach of the aircraft with respect to the scheduled passage time when the aircraft is scheduled to pass through the node. By delaying the approach of the aircraft, the degree of congestion for each planned traveling direction at the node is reduced. For example, as illustrated, it is assumed that the delay time is calculated as “+1 minute” for the flight plan ID “XXX001”. A method for calculating the delay time will be described later.

  Next, the delay providing unit 240 generates the adjusted flight plan table 76 that temporarily reflects the calculated delay time in the flight plan corresponding to the flight plan ID to be delayed (step S208). FIG. 21 is a diagram illustrating an example of the adjusted flight plan table 76. For example, when the delay time is “plus 1 minute”, the adjusted flight plan table 76 delays the approach of the aircraft with respect to the scheduled passage time of the record corresponding to the flight plan ID to be delayed in the flight plan table 412. It is a table which shows the result of adding the delay time to be added “plus 1 minute”.

  Next, the congestion degree analysis device 100 determines the congestion degree as described above based on the aggregation target node information 50, the aggregation time zone information 52, the node capacity table 422, and the adjusted flight plan table 76, and the determination The result is output to the display unit 140 (step S210). Next, it is determined whether or not the adjusted flight plan table 76 is reflected in the flight plan storage unit 410 (step S212). The congestion level analysis device 100 displays the determination result of the congestion level displayed on the display unit 140, for example. Then, for example, the operator determines whether or not the adjusted flight plan table 76 is stored in the flight plan storage unit 410. When it is determined by the operator that the adjusted flight plan table 76 is stored in the flight plan storage unit 410, the control result reflecting unit 250 stores the adjusted flight plan table 76 in the flight plan storage unit 410 (step S214). . When it is determined that the adjusted flight plan table 76 is not reflected in the flight plan storage unit 410, the process of this flowchart ends.

また、以下に示すようにすべての制約条件を定式化する。
飛行計画ＩＤがｉである便に、遅延時間がｄ分付与された場合、各ノードを通過する時刻と、その時の進行方向（進行方向ノード）は調整抽出結果テーブル７２から一意に決まる。また、ノード容量テーブル４２２に記載されている占有時間から、何分間そのノードと進行方向ノードの間を占有しているかが決まる。したがって、全ての i, n, m の組み合わせに対して、以下の式（２）が成り立つ必要がある。ただし、ｙは、添え字 i,d,n,m,tに対して、飛行計画ＩＤがｉの便に、遅延をｄ分付与した時、ノードｎからノードｍへ向かう空路を時刻ｔで通過中であれば１、通過しない場合は０を取る変数であり、hは飛行計画ＩＤがｉの便の飛行ルートが、ノードnからノードmの方向に向かうルートを含む場合に1、含まない場合に0をとる変数である。

Here, a method for calculating the delay time will be described. The delay time is calculated using, for example, mathematical programming. For example, the variable x is set as in Expression (1). In each subscript, i is a flight plan ID and d is a delay time. The variable x shown in the equation (1) is 1 when a delay time of d is given to a flight having i (flight plan ID), d (delay time), and flight plan ID i, and otherwise. In case of, take zero.

In addition, all constraints are formulated as shown below.
When a flight with the flight plan ID i is given a delay time of d minutes, the time of passing through each node and the traveling direction at that time (traveling direction node) are uniquely determined from the adjustment extraction result table 72. Further, from the occupation time described in the node capacity table 422, it is determined how many minutes between the node and the traveling direction node are occupied. Therefore, the following formula (2) needs to hold for all combinations of i, n, and m. However, y passes the air route from node n to node m at time t when the flight plan ID is i for the subscript i, d, n, m, t and the delay is given by d. 1 if it is in the middle, 0 if it does not pass, h is 1 if the flight route of flight with flight plan ID i includes the route from node n to node m It is a variable that takes 0.

制約条件テーブル４３２において設定された空港使用可能時間の範囲外では、航空機の離発着を実施することができない。したがって、ｔがＴｎに含まれない時、式（４）が成り立つ必要がある。ただし、Ｚはｎが空港の場合１、ノードが空港以外の場合０を取る。また、Ｔｎはノードｎにおける使用可能時間集合を表す。

その他、必要な制約条件が増えた場合は、制約条件テーブル４３２や制約式を追加する。 In addition, the number of aircraft that pass through a certain node n toward a node m at a certain time must be within the number of simultaneously passing aircrafts described in the node capacity table 422. Therefore, if the number of simultaneous passing aircraft in the direction from node n to node m is L, the following equation (3) needs to be satisfied for all combinations of n and m.

Outside the range of the airport usable time set in the restriction condition table 432, it is not possible to take off and landing the aircraft. Therefore, when t is not included in Tn, equation (4) needs to hold. However, Z is 1 when n is an airport and 0 when a node is not an airport. Tn represents an available time set at node n.

In addition, when necessary constraint conditions increase, a constraint condition table 432 and constraint expressions are added.

以上の数理計画モデルを、各種の数理計画ソルバー等を用いて解く。算出結果から、全ての飛行計画ＩＤｉに対して、Ｘｉ，ｄ＝１となる。遅延時間ｄと時刻ｔは一意に決まるので、上記式（５）の目標関数が満たされる場合のｉとｄの組み合わせを、調整後飛行計画テーブル７６の形式で出力する。 For example, when calculating a solution that reduces the total delay time as much as possible, the objective function shown in the following equation (5) is set.

The above mathematical programming model is solved using various mathematical programming solvers. From the calculation results, Xi, d = 1 for all flight plans IDi. Since the delay time d and the time t are uniquely determined, the combination of i and d when the target function of the above equation (5) is satisfied is output in the form of the adjusted flight plan table 76.

  The flight path adjustment device 200 described above calculates the delay time based on the restriction extraction result table 72, the node capacity table 422, and the restriction condition table 432 stored in the restriction condition storage unit 430, and calculates the calculated delay. An adjusted flight plan table 76 that temporarily reflects the time can be generated. In addition, the flight path adjusting apparatus 200 stores the adjusted flight plan table 76 with a reduced congestion degree in the flight plan storage unit 410 based on the result of calculating the adjusted flight plan table 76 by the congestion degree analyzing apparatus 100. Can be made.

[Flight plan update device]
FIG. 22 is a diagram illustrating a functional configuration of the flight plan update device 300. The flight path adjustment apparatus 200 includes a pseudo flight plan calculation unit 310, a traveling direction information calculation unit 320, an update determination unit 330, a flight plan storage unit 410, and a node capacity storage unit 420.

  The simulated flight plan calculation unit 310 acquires the diagram information 302 and calculates the simulated flight plan 304 based on the acquired diagram information 302. FIG. 23 is a diagram illustrating an example of the diagram information 302. The diamond information 302 is information in which the flight plan ID, departure airport, departure time, arrival airport, and arrival time are associated with each other. For example, departure airport “RJTT”, departure time “10:00”, arrival airport “RJOO”, and arrival time “11:50” are input as diagram information 302.

  FIG. 24 is a diagram illustrating an example of the simulated flight plan 304. Based on the diagram information 302, the pseudo flight plan calculation unit 310 generates a flight plan ID, a passing node name, a scheduled passing time, a passing point number indicating the number of passing nodes, and a point sequence number corresponding to the node name. The simulated flight plan calculation unit 310 includes a simulated flight plan storage unit (not shown) such as a RAM. The pseudo flight plan storage unit stores a route associated with a combination of the departure airport and the arrival airport. In addition, nodes that pass for each route are stored in association with each other. The simulated flight plan calculation unit 310 refers to the information stored in the simulated flight plan storage unit and generates a simulated flight plan 304 corresponding to the diagram information 302. The combination of the departure airport and the arrival airport is associated with one or more items of the navigation time, the combination of the departure time and the arrival time, the airline, or the aircraft model, and the route for each of these combinations. It may be associated. Further, the simulated flight plan 304 may calculate, as the simulated flight plan 304, the most frequent route when the aircraft navigates based on the diagram information 302, for example. In this case, for example, statistical information including a route traveled by the aircraft is stored in the pseudo flight plan storage unit.

  The traveling direction information calculation unit 320 generates the flight plan table 412 based on the simulated flight plan 304 or the input flight plan 306 before giving the traveling direction node name. The flight plan 306 before giving the traveling direction node name is the same information as the information that the pseudo flight plan 304 described above has. The traveling direction information calculation unit 320 obtains the simulated flight plan 304 in which information is not associated with the item related to the traveling direction node name, or the flight plan 306 before the traveling direction node name is given, and the flight plan after the given traveling direction node name is given. 308 (flight plan table 412) is generated.

  FIG. 25 is a diagram showing an example of the flight plan 308 after giving the traveling direction node name. The traveling direction information calculation unit 320 associates the node name with the item of the traveling direction node name in the previous record when the number of passing points in the corresponding record is larger than the point sequence number (“R1” in the figure). In addition, the traveling direction information calculation unit 320 determines that the node name is changed to the item of the traveling direction node name in the previous record when the number of passage points is equal to the point serial number in the corresponding record and the node name corresponds to the airport ("R2" in the figure) and "ARR" is associated with the item of the traveling direction node name in the corresponding record ("R3" in the figure). The traveling direction information calculation unit 320 associates the node name with the traveling direction node name item in the previous record when the number of passing points is the same as the point serial number in the corresponding record and the node name is not an airport. In addition, “OUT” is associated with the item of the traveling direction node name in the corresponding record (“R4” in the figure). “OUT” indicates that the aircraft leaves the area to be controlled. As a result, the traveling direction information calculation unit 320 generates a traveling direction node name post-flight plan 308 based on the input traveling direction node name pre-assignment flight plan 306 or the pseudo flight plan 304.

  The update determination unit 330 obtains the flight plan 308 after giving the traveling direction node name generated by the traveling direction information calculation unit 320 from the traveling direction information calculation unit 320. The update determination unit 330 stores the flight plan having the same flight plan ID as the flight plan ID in the acquired flight direction node name assigned flight plan 308 or the flight direction node name added flight plan 308 in the flight plan storage unit 410. It is determined whether or not it is stored. When the flight plan having the same flight plan ID or the flight plan 308 after giving the traveling direction node name is stored, the update determination unit 330 stores the existing flight plan stored in the flight plan storage unit 410 or the progress. The flight plan 308 after giving the direction node name is deleted, and the flight plan 308 after giving the travel direction node name generated by the travel direction information calculating unit 320 is stored in the flight plan storage unit 410. When the flight plan having the same flight plan ID or the flight plan 308 after giving the traveling direction node name is not stored, the update determining unit 330 generates the flight after giving the traveling direction node name generated by the traveling direction information calculating unit 320. The plan 308 is stored in the flight plan storage unit 410.

  The update determination unit 330 acquires the adjusted flight plan table 76 generated by the flight path adjustment device 200, and determines whether or not to store the acquired adjusted flight plan table 76 in the flight plan storage unit 410. May be. For example, the update determination unit 330 determines whether the flight plan storage unit 410 stores the flight plan 308 after giving the traveling direction node name having the same flight plan ID as the flight plan ID included in the adjusted flight plan table 76. Determine. When the flight plan 308 after giving the traveling direction node name having the same flight plan ID is stored, the update determining unit 330 deletes the flight plan 308 after giving the traveling direction node name and stores the adjusted flight plan table 76. It is stored in the flight plan storage unit 410.

  The flight plan update apparatus 300 described above acquires the diamond information 302 and calculates a simulated flight plan 304 based on the acquired diamond information 302. Further, the flight plan update device 300 generates a flight plan 308 after giving a traveling direction node name based on the pseudo flight plan 304 or the flight plan 306 before giving a traveling direction node name, and the traveling direction node based on a predetermined condition. The post-name assignment flight plan 308 is stored in the flight plan storage unit 410. As a result, the flight plan update device 300 can generate a flight plan based on the information to which the traveling direction node name is not assigned, and can calculate the congestion level based on the generated flight plan.

  As mentioned above, although one Embodiment of this invention was described, this invention is not limited to such Embodiment at all, A various deformation | transformation and substitution can be added in the range which does not deviate from the summary of this invention.

DESCRIPTION OF SYMBOLS 1 ... Congestion degree analysis system, 100 ... Congestion degree analysis apparatus, 110 ... Input part, 120 ... Passing machine information extraction part, 130 ... Total part, 140 ... Display part, 200 ... Flight path adjustment apparatus, 210 ... Input part, 220 ... Flight plan extracting unit, 230 ... Mathematical planning unit, 240 ... Delay applying unit, 250 ... Control result reflecting unit, 400 ... Storage unit, 410 ... Flight plan storage unit, 420 ... Node capacity storage unit

Claims (7)

In congestion analyzer for de San congestion degree of the aircraft that is control to specify advanced entering the predetermined point in accordance with the point where the next heading,
An acquisition unit that acquires a scheduled time at which an aircraft is scheduled to exist at a predetermined point, and traveling direction point information indicating a point where the aircraft passes through the predetermined point and heads next;
Based on the scheduled time and travel direction point information acquired by the acquisition unit, an analysis unit that calculates the degree of congestion for each next point in the predetermined point;
A congestion analysis device. The analysis unit is based on an occupation time length that is a length of time considered to occupy the predetermined point and the scheduled time,
The degree of congestion at the predetermined point is calculated by aggregating the value indicating the ratio of the time during which the aircraft stays at the predetermined point in the time period of interest with respect to the occupied time length, for each time period of interest. To
The congestion analysis device according to claim 1. Information indicating the degree of congestion calculated by the analysis unit is displayed on the display unit in association with the time period of interest.
The congestion analysis device according to claim 2. A line that thickens as the degree of congestion calculated by the analysis unit increases, and displays the degree of congestion for each route on the display unit.
The congestion analysis device according to any one of claims 1 to 3. The congestion analysis device according to any one of claims 1 to 4,
Flight for calculating a delay time for delaying the approach of the aircraft with respect to a scheduled time at which the aircraft is scheduled to pass a predetermined point so that the congestion level calculated by the congestion level analysis device does not exceed an upper limit value. A route adjustment device;
Congestion analysis system. Computer, depending on the point where the next towards the congestion analysis method to output calculated congestion degree of the aircraft that is control to specify advanced entering the predetermined point,
Obtaining a scheduled time at which an aircraft is scheduled to exist at a predetermined point, and traveling direction point information indicating a point where the aircraft passes through the predetermined point and heads next,
Based on the acquired scheduled time and traveling direction point information, calculate the degree of congestion for each next point in the predetermined point,
Congestion analysis method. Depending on the point where the next towards the congestion analysis program exits calculate the congestion degree by air that is control to specify advanced entering the predetermined point,
On the computer,
The scheduled time at which the aircraft is scheduled to exist at a predetermined point and the traveling direction point information indicating a point where the aircraft passes through the predetermined point and heads next are acquired,
Based on the acquired scheduled time and traveling direction point information, to calculate the degree of congestion for each next point in the predetermined point,
A congestion analysis program.

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