JP7626919B2 - Traffic Management System - Google Patents

Description

The present invention relates to an operation management system that manages the operation of multiple ground support devices deployed at an airport.

Traditionally, airports have been equipped with multiple pieces of ground support equipment to perform various tasks. Such ground support equipment is called GSE (Ground Support Equipment), and there are various types of GSE, such as high-lift loaders, belt loaders, towing tractors, and passenger steps. Currently, when performing work using GSE, workers check the flight schedule and arrange for the necessary GSE before carrying out the work.

However, it is extremely time-consuming for workers to check flight schedules and make GSE arrangements. In addition, the preparations required to carry out the work are cumbersome, and workers are required to have a great deal of experience and knowledge, placing a heavy burden on the workers. Furthermore, if a worker makes a mistake by overlooking information, it will affect the flight schedule.

The present invention was made in consideration of the above-mentioned problems, and aims to reduce the burden on workers in managing the operation of ground support equipment at airports.

The present invention is an operation management system that manages the operation of multiple ground support devices deployed at an airport, and is characterized in that it includes a schedule creation unit that creates a work schedule for the multiple ground support devices based on the flight schedule of the airport, and the schedule creation unit transmits at least a portion of data related to the work schedule to the ground support devices.

According to the present invention, the schedule creation unit creates a work schedule based on the flight schedule available in advance from air traffic control. This eliminates the need for workers to check the flight schedule themselves and create a work schedule, reducing the burden on workers.

In the present invention, it is preferable that the schedule creation unit transmits at least a portion of the data regarding the work schedule to a worker terminal carried by a worker who performs work using the ground support equipment.

With this configuration, workers can immediately check the work schedule that concerns them by referring to the data received on their worker terminal, further reducing the burden on workers.

In the present invention, it is preferable that the worker terminal is capable of transmitting work progress data relating to the progress of work by the ground support equipment to the schedule creation unit, and the schedule creation unit is capable of recreating the work schedule taking into account the work progress data.

With this configuration, the work schedule can be adjusted as appropriate according to the progress of the work, so even if work is delayed, subsequent work can proceed smoothly.

In the present invention, it is preferable that the schedule creation unit determines whether or not the work schedule needs to be revised at predetermined time intervals based on the work progress data, and recreates the work schedule when it determines that revision is necessary.

If the work schedule is revised too frequently in response to the progress of work, workers will have to respond to the new work schedule each time, which could actually increase the burden on the workers. Therefore, as described above, by determining whether the work schedule needs to be revised at regular intervals and recreating the work schedule only when it is determined that revision is necessary, it becomes possible to achieve balanced operation management.

In the present invention, it is preferable that the schedule creation unit recreates the work schedule if the work progress data contains data indicating an abnormality.

With this configuration, for example, if an abnormality occurs, such as a worker becoming ill or a ground support equipment malfunction or accident, the work schedule can be quickly revised to minimize subsequent work delays.

In the present invention, when a change occurs to the flight schedule, it is preferable that the schedule creation unit recreates the work schedule based on the changed flight schedule.

If the originally created work schedule is used as is when there is a change in the flight schedule, there is a risk of confusion at the work site. Therefore, as described above, if the schedule creation unit recreates the work schedule based on the changed flight schedule, workers can smoothly respond to the change in the flight schedule.

In the present invention, it is preferable that the ground support device is capable of transmitting vehicle status data relating to the status of the ground support device to the schedule creation unit, and the schedule creation unit is capable of recreating the work schedule taking into account the vehicle status data.

This configuration allows the work schedule to be adjusted appropriately depending on the status of the ground support equipment (e.g., its location, operating status, etc.), enabling smooth operation management of the ground support equipment.

In the present invention, it is preferable that the schedule creation unit determines whether or not the work schedule needs to be revised at predetermined time intervals based on the vehicle condition data, and recreates the work schedule when it determines that revision is necessary.

If the work schedule is revised too frequently in response to the status of the ground support equipment, workers will have to respond to the new work schedule each time, which could actually increase the burden on the workers. Therefore, as described above, by determining whether the work schedule needs to be revised at regular intervals and recreating the work schedule only when it is determined that revision is necessary, it becomes possible to achieve balanced operation management.

In the present invention, it is preferable that the schedule creation unit recreates the work schedule if the vehicle condition data includes data indicating an abnormality.

With this configuration, for example, if an abnormality such as a breakdown or accident occurs in the ground support equipment, the work schedule can be quickly revised to minimize subsequent work delays.

FIG. 2 is a simplified plan view showing airport facilities. FIG. 2 is a block diagram showing a traffic control system for a ground support device. 4 is a flowchart showing a flow of operation management of a ground support device by a traffic management system. 1A is a table showing an example of data included in a flight schedule; and FIG. 1B is a table showing an example of a cargo list. 1A is a table showing an example of worker-related data; and FIG. 1B is a table showing an example of GSE-related data. 11 is a table showing an example of data included in a work schedule. 11 is a table showing an example of data transmitted to a worker terminal. 11 is a table showing an example of data transmitted to a GSE. 13 is a flowchart showing a process for determining whether or not to execute rescheduling.

The following describes an embodiment of the traffic management system according to the present invention with reference to the drawings.

Figure 1 is a plan view showing airport facilities in a simplified manner. As shown in Figure 1, airport 1 is provided with a terminal building 2 and a runway 3. Terminal building 2 is provided with multiple gates 4, and boarding bridges 5 are connected to gates 4. Boarding bridges 5 are facilities for passengers and crew to board and disembark from gate 4 to aircraft 100. If boarding bridges 5 are not available, passenger steps, which will be described later, may be used. While aircraft 100 is parked at airport 1, in addition to passengers and crew boarding and disembarking, various operations (ground support operations) such as loading and unloading cargo and baggage, refilling fuel, and cleaning the interior of the aircraft are performed. Then, when the ground support operations are completed and preparations are complete, aircraft 100 takes off from runway 3.

In ground support operations, multiple GSEs 13 are used. GSE is an abbreviation for Ground Support Equipment. There are various types of GSEs 13, but examples include work vehicles such as a high lift loader 13a that transports cargo (containers) into and out of the aircraft, a belt loader 13b that transports passenger baggage into and out of the aircraft, a towing tractor 13c that tows the aircraft 100, and a passenger step 13d that allows passengers and crew members to board and disembark directly into the aircraft. The airport 1 is provided with a parking lot 6 for parking the GSEs 13 and a maintenance area 7 for performing maintenance on the GSEs 13.

Currently, GSE 13 is arranged by the worker who operates GSE 13. In other words, the worker checks the flight schedule and arranges for the necessary GSE 13 before starting work. However, it is very time-consuming for the worker to check the flight schedule and arrange for GSE 13. In addition, the preparation before the work is complicated and the worker is required to have a lot of experience and knowledge, which places a heavy burden on the worker. Furthermore, if the worker makes a mistake by overlooking information, it will affect the flight schedule. Therefore, in order to solve these problems, the inventors of the present application have devised an operation management system for GSE 13 at airport 1. This operation management system will be described in detail below.

(GSE traffic control system)
The traffic control system 10 of this embodiment is shown in Fig. 2. The traffic control system 10 includes an air traffic control 9, a GSE control 11 (corresponding to a schedule creation unit of the present invention), a plurality of worker terminals 12 carried by each worker, and a plurality of GSEs 13. The GSE control 11 is capable of communicating with the air traffic control 9, the plurality of worker terminals 12, and the plurality of GSEs 13. The main function of the GSE control 11 is to create a work schedule for the plurality of GSEs 13 based on the flight schedule provided by the air traffic control 9, and to simultaneously transmit at least a portion of data related to the work schedule to the plurality of worker terminals 12 and the plurality of GSEs 13.

The worker terminal 12 is composed of, for example, a mobile terminal such as a tablet, smartphone, or mobile phone, or a wearable terminal such as smart glasses or a smart watch, and is capable of sending and receiving data to and from the GSE control 11. Data related to the work schedule is sent from the GSE control 11 to the worker terminal 12. On the other hand, work progress data related to the progress of work can be sent from the worker terminal 12 to the GSE control 11. Specific examples of work progress data include data indicating that a specific task has been completed or is delayed, and data indicating an abnormality (such as a worker's poor health or a breakdown or accident of the GSE 13).

The GSE 13 has a communication unit 14, a position information receiving unit 15, and an ID reading unit 16. The GSE 13 can communicate with the GSE control 11 via the communication unit 14, and is configured to be able to transmit and receive data to and from the GSE control 11. The position information receiving unit 15 can receive, for example, a GPS (Global Positioning System) signal to recognize the position of the vehicle. Note that a positioning method other than GPS may be used as a method for recognizing the position of the vehicle. The ID reading unit 16 can read the worker ID held by the worker, determine whether or not it matches the scheduled worker, and notify the worker of the result. The worker ID is an ID assigned to each worker. The ID reading unit 16 is configured to be able to read, for example, the worker ID displayed on the worker terminal 12 or the worker ID attached to the ID card held by the worker. Note that the worker ID may be a barcode or an IC tag, or may be manually entered by the worker.

Data related to the work schedule and the like is transmitted from GSE Control 11 to GSE 13. On the other hand, vehicle status data related to the status of GSE 13 and the like can be transmitted from GSE 13 to GSE Control 11. Specific examples of vehicle status data include position data acquired by the position information receiving unit 15, data indicating the operating status (driving, working, etc.), and data indicating an abnormality (such as a breakdown or accident of GSE 13).

(Flow of GSE operation management)
Fig. 3 is a flow chart showing the flow of operation management of the GSE 13 by the operation management system 10. The GSE control 11 receives the flight schedule from the air traffic control 9 in advance (for example, the day before) (step S11). Fig. 4(a) is a table showing an example of data included in the flight schedule, and Fig. 4(b) is a table showing an example of a list of cargo. Note that the cargo in Fig. 4 refers to cargo accommodated in a container, and is different from passenger baggage. The type of data included in the flight schedule transmitted from the air traffic control 9 to the GSE control 11 is not limited to that shown in Fig. 4 and can be changed as appropriate.

When GSE Control 11 receives the flight schedule, it creates a work schedule based on the flight schedule (step S12). When GSE Control 11 creates a work schedule, in addition to the flight schedule, it also refers to the worker-related data shown in FIG. 5(a) and the GSE-related data shown in FIG. 5(b). The "operation status" and "waiting location" in FIG. 5(b) can be identified by the vehicle status data transmitted from GSE 13. Note that when GSE Control 11 creates a work schedule, it may also refer to data other than the flight schedule, worker-related data, and GSE-related data.

Based on the flight schedule, worker-related data, and GSE-related data, GSE Control 11 identifies the work required for each flight, determines the worker in charge of each task and the GSE 13 to be used, and creates a work schedule. Figure 6 is a table showing an example of data included in a work schedule. For example, for flight number 1, it shows that a worker with worker ID 001 will be in charge of cargo removal using a high lift loader with GSE ID HL-01. In Figure 6, PS stands for passenger step, TT stands for towing tractor, and BL stands for belt loader. The types of data included in the work schedule created by GSE Control 11 are not limited to those shown in Figure 6 and can be changed as appropriate.

When the GSE control 11 creates a work schedule (step S12), it transmits at least a portion of the data contained in the work schedule to the worker terminal 12 and the GSE 13 (step S13). Figure 7 is a table showing an example of the data transmitted to the worker terminal 12, specifically showing the data transmitted to the worker terminal 12 of the worker with worker ID 001. When the worker receives the work schedule data on the worker terminal 12 (step S21), he or she can understand the work for which he or she is responsible and the GSE 13 to be used. Therefore, the worker does not need to check the flight schedule or arrange for the GSE 13 himself or herself, and can proceed with the work according to the work schedule.

Figure 8 is a table showing an example of data sent to GSE 13, specifically showing data sent to GSE 13 with GSE ID HL-01. When GSE 13 receives the work schedule data (step S31), it becomes aware of which worker will be driving the vehicle and when. Therefore, when a worker uses GSE 13, the ID of that worker is read by the ID reading unit 16, making it possible to determine whether the worker is the correct worker who matches the work schedule. If there is a mismatch with the work schedule, this fact is notified to the worker, thereby preventing the worker from using the wrong GSE 13.

When the worker receives the work schedule data from the GSE control 11 (step S21), he or she performs work according to the work schedule. First, the worker travels to the GSE 13 determined in the work schedule. The location of the GSE 13 can be identified based on the location data acquired by the location information receiving unit 15. When creating a work schedule in the GSE control 11, the travel distance of the GSE 13 may be optimized by using the location data of the GSE 13, for example, by using the GSE 13 closest to the gate 4 where the work will be performed. When the worker arrives at the GSE 13, the worker has the ID reading unit 16 read the worker ID. If there are no problems, the worker drives the GSE 13 and performs the specified work.

At an appropriate timing during or after the work is completed, the worker transmits work progress data to the GSE control 11 (step S22), and the GSE 13 transmits vehicle status data to the GSE control 11 (step S32). When the GSE control 11 receives the work progress data and vehicle status data (step S14), it checks the progress of the work and whether any abnormalities have occurred from the received work progress data and vehicle status data. Then, it re-creates the work schedule (hereinafter referred to as rescheduling) as necessary (step S15). The circumstances under which rescheduling is performed will be explained in detail later. When rescheduling is performed, at least a portion of the data included in the re-created work schedule is transmitted to the worker terminal 12 and the GSE 13 (step S16).

Then, the above process is repeated. That is, when the worker receives the re-created work schedule data (step S23), he/she works according to the work schedule and transmits work progress data to GSE control 11 at an appropriate time (step S24). When GSE 13 receives the re-created work schedule data (step S33), it becomes possible to determine whether the worker is the correct worker using the worker ID. GSE 13 transmits vehicle status data to GSE control 11 at an appropriate time (step S34). When GSE control 11 receives the work progress data and vehicle status data (step S17), it executes rescheduling as necessary (step S18).

(Determining whether to reschedule)
The process of determining whether or not to execute rescheduling in steps S15 and S18 will be described with reference to the flowchart in Fig. 9. When a predetermined time (here, n minutes) has elapsed (YES in step S41), the GSE control 11 determines whether or not rescheduling is necessary (step S42). Whether or not rescheduling is necessary is determined based on the work progress data transmitted from the worker terminal 12 and the vehicle status data transmitted from the GSE 13. For example, if the delay time of the work is equal to or greater than a predetermined threshold, it is determined that rescheduling is necessary (YES in step S42) and the rescheduling is executed (step S46).

Even if n minutes have not passed in step S41, if there is a change in the flight schedule (YES in step S43), an abnormality occurs in GSE13 (YES in step S44), or an abnormality occurs with the operator (YES in step S45), rescheduling is performed immediately (step S46) without determining whether rescheduling is necessary. This is explained in detail below.

If the answer is NO in step S41, GSE control 11 checks whether there has been a change in the flight schedule (step S43). Specifically, it checks whether there has been a change in the flight (change in landing time, change in takeoff time, cancellation), change in gate number, change in runway, change in aircraft type, etc. If there has been a change in the flight schedule (YES in step S43), rescheduling is immediately performed based on the changed flight schedule (step S46). If there has been a change in the flight schedule, the information is sent from air traffic control 9 to GSE control 11.

If step S43 is NO, GSE control 11 checks whether an abnormality has occurred in GSE 13 (step S44). Specifically, it checks whether the work progress data sent from the worker terminal 12 or the vehicle status data sent from GSE 13 includes data indicating an abnormality in GSE 13. If an abnormality has occurred in GSE 13 (YES in step S44), rescheduling is immediately performed so that work can be carried out using an alternative GSE 13 (step S46). If the abnormality in GSE 13 affects the subsequent flight schedule, such as a collision with aircraft 100, GSE control 11 also reports the details of the abnormality to air traffic control 9. In addition, if an operator, tow truck, or ambulance is required to respond to the abnormality due to the occurrence of an abnormality in GSE 13, it is preferable that GSE control 11 make these arrangements at the same time.

If the answer is NO in step S44, GSE control 11 checks whether an abnormality has occurred with the worker (step S45). Specifically, it checks whether the work progress data sent from the worker terminal 12 contains data indicating an abnormality with the worker. If an abnormality has occurred with a worker, such as poor health or an accident (YES in step S45), rescheduling is immediately performed to fill the vacant worker (step S46). Note that if the occurrence of an abnormality with a worker requires the addition of a worker or an ambulance to respond to the abnormality, it is preferable for GSE control 11 to make these arrangements at the same time.

When the GSE control 11 executes rescheduling, it transmits data regarding the new work schedule to the worker terminals 12 and the GSE 13 (step S16 in FIG. 3). At this time, the GSE control 11 may transmit the work schedule data to all worker terminals 12 and GSE 13 at once, or may transmit the data only to the worker terminals 12 and GSE 13 of the workers whose work content will change.

In this embodiment, after determining in step S41 whether n minutes have passed, if n minutes have not passed, GSE Control 11 checks for abnormalities in the flight schedule, GSE 13, or the operator. However, for example, when a change in the flight schedule occurs, air traffic control 9 may notify GSE Control 11 of the change, and GSE Control 11 may reschedule upon receiving the notification. Similarly, GSE Control 11 may reschedule upon receiving a notification from GSE 13 or the operator terminal 12 that an abnormality has occurred.

(effect)
As described above, in the traffic control system 10 according to this embodiment, the GSE control 11 creates a work schedule based on the flight schedule available in advance from the air traffic control 9. This eliminates the need for workers to check the flight schedule themselves and create a work schedule, thereby reducing the burden on the workers.

In addition, in this embodiment, the GSE control 11 transmits at least a portion of the data related to the work schedule to the worker terminal 12 carried by the worker who performs the work using the GSE 13. With this configuration, the worker can immediately check the work schedule that concerns him/her by referring to the data received on the worker terminal 12, further reducing the burden on the worker.

In addition, in this embodiment, the worker terminal 12 can transmit work progress data regarding the progress of work by the GSE 13 to the GSE control 11, and the GSE control 11 can reschedule taking into account the work progress data. With this configuration, the work schedule can be appropriately revised according to the progress of the work, so that even if the work is delayed, subsequent work can be smoothly carried out.

In addition, in this embodiment, GSE control 11 determines whether the work schedule needs to be revised at every specified time based on the work progress data, and reschedules if it determines that revision is necessary. If the work schedule is revised too frequently in response to the work progress status, workers will need to respond to a new work schedule each time, which may actually increase the burden on the workers. Therefore, as described above, by determining whether the work schedule needs to be revised at every specified time and rescheduling only when it is determined that revision is necessary, balanced operation management is possible.

In addition, in this embodiment, GSE control 11 reschedules if the work progress data contains data indicating an abnormality. With this configuration, for example, if an abnormality occurs, such as a worker becoming ill or a breakdown or accident in GSE 13, the work schedule can be quickly revised to minimize subsequent work delays.

In addition, in this embodiment, when a change occurs in the flight schedule, GSE control 11 reschedules based on the changed flight schedule. If the originally created work schedule is used as is when a change occurs in the flight schedule, confusion may occur at the work site. Therefore, as described above, if GSE control 11 reschedules based on the changed flight schedule, workers can smoothly respond to the change in the flight schedule.

In addition, in this embodiment, GSE 13 can transmit vehicle status data related to the status of GSE 13 to GSE control 11, and GSE control 11 can reschedule taking into account the vehicle status data. With this configuration, the work schedule can be appropriately revised according to the status of GSE 13 (e.g., location, operating status, etc.), enabling smooth operation management of GSE 13.

In addition, in this embodiment, the GSE control 11 determines whether or not the work schedule needs to be revised at predetermined times based on the vehicle condition data, and reschedules if it determines that revision is necessary. If the work schedule is revised too frequently based on the state of the GSE 13, workers will need to respond to a new work schedule each time, which could actually increase the burden on the workers. Therefore, as described above, by determining whether or not the work schedule needs to be revised at predetermined times and rescheduling only when it determines that revision is necessary, balanced operation management is possible.

In addition, in this embodiment, the GSE control 11 reschedules if the vehicle status data contains data indicating an abnormality. With this configuration, for example, if an abnormality such as a breakdown or accident occurs in the GSE 13, the work schedule can be quickly revised to minimize delays in subsequent work.

Other Embodiments
A description will now be given of modifications to the above embodiment, in which various changes have been made.

In the above embodiment, the GSE 13 is provided with a communication unit 14, and the GSE 13 is configured to be able to communicate with the GSE control 11. However, it is not essential that the GSE 13 be able to communicate with the GSE control 11, as long as at least the worker terminal 12 is able to communicate with the GSE control 11. It is also possible to omit the location information receiving unit 15 and ID reading unit 16 provided in the GSE 13. Furthermore, it is also possible to provide the functions of the worker terminal 12 in the GSE 13. In this case, the worker exchanges data such as work progress with the GSE control 11 using an input/output device or the like provided in the GSE 13.

In the above embodiment, the GSE 13 is operated by an operator. However, the GSE 13 may be configured to be capable of automatic operation. In this case, when a work schedule is transmitted from the GSE control 11 to the GSE 13, the GSE 13 may be automatically moved to a predetermined location at a predetermined time. In this way, the operator does not need to travel to the GSE 13.

In the above embodiment, GSE control 11 is capable of communicating with air traffic control 9, worker terminal 12, and GSE 13, but it may also be configured to be able to communicate with facilities at airport 1. For example, GSE control 11 may be configured to receive passenger-related data from terminals at check-in gates and boarding gates, and this data may be taken into consideration when creating a work schedule or deciding whether to reschedule. Alternatively, GSE control 11 may be configured to receive data on passenger abnormalities (e.g., the occurrence of sudden illness) from mobile terminals held by cabin attendants. In addition, for terminals that can be connected to GSE control 11 and GSE 13, it is also possible to manage software versions, etc. via GSE control 11.

In the above embodiment, at least a portion of GSE 13 may be electrically powered. In this case, the vehicle status data transmitted from GSE 13 to GSE control 11 may include data indicating whether GSE 13 is charging or not and data related to the remaining charge of GSE 13. In addition, by taking into consideration the timing of charging GSE 13 when creating a work schedule for GSE control 11, it is possible to operate GSE 13 efficiently.

In the above embodiment, vehicle operation data including vehicle condition data, remaining battery level, location information, etc. of GSE 13 may be stored in GSE Control 11, and based on this data, maintenance timing, fault detection, and fault prediction for GSE 13 may be predicted. Deep learning or machine learning may be used for such predictive maintenance and fault detection. In addition, by recording the location information of GSE 13 at regular intervals and analyzing the operating route of GSE 13 within the airport, it is also possible to optimize the algorithm for creating work schedules in GSE Control 11.

In the above embodiment, the GSE control 11 may utilize the accessory equipment and worker-related data included in the GSE-related data. For example, a power suit may be deployed according to the needs of the worker, or a GSE 13 may be deployed that is equipped with a mechanism to assist in the transportation of luggage as an accessory equipment.

In the above embodiment, the GSE control 11 may be connected to the boarding bridge, passenger steps, shuttle buses that pick up and drop off passengers within the airport, and passenger reservation and ticketing systems. For example, a ticket reading device may be installed on the boarding bridge or passenger steps, and the GSE control 11 may be configured to obtain a list of passengers boarding the aircraft from the reservation and ticketing system or air traffic control 9. When passengers board the aircraft through the boarding bridge or passenger steps, the ticket reading device reads the ticket and checks whether it matches the passenger list obtained by the GSE control 11, thereby preventing passengers from boarding the wrong bus. In addition, a ticket reading device may be installed on the shuttle bus, and the ticket reading device may read the ticket when the passenger boards the shuttle bus and check it against the passenger list, thereby preventing passengers from moving to the wrong boarding location. Furthermore, the information read by the ticket reading device may not be the ticket itself, but may be a barcode, IC tag, or other ID that can identify the ticket or passenger. Furthermore, if the data acquired by GSE Control 11 from the passenger reservation and ticketing system, etc., includes passengers in wheelchairs, GSE Control 11 may provide a passenger step with a lifter, such as that described in Patent No. 5105054, or a wheelchair-compatible GSE 13. Furthermore, if the arriving aircraft is a government aircraft or the passengers include state guests, a dedicated passenger step may be provided.

In the above embodiment, a cargo ID reader may be provided in GSE 13, such as a belt loader, high lift loader, or towing tractor used to load cargo. For example, GSE control 11 may obtain a list of cargo to be loaded onto the aircraft and attach a cargo ID, such as a barcode or IC tag, to the cargo to be loaded onto the aircraft. During cargo loading, the cargo ID can be read by the reader in GSE 13 and compared with the cargo list, preventing cargo from being loaded incorrectly.

In the above embodiment, if multiple ground handling companies are installed within an airport, the GSE control 11 of each of the multiple ground handling companies may work together. For example, if a problem occurs during work by ground handling company A, causing a shortage of GSEs 13 or making work difficult due to a lack of workers, the GSE control 11A of ground handling company A may send a request for the shortage of GSEs 13 or for additional workers to the GSE control 11B of another ground handling company B. In this case, the GSE control 11B can also deploy GSEs 13 and workers that are not currently working to ground handling company A as support. The GSE control 11 may also request support from another GSE control at a nearby airport for GSEs and workers.

In the above embodiment, if there are multiple waiting locations for GSE 13 and workers within an airport, GSE Control 11 may optimize the deployment situation when creating a schedule based on the location of runway 3 and gate 4 where aircraft 100 arrives and takes off. For example, when GSE Control 11 creates a work schedule, GSE 13 and workers may be deployed from the waiting location closest to runway 3 and gate 4 where aircraft 100 arrives and takes off.

In the above embodiment, the GSE 13 may be capable of automatic operation or remote operation. In the case of automatic operation, the GSE 13 may move to a work site along the schedule and route received from the GSE control 11, carrying a worker if necessary, and perform the work. In the case of remote operation, the GSE control 11 may transmit the schedule and route to a remote operation console or worker terminal of a worker remotely operating the GSE 13, and the worker may operate the GSE 13 according to the instructions of the GSE control 11.

In the above embodiment, a work vehicle is exemplified as the GSE 13, but the GSE 13 also includes ground support equipment other than a work vehicle. In other words, the GSE control 11 may manage all ground support equipment that supports the operation of the aircraft 100.

1: Airport 10: Traffic control system 11: GSE control (schedule creation department)
12: Operator terminal 13: GSE (Ground Support Equipment)

Claims (6)

A traffic management system that manages the operation of a plurality of ground support devices installed at an airport,
a schedule creation unit that identifies tasks required for each flight based on the airport flight schedule, which includes model information related to airplane models, worker-related data, and ground support equipment-related data, which includes compatible model information related to which airplane models each of the plurality of ground support equipment is compatible with, determines the worker in charge of each task and the ground support equipment to be used, and creates a work schedule;
An operation management system characterized in that the schedule creation unit, when creating the work schedule, refers to the model information and the compatible model information to select the ground support device capable of performing each task, and transmits at least a portion of the data related to the work schedule to the ground support device. The traffic management system according to claim 1, characterized in that the schedule creation unit transmits at least a portion of the data related to the work schedule to a worker terminal carried by a worker who works using the ground support device. the operator terminal is capable of transmitting work progress data relating to the progress of the work performed by the ground support equipment to the schedule creation unit;
The operation management system according to claim 2 , wherein the schedule creation unit is capable of recreating the work schedule by taking the work progress data into consideration. The operation management system according to claim 3, characterized in that the schedule creation unit determines whether or not the work schedule needs to be revised at predetermined intervals based on the work progress data, and recreates the work schedule when it determines that revision is necessary. The operation management system according to claim 3 or 4, characterized in that the schedule creation unit recreates the work schedule when the work progress data contains data indicating an abnormality. The operation management system according to any one of claims 1 to 5, characterized in that, when the flight schedule is changed, the schedule creation unit recreates the work schedule based on the changed flight schedule.

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