JP7807630B2 - Traffic management system - Google Patents

Description

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

Traditionally, airports have deployed multiple pieces of ground support equipment to perform various ground support tasks. Such ground support equipment is generally called GSE (Ground Support Equipment), and there are various types of GSE, including high-lift loaders, belt loaders, towing tractors, and passenger steps. For example, Patent Document 1 discloses an electric belt loader as an example of a GSE. Currently, work schedules, such as when and where to use each GSE, are created manually.

JP 2012-240812 A

If there is a delay in the ground support work performed by the GSE or if there is a change in the flight schedule, the work schedule must be rescheduled. Furthermore, if there are any deficiencies in the work schedule to begin with, disruptions to the work may occur even if the work is being carried out according to schedule. In these cases, manually rescheduling the work schedule is extremely time-consuming and cumbersome, which causes further delays and confusion in the ground support work performed by the GSE, creating a problem.

The present invention was made in consideration of the above-mentioned problems, and aims to enable work to be carried out smoothly using ground support equipment.

The present invention is an operation management system that manages the operation of multiple ground support equipment deployed at an airport, and is characterized by comprising: a schedule creation unit that creates a work schedule for the multiple ground support equipment based on the airport's flight schedule; a travel route setting unit that sets a travel route to a work position for each of the ground support equipment based on the work schedule; and a simulation unit that runs a simulation of what would happen if the multiple ground support equipment were operated in accordance with the work schedule and the travel route.

The operation management system of the present invention includes a simulation unit that runs a simulation based on the work schedule created by the schedule creation unit and the travel routes of each ground support device set by the travel route setting unit. By running a simulation, problems with the work schedule and travel routes can be discovered in advance. This allows for early revision of the work schedule and travel routes, enabling work by the ground support devices to be carried out smoothly.

In the present invention, as one type of simulation, a preliminary simulation can be performed before work by the multiple ground support devices is started to check whether there are any problems with the work schedule and the travel route, and if a problem is found in the preliminary simulation, it is preferable that the schedule creation unit re-create the work schedule and the travel route setting unit re-set the travel route.

By performing a preliminary simulation, even if there are deficiencies in the work schedule and driving route to begin with, the work schedule and driving route can be revised before each ground support device is put into operation.

In the present invention, it is preferable that, upon receiving at least one of information regarding the current positions of the plurality of ground support devices and information regarding the progress of work performed by the plurality of ground support devices, the simulation unit is capable of executing, as one type of simulation, a progress simulation that checks whether any work is expected to be delayed based on at least one of the information.

In this way, by taking into account the progress of current work and identifying work that is likely to be delayed, work schedules can be revised early, allowing ground support equipment work to be carried out smoothly and continuously.

In the present invention, when the progress simulation identifies a task that is expected to be delayed, the simulation unit preferably searches for workers who can assist with the task and/or the ground support equipment that can be used to assist with the task.

With this configuration, even if the progress simulation identifies work that is likely to be delayed, delays in the work can be reduced by requesting assistance from available workers or ground support equipment.

In the present invention, the simulation unit is capable of executing, as one type of simulation, an impact simulation that identifies the range of the work schedule that will be affected by a change to the flight schedule when a change to the flight schedule occurs, and the simulation unit preferably transmits information about the range identified by the impact simulation to the schedule creation unit, and the schedule creation unit recreates the work schedule within that range.

In this way, by identifying the scope of impact of flight schedule changes, the scope of work schedules that need to be re-created can be limited, allowing work schedules to be re-created quickly.

This will enable early revision of ground support work schedules and ground support equipment routes, ensuring smooth work by ground support equipment.

FIG. 1 is a simplified plan view of airport facilities. 1 is a block diagram showing an airport system according to an embodiment of the present invention; 1A is a table showing an example of information 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 information; FIG. 1B is a table showing an example of GSE-related information; 10 is a table showing an example of information included in a work schedule. 10 is a table showing an example of information transmitted to a worker terminal. 10 is a table showing an example of information transmitted to a GSE. FIG. 10 is a plan view showing a plane grid set in a work area. FIG. 10 is a plan view showing an example of a working position of a GSE. FIG. 2 is a plan view showing an example of a travel path of a GSE. FIG. 10 is a plan view showing an example of a reserved area of a GSE. 1 is a flowchart showing a series of processes including a pre-simulation. 10 is a flowchart showing a series of processes including a progress simulation. 10 is a flowchart showing a series of processes including an influence simulation.

An embodiment of the traffic management system according to the present invention will be described below with reference to the drawings.

Figure 1 is a simplified plan view of the facilities at airport 1. As shown in Figure 1, airport 1 has a terminal building 2. Terminal building 2 has multiple gates 3, and a landing aircraft 100 moves to a designated gate 3 and stops there. Passenger bridges 4 are connected to the multiple gates 3. Passenger bridges 4 are facilities for boarding and disembarking passengers and crew from gate 3 to aircraft 100. If passenger bridges 4 are unavailable, passenger step 13e, described below, may be used. While aircraft 100 is parked at airport 1, various operations (ground support operations) are performed, such as boarding and disembarking passengers and crew, loading and unloading cargo and baggage, refueling, cleaning the interior and exterior of the aircraft, inspecting aircraft equipment, deicing, and supplying power. Once ground support operations are completed and preparations are complete, aircraft 100 takes off from a runway (not shown) at airport 1.

Multiple GSEs 13 are used for ground support operations. GSE stands for Ground Support Equipment. There are various types of GSEs 13, including a fuel truck 13a for refueling the aircraft 100, a belt loader 13b for loading and unloading passenger baggage onto and off the aircraft, a towing tractor 13c for towing the aircraft 100, a high-lift loader 13d for loading and unloading cargo onto and off the aircraft, and a passenger step 13e for directly loading and unloading crew and passengers onto and off the aircraft. The fuel truck 13a, belt loader 13b, towing tractor 13c, high-lift loader 13d, and passenger step 13e are work vehicles that travel within the airport 1. As shown in Figure 1, the area within the airport 1 where ground support operations are performed by multiple GSEs 13 is called the work area 102.

Currently, work schedules for GSE 13 are created manually. If there is a delay in ground support work by GSE 13 or if there is a change in the flight schedule, the work schedule must be rescheduled. Furthermore, if there is an error in the work schedule to begin with, work may be disrupted even if it is being carried out according to the schedule. In these cases, manually rescheduling the work schedule is extremely time-consuming and cumbersome, which causes further delays and confusion in ground support work by GSE 13, posing a problem. To address these issues, the inventors of the present application have devised an operation management system for GSE 13 at airport 1. This operation management system is described in detail below.

(Airport System)
2 is a block diagram showing the airport system 10 of this embodiment. The airport system 10 of this embodiment includes an air traffic control system 21, a GSE control system 22 (corresponding to the traffic management system of the present invention), a plurality of GSEs 13, and a plurality of operator terminals 15.

(GSE)
Each GSE 13 has a communication unit 41, a location information acquisition unit 42, a driving control unit 43, and an ID acquisition unit 44. The GSE 13 is capable of communicating with the GSE control 22 via the communication unit 41 and is configured to be able to transmit and receive information to and from the GSE control 22. The GSE 13 may also be configured to be able to communicate with other GSEs 13 and the operator terminal 15 via the communication unit 41. The location information acquisition unit 42 receives, for example, a GPS (Global Positioning System) signal to acquire location information of the vehicle. The location information of the vehicle may also be acquired using a positioning method other than GPS. The location information acquired by the location information acquisition unit 42 is transmitted to the GSE control 22 via the communication unit 41 as information regarding the current location of the GSE 13.

The driving control unit 43 controls the driving of the vehicle based on the work schedule (described below) transmitted from the GSE control 22, the driving route of each GSE 13, and the vehicle's location information acquired by the location information acquisition unit 42. In other words, the GSE 13 is configured to be capable of autonomous driving. The ID acquisition unit 44 is configured to be able to read the worker ID displayed on the worker terminal 15 or the worker ID attached to the ID card held by the worker. The worker ID may be a barcode, an IC tag, or some other configuration. The worker may manually input the worker ID into the ID acquisition unit 44.

Information regarding the ON/OFF status of the GSE 13's engine (or the ON/OFF status of the power supply in the case of an electrically powered GSE 13) and information regarding the operating status of the GSE 13's cargo handling equipment, outriggers, etc., are transmitted to the GSE control 22 via the communication unit 41 as information regarding work progress. Furthermore, a GSE 13 that handles cargo, such as a high-lift loader, belt loader, or a towing tractor or dolly for transporting cargo, may be provided with a cargo ID reader (not shown) that reads the cargo ID assigned to the cargo. In this case, the cargo ID read by the cargo ID reader is transmitted to the GSE control 22 as information regarding work progress. The cargo ID may be a barcode, an IC tag, or some other configuration. Furthermore, if the GSE 13 is electrically powered, information regarding the remaining battery charge of the GSE 13 may be transmitted to the GSE control 22 as information regarding work progress.

(Worker terminal)
The worker terminal 15 is a terminal carried by a worker performing ground support work using the GSE 13. For example, the worker terminal 15 is a smartphone capable of identifying the current location using GPS and communicating with the GSE control 22. However, the worker terminal 15 may be any terminal (e.g., a mobile phone known as a Galapagos mobile phone, a wireless communication device, a tablet terminal, a wearable terminal such as smart glasses or a smart watch) that can confirm the worker's current location and communicate with the GSE control 22. The location information acquired by the worker terminal 15 is transmitted to the GSE control 22 as information regarding the worker's current location. The worker terminal 15 may also be configured to be able to communicate with the GSE 13 and other worker terminals 15. The worker can input the progress of the work (e.g., start, completion, occurrence of problems, etc.) into the worker terminal 15, and the input progress information is transmitted to the GSE control 22 as information regarding the work progress.

(GSE control)
The GSE control 22 has a communication unit 31, a schedule creation unit 32, a travel route setting unit 33, and a simulation unit 34. The GSE control 22 is capable of communicating with the air traffic control 21, a plurality of GSEs 13, and a plurality of worker terminals 15 via the communication unit 31. For example, the GSE control 22 is capable of receiving the flight schedule of the airport 1 from the air traffic control 21 via the communication unit 31, receiving information on the current position and work progress of each GSE 13, and receiving information on the current position and work progress of each worker terminal 15 (worker). Note that the flight schedule may be received from each airline operating the aircraft.

GSE control 22 stores information about workers performing ground support work (worker-related information), information about GSE 13 (GSE-related information), map information about airport 1, and model information about aircraft 100. The various information stored in GSE control 22 is used as appropriate by the schedule creation unit 32, flight route setting unit 33, and simulation unit 34.

(Schedule Creation Department)
The schedule creation unit 32 creates a work schedule for a plurality of GSEs 13 based on the flight schedule of the airport 1, worker-related information, and GSE-related information.

GSE control 22 receives flight schedules from air traffic control 21 via communication unit 31. The received flight schedule includes various information, for example, as shown in Figure 3(a). It is also desirable that the flight schedule be accompanied by a cargo list, as shown in Figure 3(b). The cargo list is generated for each flight number in Figure 3(a) and includes information on the cargo being loaded on each aircraft 100.

Figure 4(a) shows an example of worker-related information. Worker-related information includes the tasks that a worker can handle, the type of GSE 13 that they can operate and use, their work status (attendance status) for that day, etc. Each worker is also assigned an individual worker ID. Figure 4(b) shows an example of GSE-related information. The GSE-related information includes the GSE ID assigned to each GSE 13, the type of GSE 13 (such as vehicle type and model), the aircraft 100 models that it is compatible with, auxiliary equipment attached to the GSE 13, operating status (such as information on normal operation, under maintenance, abnormality, manned operation, unmanned operation, etc.), and waiting location (such as the gate number being worked on if in operation).

The schedule creation unit 32 creates a work schedule based on the flight schedule, worker-related information, and GSE-related information described above. In doing so, the schedule creation unit 32 preferably creates the work schedule taking into consideration the current locations of the GSE 13 and workers. The work schedule created by the schedule creation unit 32 is transmitted to each GSE 13 and the worker terminal 15 held by each worker via the communication unit 31 of the GSE control 22.

Figure 5 shows an example of a work schedule created by the schedule creation unit 32. The work schedule includes information such as the takeoff and landing times of the aircraft 100, the runways for takeoff and landing, the gate number for ground support operations, the aircraft 100 model, the operators responsible for each operation, and the ID of the GSE 13 to be used. For example, for flight number 1, the operator with operator ID 001 will be in charge of cargo removal using a high-lift loader with GSE ID HL-01. In Figure 5, PS stands for passenger step, TT stands for towing tractor, and BL stands for belt loader. The types of information included in the work schedule created by the GSE control 22 are not limited to those shown in Figure 5 and can be changed as appropriate.

The work schedule created by the schedule creation unit 32 is transmitted to each GSE 13 and each worker terminal 15 via the communication unit 31. An example of a work schedule transmitted to a worker terminal 15 is shown in Figure 6. In this embodiment, the content of the work schedule transmitted to the worker terminal 15 owned by each worker contains only information related to the work that the worker is responsible for. Figure 6 shows the content transmitted to the worker terminal 15 owned by the worker with worker ID 001. Although not shown in Figures 5 and 6, determining the start time and planned end time of each task will enable work to proceed more smoothly.

An example of a work schedule sent to a GSE 13 is shown in Figure 7. In this embodiment, the content of the work schedule sent to each GSE 13 contains only information about the work that that GSE 13 is responsible for. Figure 7 shows the content sent to a high-lift loader with a GSE ID of HL-01. The work schedule in Figure 7 includes the worker ID, so by having the worker on board enter their worker ID into the ID acquisition unit 44 of the GSE 13, it is possible to confirm that the worker on board is according to schedule. Setting the start and end times for each task in the GSE 13 work schedule will also allow work to proceed more smoothly.

(Travel route setting unit)
The travel route setting unit 33 sets a travel route from the current position of each GSE 13 to the work position for each GSE 13 to be used in the work schedule created by the schedule creation unit 32, based on the current position and work position of each GSE 13.

The flight path setting unit 33 determines the working position of each GSE 13 within the working area 102 based on the stopping position of the aircraft 100, aircraft model information, etc. A planar grid G as shown in Figure 8 is assigned to the working area 102 in advance. The stopping position of the aircraft 100 is determined on the planar grid G based on map information of the airport 1 and aircraft model information held by the GSE control 22. The size and fineness of the grid G may be changed depending on the size of the aircraft 100. Alternatively, the planar grid G may be set to a fixed value in advance.

The travel path setting unit 33 first determines the work position of each GSE 13. Figure 9 illustrates, as examples of work positions, work position P1 of the tanker truck 13a and work position P2 of the high-lift loader 13d. Work positions P1 and P2 are set in units of squares on the planar grid G based on the stopping position of the aircraft 100, model information, etc. The travel path setting unit 33 also acquires information related to the current position of each GSE 13 held by the GSE control 22.

Next, the travel route setting unit 33 sets a travel route from the current position of each GSE 13 performing ground support work to the work position. Figure 10 illustrates, as examples of travel routes, travel route R1 for the fuel tanker 13a and travel route R2 for the high-lift loader 13d. Outside the set area of the planar grid G, travel routes R1 and R2 are basically set to pass through the access route 103 set around the work area 102. Furthermore, within the set area of the planar grid G, travel routes R1 and R2 are set in units of squares (see hatching in Figure 10).

The travel route set by the travel route setting unit 33 is transmitted to each GSE 13 via the communication unit 31 of the GSE control 22. The travel control unit 43 of each GSE 13 controls travel from the current position to the work position according to the received travel route. If all GSEs 13 start moving at the same time, the GSEs 13 may interfere with each other. Therefore, it is preferable that the travel route setting unit 33 also determine the order in which each GSE 13 will move when setting the travel route for each GSE 13. For example, if the fuel truck 13a is moved first and the high-lift loader 13d is allowed to start moving when the fuel truck 13a enters the planar grid G, interference between the fuel truck 13a and the high-lift loader 13d can be prevented.

While traveling on the route 103, the travel control unit 43 of each GSE 13 can achieve automated driving using conventional methods by recognizing white lines and other markings that indicate the driving lane. However, since there are no white lines or markers indicating the driving lane in the work area 102, and the driving route changes each time depending on the aircraft 100's stopping position and model, it is difficult to adopt conventional automated driving methods. Therefore, when each GSE 13 enters the work area 102, i.e., the set area of the planar grid G, it performs automated driving as follows.

When each GSE 13 receives information about the driving route from the GSE control 22, it also receives coordinate information of the planar grid G. When driving within the set area of the planar grid G, the driving control unit 43 of each GSE 13 acquires the current position of the vehicle at any time and determines which square of the planar grid G it is located in. It then drives along the driving route while checking the next square to proceed to.

To avoid collisions between GSEs 13 within the set area of the planar grid G, the travel path setting unit 33 sets a reservation area in square units, at least ahead of each GSE 13 in the direction of travel, into which other GSEs 13 cannot enter. The set reservation area is transmitted to all GSEs 13 via the communication unit 31 of the GSE control 22. In Figure 11, the reservation area S1 for the fuel tanker 13a and the reservation area S2 for the high-lift loader 13d are illustrated with hatching as examples of reservation areas. Reservation areas S1 and S2 are also set to the sides and rear in the direction of travel, but it is sufficient that the reservation area is set at least ahead in the direction of travel of each GSE 13. The travel path setting unit 33 updates the reservation area as each GSE 13 travels. The updated reservation area is transmitted to all GSEs 13 via the communication unit 31 each time.

When driving within the set area of the planar grid G, the driving control unit 43 of each GSE 13 checks whether the vehicle's reservation area overlaps with the reservation areas of other GSEs 13. If the reservation areas do not overlap, the vehicle continues driving along the driving route. On the other hand, if the reservation areas overlap, the vehicle pauses and waits until the overlap with the reservation areas of other GSEs 13 is resolved. It is preferable to determine in advance which GSE 13 will be given priority when the reservation areas overlap. For example, priorities may be determined in advance, or the vehicle with the faster driving speed may be allowed to drive first. Note that, instead of pausing when the reservation areas overlap, the driving route setting unit 33 may re-set the driving route. When each GSE 13 arrives at the work position, it stops driving and begins ground support work. Ground support work may be performed automatically by each GSE 13, or by an operator operating each GSE 13. Note that a reservation area may be set around a GSE 13 that is stopped to perform ground support work.

Additionally, the priority of each GSE 13 will be explained. The travel path setting unit 33 may determine the order in which each GSE 13 is moved to the work position by assigning a priority to each GSE 13. For example, a high priority may be set for a GSE 13 that needs to move immediately to the next work area 102. Alternatively, a high priority may be set for a GSE 13 that needs to reach the work position first, based on road width, vehicle size, the location of other GSEs 13, work procedures, etc. Furthermore, when multiple types of GSE 13 are performing collaborative work (for example, loading and unloading cargo into and from an aircraft using a high-lift loader or container loader and a towing tractor towing a cargo dolly), even if one GSE 13 arrives at the work position first, work may not begin until the GSE 13 performing the collaborative work arrives. Therefore, it is preferable to set a high priority for GSEs 13 performing collaborative work.

Furthermore, if the next GSE 13 scheduled to work cannot arrive at the work position unless the GSE 13 that was previously working at the work position leaves the work position (for example, if the next passenger step scheduled to work cannot approach the aircraft passenger entrance/exit door unless the container loader leaves the work position), it is advisable to set a high priority for the GSE 13 that was previously at the work position so that it can leave quickly. Alternatively, a high priority may be set for a GSE 13 that has a long travel distance to the next work area 102. Priorities may also be set according to the worker who is scheduled to board or currently on board the GSE 13. For example, a high priority may be set for a GSE 13 that is carrying a person on board who cannot begin work unless that person is at the work position, such as a worker supervising the loading of cargo onto an aircraft.

Note that the above description has been given of the case where each GSE 13 is moved from its current position to a work position. However, it is also possible to set a travel route for each GSE 13 to return from its work position to a specified position after completing ground support work.

In addition, in this embodiment, a planar grid G is set in the working area 102 around the aircraft 100, and the travel path of each GSE 13 is managed on a square-by-square basis. However, the use of a planar grid G is not essential; for example, instead of a square-by-square basis, a planar coordinate system may be set in the working area 102, and travel paths may be set using graph theory using Dijkstra's algorithm or determinants.

It is also possible to set a speed limit for GSE 13 for each area within the planar grid G. This makes it easy to comply with safety standards that impose speed limits on GSE 13 depending on the distance from the aircraft 100, such as ISAGO (IATA's Safety Audit for Ground Operations) established by IATA (International Air Transport Association).

In addition, the driving route setting unit 33 may monitor the current location and driving route of the GSE 13, and if the current location of the GSE 13 deviates from the driving route, the GSE control 22 may notify the GSE 13 and the operator terminal 15 of this.

(Simulation Department)
The simulation unit 34 performs a simulation of the operation of multiple GSEs 13 according to the work schedule created by the schedule creation unit 32 and the travel route set by the travel route setting unit 33. The simulation reproduces the movements of the GSEs 13 and workers based on the work schedule and travel route. Therefore, even if there appears to be no problem with the work schedule at first glance, it is possible to discover if a certain GSE 13 or worker is being forced to move inefficiently. Furthermore, by simultaneously reproducing the movements of multiple GSEs 13 in the simulation, it is possible to identify locations and times where GSEs 13 are concentrated and congested.

The simulation unit 34 may also calculate the workload of workers. For example, a simulation may be performed taking into account the worker's gender, outside temperature and weather, the amount of exercise predicted for ground support work, and the like, to extract workers with excessive workloads. Furthermore, if the GSE 13 is electrically powered, the remaining battery charge may be predicted by simulating the amount of heat generated by the battery, taking into account the outside temperature and the operating status of the GSE 13, and the like. Below, three types of simulations - advance simulation, progress simulation, and impact simulation - will be described as examples of simulations performed by the simulation unit 34, with reference to the flowcharts in Figures 12 to 14.

(Preliminary simulation)
The pre-simulation will be described with reference to Fig. 12. The pre-simulation is a simulation performed before each GSE 13 starts ground support work to check whether there are any problems with the work schedule created by the schedule creation unit 32 and the travel route set by the travel route setting unit 33.

When the GSE control 22 receives a flight schedule from the air traffic control 21 via the communication unit 31 (step S101), the flight schedule is transmitted to the schedule creation unit 32. The schedule creation unit 32 creates a work schedule for multiple GSEs 13 based on the received flight schedule and the worker-related information and GSE-related information described above (step S102). After completing the creation of the work schedule, the schedule creation unit 32 transmits the work schedule to the driving route setting unit 33 (step S103).

When the driving route setting unit 33 receives the work schedule, it sets driving routes for each GSE 13 to be used in the work schedule (step S104). At this time, as described above, it is preferable to also set the order and priority of the driving of each GSE 13. After setting the driving routes for each GSE 13, the driving route setting unit 33 transmits the work schedule and driving routes to the simulation unit 34 (step S105). Note that the schedule creation unit 32 may transmit the work schedule to the simulation unit 34.

When the simulation unit 34 receives the work schedule and travel route, it performs a pre-simulation of what would happen if multiple GSEs 13 were to be operated in accordance with the work schedule and travel route (step S106). In the pre-simulation, it checks whether there are any problems with the work schedule and travel route before starting ground support work using multiple GSEs 13.

If a problem is found in the preliminary simulation (YES in step S107), information about the problem is sent to the schedule creation unit 32. Steps S102 to S107 are then repeated to resolve the problem. That is, the schedule creation unit 32 recreates the work schedule to resolve the problem found in the preliminary simulation (step S102) and transmits the recreated work schedule to the travel route setting unit 33 (step S103). The travel route setting unit 33 resets the travel routes of each GSE 13 based on the recreated work schedule (step S104) and transmits the reset travel routes together with the work schedule to the simulation unit 34 (step S105). The simulation unit 34 then performs a preliminary simulation again based on the recreated work schedule and the reset travel routes (step S106). Note that if the problem can be resolved simply by resetting the travel routes of each GSE 13, steps S102 and S103 may be omitted.

Examples of problems that can be extracted through pre-simulation include interference between GSEs 13, congestion of GSEs 13, excessive workload on workers, and running out of batteries on electric GSEs 13. If interference between GSEs 13 or congestion of GSEs 13 is predicted, the problem can be resolved by, for example, reconfiguring the travel route. Also, if excessive workload on workers is a problem or if it is predicted that the GSEs 13 will run out of battery power during work, the problem can be resolved by, for example, revising the work schedule. However, the issues extracted through pre-simulation and how to resolve them can be changed as appropriate.

If no problems are found in the preliminary simulation (NO in step S107), the GSE control 22 transmits the problem-free work schedule and travel route via the communication unit 31 to each GSE 13 and the worker terminal 15 of each worker (step S108). Then, each GSE 13 and each worker begins ground support work in accordance with the received work schedule and travel route.

(Progress simulation)
The progress simulation will be described with reference to Fig. 13. The progress simulation is a simulation that, upon receiving at least one of information regarding the current location of each GSE 13 and information regarding the progress of work by each GSE 13, checks whether there is any work that is expected to be delayed based on that information.

When the GSE control 22 receives information about the current location and work progress of each GSE 13 from each GSE 13 via the communication unit 31, and also receives information about the current location and work progress of each worker from the worker terminal 15 held by each worker (step S201), this information is transmitted to the simulation unit 34. Note that the GSE control 22 can receive this information at all times.

When the simulation unit 34 receives information about the current location and work progress of each GSE 13, and information about the current location and work progress of the worker, it performs a progress simulation that takes this information into consideration (step S202). The progress simulation may be performed at predetermined time intervals, or may be performed whenever the latest current location or work progress information is received. By performing a progress simulation, it is possible to predict whether each task is likely to be completed according to the work schedule, ahead of the work schedule, or behind the work schedule if work continues according to the current work schedule and travel route.

When the progress simulation finds a task that is expected to be delayed (YES in step S203), the simulation unit 34 searches for workers who can support the task and/or GSEs 13 that can be used for support (step S204). The GSE control unit 22 then sends a support request via the communication unit 31 to the worker terminals 15 of the workers who can support and to the GSEs 13 that can provide support (step S205). The workers and GSEs 13 that receive the support request can then support the task that is expected to be delayed, thereby preventing work delays. If the progress simulation does not find a task that is expected to be delayed (NO in step S203), the progress simulation ends and the system waits until the next progress simulation is executed.

(Impact simulation)
The impact simulation will be described with reference to Figure 14. The impact simulation is a simulation for identifying the extent to which a change in the flight schedule, such as a delay, will affect the work schedule created by the schedule creation unit 32 when a change occurs in the flight schedule during the execution of ground support work. Note that impact simulation may also be performed when a sudden delay or trouble occurs that cannot be fully grasped by the progress simulation described above, and is not limited to flight schedules.

When GSE control 22 receives information regarding a change to the flight schedule from air traffic control 21 via communication unit 31 (step S301), the changed flight schedule is transmitted to simulation unit 34. Upon receiving the changed flight schedule, simulation unit 34 performs an impact simulation to identify the extent to which the change to the flight schedule will affect the current work schedule (step S302).

If the impact simulation identifies an area affected by the flight schedule change (YES in step S303), information about that area is sent to the schedule creation unit 32. The schedule creation unit 32 recreates the work schedule for that area (step S304) and sends the recreated work schedule to the travel route setting unit 33 (step S305). The travel route setting unit 33 resets the travel routes for each GSE 13 based on the recreated work schedule (step S306) and sends the reset travel routes together with the work schedule to the simulation unit 34 (step S307). The simulation unit 34 then performs a pre-simulation based on the recreated work schedule and the reset travel routes (step S308). The pre-simulation has already been described, so a detailed description will be omitted here.

If a problem is discovered through the pre-simulation (YES in step S309), information about the problem is sent to the schedule creation unit 32. Steps S304 to S309 are then repeated to resolve the problem. That is, the schedule creation unit 32 recreates the work schedule to resolve the problem discovered through the pre-simulation (step S304) and transmits the recreated work schedule to the travel route setting unit 33 (step S305). The travel route setting unit 33 reconfigures the travel routes of each GSE 13 based on the recreated work schedule (step S306) and transmits the reconfigured travel routes together with the work schedule to the simulation unit 34 (step S307). The simulation unit 34 then performs the pre-simulation again (step S308).

If no problems are found in the preliminary simulation (NO in step S309), the GSE control 22 transmits the problem-free work schedule and travel route via the communication unit 31 to each GSE 13 and the worker terminal 15 of each worker (step S310). Then, each GSE 13 and each worker begins ground support work in accordance with the received work schedule and travel route.

(effect)
The GSE control 22 (traffic management system) according to this embodiment includes a simulation unit 34 that executes a simulation based on the work schedule created by the schedule creation unit 32 and the travel route of each GSE 13 set by the travel route setting unit 33. By executing a simulation, problems with the work schedule and travel routes can be discovered in advance. Therefore, the work schedule and travel routes can be revised early, allowing the GSE 13 to carry out work smoothly.

In this embodiment, the simulation unit 34 can perform a pre-simulation, as one type of the above-mentioned simulation, to check whether there are any problems with the work schedule and driving routes before work by multiple GSEs 13 begins. If a problem is found through the pre-simulation, the schedule creation unit 32 recreates the work schedule, and the driving route setting unit 33 re-sets the driving route. By performing a pre-simulation, even if there are deficiencies in the work schedule and driving route to begin with, the work schedule and driving route can be revised before each GSE 13 is put into operation.

In this embodiment, when the simulation unit 34 receives at least one of information related to the current locations of multiple GSEs 13 and information related to the progress of work performed by multiple GSEs 13, it can perform a progress simulation, as a type of the above simulation, to confirm whether there is any work that is expected to be delayed based on at least one of the information. In this way, by taking into account the progress of current work and identifying work that is expected to be delayed, it becomes possible to review the work schedule early, allowing work by ground support equipment to be carried out continuously and smoothly.

In this embodiment, when the progress simulation identifies work that is likely to be delayed, the simulation unit 34 searches for workers who can assist with the work and/or GSE 13 that can be used to support the work. With this configuration, even if the progress simulation identifies work that is likely to be delayed in the future, delays in the work can be reduced by requesting assistance from workers or GSE 13 who can help.

In this embodiment, the simulation unit 34 is capable of executing an impact simulation, as one type of the above simulation, which identifies the range of the work schedule that will be affected by a change to the flight schedule when a change to the flight schedule occurs. The simulation unit 34 transmits information regarding the range identified by the impact simulation to the schedule creation unit 32, and the schedule creation unit 32 recreates the work schedule within that range. In this way, by identifying the range that will be affected by a change to the flight schedule, it is possible to limit the range of the work schedule that needs to be recreated, and the work schedule can be recreated quickly.

(Other embodiments)
A description will be given of modifications of the above embodiment, in which various changes have been made.

In the above embodiment, the GSE control 22 has a schedule creation unit 32, a driving route setting unit 33, and a simulation unit 34, and the GSE control 22 corresponds to the traffic management system of the present invention. However, there are no restrictions on where the schedule creation unit 32, the driving route setting unit 33, and the simulation unit 34 are physically located, and some or all of the units 32 to 34 may be located outside the GSE control 22.

In the above embodiment, the GSE 13 is configured to be capable of automatic driving, but it is not essential that the GSE 13 be capable of automatic driving. When an operator drives the GSE 13, a navigation device (not shown) provided in the GSE 13 can provide navigation to the operator based on the driving route set by the driving route setting unit 33. Alternatively, the driving route set by the driving route setting unit 33 can be transmitted to the operator terminal 15, and the operator terminal 15 can be used as a navigation device.

In the above embodiment, GSE control 22 is capable of communicating with air traffic control 21, GSE 13, and worker terminal 15, but it may also be configured to be able to communicate with other facilities at airport 1. For example, GSE control 22 may be configured to receive information about passengers from terminals at check-in gates and boarding gates, and this information may be reflected in the creation of work schedules. Alternatively, GSE control 22 may be configured to receive information about passenger abnormalities (e.g., sudden illness) from mobile terminals carried by cabin attendants. Furthermore, for terminals connectable to GSE control 22 and GSE 13, it is also possible to manage software versions, etc. via GSE control 22.

In the above embodiment, GSE control 22 may utilize accessory equipment and worker-related information included in the GSE-related information. For example, a power suit may be deployed to meet the needs of the worker, or a GSE 13 equipped with an accessory mechanism to assist in the transportation of luggage may be deployed.

In the above embodiment, if multiple ground handling companies are installed within an airport, the GSE control 22 of each of the multiple ground handling companies may work together. For example, if a problem occurs during work by ground handling company A, resulting in a shortage of GSEs 13 or a shortage of workers, making work difficult, ground handling company A's GSE control 22A may send a request to another ground handling company B's GSE control 22B to inform them of the shortage of GSEs 13 or to request additional workers. In this case, GSE control 22B can deploy GSEs 13 or workers that are not currently working to ground handling company A as backup. GSE control 22 may also request backup GSEs or workers from another GSE control at a nearby airport. Alternatively, one GSE control 22 may manage the operations of multiple ground handling companies collectively.

In the above embodiment, the simulation unit 33 may use learning means such as machine learning or deep learning. For example, in order to predict delays in work progress, at least one of information related to the current locations of multiple GSEs 13 and information related to the work progress by multiple GSEs 13 is input to the learning means, and by comparing and examining the relationship between the learned past work progress status and delays, signs that could lead to work delays can be discovered.

1: Airport 13: GSE (Ground Support Equipment)
22: GSE Control (Traffic Management System)
32: Schedule creation unit 33: Travel route setting unit 33: Simulation unit

Claims (3)

An operation management system that manages the operation of a plurality of ground support devices deployed at an airport,
a schedule creation unit that creates a work schedule for the plurality of ground support devices based on a flight schedule of the airport;
a travel route setting unit that sets a travel route to a work position of each of the ground support devices based on the work schedule;
a simulation unit that executes a simulation in which the plurality of ground support equipment are operated in accordance with the work schedule and the travel route;
Equipped with
the simulation unit is capable of executing, as one type of the simulation, a progress simulation to confirm whether or not there is any work that is expected to be delayed based on at least one of information related to the current positions of the plurality of ground support devices and information related to the progress of work by the plurality of ground support devices, when receiving at least one of the information related to the current positions of the plurality of ground support devices and information related to the progress of work by the plurality of ground support devices;
An operation management system characterized in that when the progress simulation finds work that is expected to be delayed, the simulation unit searches for workers who can assist with the work and/or the ground support equipment that can be used to support the work. An operation management system that manages the operation of a plurality of ground support devices deployed at an airport,
a schedule creation unit that creates a work schedule for the plurality of ground support devices based on a flight schedule for the airport;
a travel route setting unit that sets a travel route to a work position of each of the ground support devices based on the work schedule;
a simulation unit that executes a simulation in which the plurality of ground support equipment are operated in accordance with the work schedule and the travel route;
Equipped with
the simulation unit is capable of executing, as one type of the simulation, an impact simulation that, when a change occurs in the flight schedule, identifies an extent of the work schedule that is affected by the change in the flight schedule;
the simulation unit transmits information about the range identified by the influence simulation to the schedule creation unit;
The operation management system is characterized in that the schedule creation unit recreates the work schedule within the range. An operation management system that manages the operation of a plurality of ground support devices deployed at an airport,
a schedule creation unit that creates a work schedule for the plurality of ground support devices based on a flight schedule for the airport;
a travel route setting unit that sets a travel route to a work position of each of the ground support devices based on the work schedule;
a simulation unit that executes a simulation to reproduce the movements of the plurality of ground support equipment and workers when the plurality of ground support equipment are operated in accordance with the work schedule and the travel route so that problems with the work schedule and the travel route can be found;
Equipped with
The operation management system is characterized in that the simulation predicts the workload of workers or, if the ground support equipment is electrically powered, the remaining battery charge, and if any of the following problems are found: interference between the ground support equipment, congestion on the ground support equipment, excessive workload on workers, or a dead battery in the electrically powered ground support equipment, the system recreates the work schedule or resets the travel route and runs the simulation again .