Traffic system, management system, and navigation system
The traffic management system addresses the challenges of high operation density and information security by using a cell density specifying unit to adjust flight plans and reduce overlap, achieving efficient and secure air traffic management.
Patent Information
- Application Number
- JP2023189153
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-11-06
- Publication Date
- 2025-05-19
AI Technical Summary
In air traffic management, adjusting flight plans based solely on the air traffic management system can lead to increased processing loads and potential failure to reflect operator preferences, especially when operation density and frequency are high. Additionally, sharing detailed 4D flight plans may compromise information security and protection.
A traffic management system that includes a cell density specifying unit to determine the number of moving bodies that may exist in each cell in each time zone based on operation plans, and adjusts these plans to ensure cell density is within allowable limits, thereby reducing overlap between reachable areas.
This approach enables efficient and secure traffic management by reducing the processing load on the air traffic management system, ensuring operator preferences are met, and maintaining confidentiality of flight plans by only sharing cell density information.
Smart Images
Figure 2025077163000001_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a traffic system, a management system, and an operation system for managing traffic such as aircraft.
Background Art
[0002] In air traffic management, adjustments are made based on a four-dimensional flight plan represented by a combination of four-dimensional waypoints (three-dimensional position information and the time of passage) and four-dimensional volumes (three-dimensional planned flight areas and their stay times) (detecting and resolving conflicts between plans), thereby enhancing the efficiency and safety of airspace utilization.
[0003] Typically, the adjustment of a flight plan composed of four-dimensional waypoints is used in "trajectory-based operations". Also, as a form of adjustment in unmanned aircraft operations, the adjustment of a flight plan composed of four-dimensional volumes may be used (see, for example, Non-Patent Documents 1 and 2).
Prior Art Documents
Non-Patent Documents
[0004]
Non-Patent Document 1
Non-Patent Document 2
Summary of the Invention
Problems to be Solved by the Invention
[0005] However, if the flight plan is adjusted only on the side of the air traffic management system, the processing load increases when the operation density and frequency are high, and there is a possibility that the preferences of the operator for the flight plan cannot be fully reflected. In addition, for efficient flight plan adjustment, information sharing between each operator and the air traffic management system is necessary. On the other hand, for reasons such as information protection and security, it may not be desirable to share a detailed 4D flight plan with other operators.
[0006] In view of the above circumstances, an object of the present invention is to provide a traffic system, a management system, and an operation system capable of realizing traffic management excellent in efficiency and confidentiality.
Means for Solving the Problems
[0007] The management system according to one aspect of the present invention includes a cell density specifying unit. The cell density specifying unit specifies, for a management target space partitioned into a plurality of cells, the cell density, which is the number of the moving bodies that may exist in each cell in each time zone, based on the operation plan of the moving body acquired from the operation system of the moving body, and notifies the operation system of the cell density.
[0008] The management system may adjust the operation plan acquired from the operation system so that the cell density is equal to or less than an allowable value.
[0009] When the reachable area where the moving body may arrive in each time zone is defined as the reachable area, the operation plan adjustment unit may adjust the operation plan so as to eliminate the overlap between the reachable areas when there is an overlap between the reachable areas in the operation plans.
[0010] The cell density specifying unit may use, as the cell density of each cell in each time zone, the number of overlapping reachable areas where the moving body may arrive in each time zone with each cell.
[0011] The operation plan may be a 4D waypoint sequence.
[0012] The operation plan may be a 4D volume.
[0013] The mobile body is an aircraft, and the operation plan may be a flight plan.
[0014] The mobile body may be an airplane, a helicopter, a drone, or an air mobility vehicle.
[0015] The management target space may include at least one of the departure / arrival point of the mobile body and the airport where it is parked.
[0016] The management system according to one embodiment of the present invention includes an operation plan setting unit. When the operation plan setting unit is notified by the management system of the cell density, which is the number of mobile bodies that may be present in each cell in each time zone, for the management target space divided into a plurality of cells, the operation plan setting unit sets the operation plan so that the cell density is equal to or less than the allowable value, and notifies the set operation plan to the management system.
[0017] The transportation system according to one embodiment of the present invention includes a management system and an operation system. Based on the operation plan of the mobile body acquired from the operation system of the mobile body for the management target space divided into a plurality of cells, the management system identifies the cell density, which is the number of mobile bodies that may be present in each cell in each time zone, and notifies the cell density to the operation system. When the operation system is notified of the cell density from the management system, the operation system sets the operation plan so that the cell density is equal to or less than the allowable value, and notifies the set operation plan to the management system.
Advantages of the Invention
[0018] According to the present invention, it is possible to provide a traffic management system, a control system, and an operation system that can achieve traffic management excellent in efficiency and confidentiality.
Brief Description of the Drawings
[0019]
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Embodiments for Carrying Out the Invention
[0020] The traffic system according to the embodiment of the present invention will be described. This traffic system is a system related to aircraft traffic. The aircraft is any one or more of airplanes, helicopters, unmanned aerial vehicles, air mobility, and other aircraft.
[0021] [Configuration of Traffic System] FIG. 1 is a block diagram showing the configuration of a traffic system 100 according to the present embodiment. As shown in the figure, the traffic system 100 includes a management system 110 and an operation system 120. The traffic system 100 includes three operation systems 120, which are referred to as operation systems 120A, 120B, and 120C, respectively. Note that the number of operation systems 120 included in the traffic system 100 is not limited to three and may be one or more.
[0022] The management system 110 is a system for managing aircraft traffic, such as an airport control system or an integrated traffic management system for air mobility. The management system 110 includes a communication unit 111, a cell setting unit 112, a flight plan acquisition unit 113, a cell density identification unit 114, and a flight plan adjustment unit 115.
[0023] These are functional configurations realized by the cooperation of hardware and software of an information processing device composed of a CPU (Central Processing Unit) and a RAM (Random Access Memory), etc. The software is a program executable by the information processing device and may be a program recorded on a recording medium readable by the information processing device. Also, the management system 110 may be composed of one information processing device or may be composed of a plurality of information processing devices directly or interconnected via a network.
[0024] The communication unit 111 is connected to each operation system 120 and communicates with them. The configuration of the communication unit 111 is not particularly limited.
[0025] The cell setting unit 112 divides the management target space into a plurality of cells. The management target space is the space in which the management system 110 manages aircraft traffic, and includes, for example, the space around an airport, the space above a city, the takeoff and landing zones of a vertiport, and the apron, etc. FIG. 2 is a schematic diagram of a cell C set by the cell setting unit 112 in the management target space S. Hereinafter, the X direction is a direction parallel to the horizontal direction, the Y direction is a direction parallel to the horizontal direction and perpendicular to the X direction, and the Z direction is a direction parallel to the vertical direction.
[0026] As shown in the figure, the cell setting unit 112 divides the management target space S into a plurality of cells C. The shape of each cell C is not particularly limited. For example, it can be a rectangular parallelepiped shape with a side length of 1 km in the horizontal direction (X direction and Y direction) and a height of 150 m in the vertical direction (Z direction). The cell setting unit 112 may set cells C with a uniform shape in one management target space, or it is also possible to set cells C with different shapes.
[0027] The operation plan acquisition unit 113 acquires the "operation plan" from each operation system 120 via the communication unit 111. The operation plan indicates the position of the aircraft at each time in the management target space S. The operation plan of the aircraft may also be called a "flight plan". Specifically, the operation plan is a "4D waypoint sequence" or a "4D volume". FIG. 3 is an example of a 4D waypoint sequence, showing the 4D waypoint P and the 4D waypoint sequence L. As shown in the figure, the 4D waypoint P is the position of the aircraft at each time, and the 4D waypoint sequence L is a sequence composed of 4D waypoints P.
[0028] In addition, in FIG. 3, the 4D waypoint P shows the position of the aircraft in the horizontal direction (X direction and Y direction), that is, the latitude and longitude. Actually, the 4D waypoint P also includes the position of the aircraft in the vertical direction (Z direction), that is, the altitude. The 4D waypoint sequence is suitable as an operation plan for an airplane or the like.
[0029] FIG. 4 is an example of a 4D volume, showing the 4D volume V in a specific time period. As shown in the figure, the 4D volume V is a certain range in the management target space S in the horizontal direction (X direction and Y direction) and the vertical direction (Z direction), indicating the range in which the aircraft sails in this time period. Note that the shape of the 4D volume V may be cylindrical or other shapes. The 4D volume is suitable as an operation plan for a drone or the like.
[0030] FIG. 5 is an example of the operation plan acquired by the operation plan acquisition unit 113 from each operation system 120. As shown in the figure, the operation plan includes a 4D waypoint sequence L1, a 4D waypoint sequence L2, and a 4D waypoint sequence L3. For example, the 4D waypoint sequence L1 is an operation plan acquired from the operation system 120A, the 4D waypoint sequence L2 is an operation plan acquired from the operation system 120B, and the 4D waypoint sequence L3 is an operation plan acquired from the operation system 120C. The operation plan acquisition unit 113 may acquire a 4D volume instead of the 4D waypoint sequence. Also, the operation plan acquisition unit 113 may acquire two or more operation plans from one operation system 120. The operation plan acquisition unit 113 supplies the acquired operation plan to the cell density identification unit 114.
[0031] The cell density identification unit 114 identifies the "cell density" based on the operation plan supplied from the operation plan acquisition unit 113. FIG. 6 is a schematic diagram of the cell density. The cell density is the number of aircraft that may be present in each cell C for each time period. For example, a cell C with a cell density of "3" indicates that a maximum of three aircraft are located within that cell C during that time period. Note that FIG. 6 shows the cell density on a specific horizontal plane of the management target space S, but in reality, the cell density is identified for each cell C shown in FIG. 2, that is, the cell density is identified three-dimensionally. The following Table 1 is an example of the time periods when the cell density is identified.
[0032]
Table 1
[0033] This time period is, for example, one minute, but is not particularly limited. Also, the lengths of each time period do not have to be equal. The cell density identification unit 114 identifies the cell density as shown in FIG. 6 for each time period. Details of the method for identifying the cell density will be described later. The cell density identification unit 114 notifies each operation system 120 of the identified cell density via the communication unit 111.
[0034] The operation plan adjustment unit 115 acquires the operation plan from each operation system 120 via the communication unit 111 and adjusts it as necessary. Details of this will also be described later.
[0035] The operation system 120 is a system that conducts aircraft operations, such as the operation systems of each airline company and each air mobility operation company. In FIG. 1, the aircraft operated by the operation system 120A is shown as aircraft 150A, the aircraft operated by the operation system 120B is shown as aircraft 150B, and the aircraft operated by the operation system 120C is shown as aircraft 150C. There may be multiple aircraft operated by each operation system 120. Each operation system 120 includes a communication unit 121 and an operation plan setting unit 122.
[0036] These are functional configurations realized by the cooperation of the hardware and software of an information processing device composed of a CPU, RAM, etc. The software is a program executable by the information processing device, and it may also be a program recorded on a recording medium readable by the information processing device. Also, each operation system 120 may be composed of one information processing device, or may be composed of a plurality of information processing devices directly or interconnected via a network.
[0037] The communication unit 121 is connected to the management system 110 and communicates with it. The configuration of the communication unit 121 is not particularly limited.
[0038] The operation plan setting unit 122 sets the operation plan. The operation plan is a 4D waypoint sequence (see FIG. 3) or a 4D volume (see FIG. 4) as described above. When the departure point, arrival point, departure time, arrival time, etc. are instructed by the user, the operation plan setting unit 122 can set the operation plan according to weather conditions and other conditions. Also, the operation plan setting unit 122 may set the operation plan according to the user's designation of 4D waypoints, etc. The operation plan setting unit 122 can also set two or more operation plans for the management target space S in the same time zone. The operation plan setting unit 122 notifies the management system 110 of the set operation plan via the communication unit 121.
[0039] [Regarding cell density identification] As described above, the cell density identification unit 114 identifies the cell density based on the operation plan acquired from each operation system 120. FIGS. 7 to 10 are schematic diagrams showing the identification of the cell density by the cell density identification unit 114, and the cell density in the time period from [00:01:00] to [00:01:59] will be described as an example. Hereinafter, this time will be referred to as the "target time period".
[0040] When the operation plan of the management target space S (see FIG. 5) is supplied from the operation plan acquisition unit 113 to the cell density identification unit 114, the 4D waypoint P at the start time [00:01:00] of the target time period is identified. FIG. 7 is a schematic diagram showing the 4D waypoint P at the start time [00:01:00]. The 4D waypoint P1 is the 4D waypoint at the same time in the 4D waypoint sequence L1. The 4D waypoint P2 is the 4D waypoint at the same time in the 4D waypoint sequence L2, and the 4D waypoint P3 is the 4D waypoint at the same time in the 4D waypoint sequence L3.
[0041] Next, the cell density identification unit 114 sets a "reachable area" for each identified 4D waypoint P. The reachable area is the area that the aircraft can reach in each time period, that is, the area that the aircraft can reach within the target time period from each 4D waypoint at the above start time. FIG. 8 is a schematic diagram showing the reachable area R set by the cell density identification unit 114. The reachable area R1 indicates the reachable area from the 4D waypoint P1, the reachable area R2 indicates the reachable area from the 4D waypoint P2, and the reachable area R3 indicates the reachable area from the 4D waypoint P3.
[0042] The shape of the reachable area R is not particularly limited. For example, it can be a rectangular parallelepiped shape extending forward or backward in the traveling direction from the four-dimensional waypoint P. In addition to this, it may also be a cylindrical shape centered on the four-dimensional waypoint P or the like. The cell density specifying unit 114 can adjust the shape of the reachable area R according to the performance of the aircraft, weather conditions, the fluctuation range from the assumed takeoff time, and the like.
[0043] The flight plans supplied from each flight operation system 120 are accompanied by temporal and spatial uncertainties. For example, a delay in the departure time, a flight earlier than planned due to being carried by the wind, a deviation of the flight path due to a misdetection of the position, and the like. By setting the reachable area by the cell density specifying unit 114, it is possible to include these uncertainties by the reachable area R.
[0044] Note that the reachable area R may be set together with the flight plan when the flight plan setting unit 122 of each flight operation system 120 sets the flight plan, instead of the cell density specifying unit 114, and supplied to the cell density specifying unit 114 together with the flight plan. The cell density specifying unit 114 may use the reachable area supplied from the flight plan setting unit 122 as it is, or may adjust and use it.
[0045] Subsequently, the cell density specifying unit 114 specifies the cell density using the reachable area R. The cell density specifying unit 114 sets the number of overlapping reachable areas R for each cell C as the cell density of that cell C. FIG. 9 is a schematic diagram showing the cell density. For example, in the cell C1 shown in FIG. 8, since two reachable areas R, i.e., the reachable area R1 and the reachable area R3, overlap, the cell density becomes "2" as shown in FIG. 9. Similarly, in the cell C2, since one reachable area R2 overlaps, the cell density becomes "1", and in the cell C3, since no reachable area R overlaps, the cell density becomes "0". In the above manner, the cell density specifying unit 114 specifies the cell density in the target time period as shown in FIG. 6.
[0046] The cell density determination unit 114 determines the cell density for each time period as described above. FIG. 10 is a schematic diagram showing four-dimensional waypoints P1 to P3 at the start time of the time period following the target time period, reachable regions R1 to R3, and cell density in the same time period. As shown in the figure, the four-dimensional waypoints P1 to P3 become the next four-dimensional waypoints in each four-dimensional waypoint sequence L, and the reachable regions R1 to R3 also move accordingly. Therefore, the cell density of each cell C also changes.
[0047] The cell density determination unit 114 can also determine the cell density when the operation plan is a four-dimensional waypoint sequence and a four-dimensional volume. FIG. 11 is a schematic diagram showing a four-dimensional waypoint sequence L1, a four-dimensional volume V1, and cell density, and shows the four-dimensional waypoint P1 and the reachable region R1 in the target time period. The four-dimensional volume V1 in the target time period is the region reachable by the aircraft in the same time period, that is, the reachable region, and is shown as the reachable region R4. As shown in FIG. 11, for each cell C, the cell density determination unit 114 sets the number of overlapping reachable regions R as the cell density of the cell C. Similarly, when the operation plan is a four-dimensional volume in all cases, the cell density determination unit 114 can determine the cell density as the four-dimensional volume and the reachable region.
[0048] [Operation of Traffic System] The operation of the traffic system 100 will be described. FIGS. 12 to 14 are flowcharts showing the operation of the traffic system 100. Although only one operation system 120 is shown in these figures, other operation systems 120 operate in the same manner.
[0049] First, the cell setting unit 112 of the management system 110 sets cells (see FIG. 2) (St111). The cell setting unit 112 may determine the time period and cell size to newly set cells, or may read the default settings to set cells.
[0050] When the cell density specifying unit 114 receives a request to obtain the cell density from each operation system 120, it notifies the cell density to each operation system 120 via the communication unit 111. At this time, the management system 110 notifies only the cell density to each operation system 120 and does not notify the operation plan of each operation system 120 to other operation systems 120. When the cell density specifying unit 114 receives a new operation plan from each operation system 120, it updates the cell density and notifies the updated cell density to each operation system 120.
[0051] Subsequently, the operation plan setting unit 122 of each operation system 120 sets an operation plan using the cell density notified from the management system 110 (St151). Specifically, the operation plan setting unit 122 sets the operation plan so as not to pass through cells with a cell density equal to or higher than the allowable value. The allowable value is, for example, "3", but other values may also be used. Hereinafter, a cell with a cell density equal to or higher than the allowable value is referred to as a "congested cell".
[0052] FIG. 15 is a schematic diagram showing an example of setting an operation plan by the operation plan setting unit 122. As shown in the figure, it is assumed that the 4D waypoint sequence L1, which is the operation plan, passes through a congested cell C4 with a cell density equal to or higher than the allowable value "3" in a specific time period. The operation plan setting unit 122 sets a new 4D waypoint sequence L1' as the operation plan so as not to pass through the congested cell C4. Hereinafter, the operation plan set by this operation plan setting unit 122 is referred to as the "set operation plan".
[0053] Since the cell density changes according to the time period as described above, the operation plan setting unit 122 sets the set operation plan so as not to pass through the congested cell for each time period. Note that the operation plan setting unit 122 can set the operation plan so as not to pass through the congested cell by changing the speed and passing time in addition to the position (longitude, latitude, and altitude) in the operation plan.
[0054] The operation plan setting unit 122 of each operation system 120 similarly sets the set operation plan and transmits the set operation plan to the management system 110.
[0055] In the management system 110, when receiving the set operation plan from each operation system 120, as described above, the cell density identification unit 114 identifies the cell density (see FIG. 6) for each time period based on the set operation plan (St112). The cell density identification unit 114 supplies the identified cell density to the operation plan adjustment unit 115.
[0056] When the cell density is supplied from the cell density identification unit 114 to the operation plan adjustment unit 115, the operation plan adjustment unit 115 performs overall adjustment of the set operation plan so that the cell density of each cell is below the allowable value (St113). FIGS. 16 and 17 are schematic diagrams showing the adjustment of the set operation plan by the operation plan adjustment unit 115. As shown in FIG. 16, assume that the set operation plans received from each operation system 120 are 4D waypoint sequences L1' to L3'. As shown in the figure, in this time period, the 4D waypoints P1 to P3 approach each other, and a congested cell C5 with a cell density of "3" or more is formed. This may occur because the operation plan setting unit 122 in each operation system 120 individually sets the operation plan using the cell density.
[0057] The operation plan adjustment unit 115 adjusts one or two or more of the 4D waypoint sequences L1' to L3' so that the cell density is below the allowable value. FIG. 17 shows an example in which the passing time of the 4D waypoint sequence L2' is changed to adjust the cell density of each cell to be "2" or less. Note that the operation plan adjustment unit 115 may adjust the set operation plan so that the cell density is below the allowable value by changing the speed and position (longitude, latitude, and altitude) in addition to the passing time in the set operation plan. When the cell density of all cells C is initially below the allowable value for the cell density supplied from the cell density identification unit 114, the operation plan adjustment unit 115 maintains the set operation plan as it is.
[0058] Next, the operation plan adjustment unit 115 performs local adjustment of the set operation plan (St114). Alternatively, the operation plan adjustment unit 115 may not perform local adjustment of the set operation plan. For the set operation plan for which overall adjustment has been performed or for which overall adjustment is unnecessary, the operation plan adjustment unit 115 detects the overlap of reachable areas among the set operation plans for each time period. FIG. 18 is a schematic diagram showing local adjustment of the set operation plan by the operation plan adjustment unit 115. As shown in the figure, the operation plan adjustment unit 115 detects the overlap of the reachable area R in each time period.
[0059] When an overlap of the reachable area R occurs as shown in the figure, the operation plan adjustment unit 115 changes the position, passing time, or speed for one or more of the operation plans and adjusts them so that the overlap of the reachable area R is eliminated.
[0060] When there is no overlap of the reachable area R, the operation plan adjustment unit 115 does not perform local adjustment and maintains the set operation plan as it is. Similarly, the operation plan adjustment unit 115 detects the overlap of the reachable area R among the set operation plans for each time period and adjusts them so that the overlap of the reachable area R is eliminated. This is necessary to ensure safety even when the cell density is below the allowable value and when multiple operation plans are approaching too closely.
[0061] In this way, the operation plan adjustment unit 115 performs one or both of overall adjustment and local adjustment on the set operation plan as necessary. Hereinafter, the operation plan on which overall adjustment and local adjustment have been performed is referred to as the "adjusted operation plan". The operation plan adjustment unit 115 transmits the adjusted operation plan to each operation system 120. Note that when the operation plan adjustment unit 115 does not perform either overall adjustment or local adjustment on the set operation plan received from each operation system 120, it is not necessary to transmit the adjusted operation plan to that operation system 120.
[0062] When each operation system 120 receives the adjusted operation plan from the operation plan adjustment unit 115, it notifies the operation plan adjustment unit 115 of its approval or disapproval of the adjusted operation plan. When the operation system 120 approves the adjusted operation plan, the operation plan adjustment unit 115 registers the adjusted operation plan (St115). When the operation system 120 does not approve the adjusted operation plan, the operation system 120 re-executes the above operations from the operation plan setting (St151). When the operation plan adjustment unit 115 has not performed either the overall adjustment or the local adjustment, it registers the set operation plan as the operation plan (St115). The cell density specifying unit 114 specifies the cell density for the registered operation plan and updates the cell density (St116).
[0063] Figure 13 is a flowchart when an external factor occurs after the registration of the operation plan. As shown in the figure, after the management system 110 registers the operation plan (St115) and updates the cell density (St116), when an external factor occurs, the management system 110 registers the operation plan again (St117) and updates the cell density (St118) as necessary.
[0064] External factors include a decrease in the allowable value of the cell density, the registration of a high-priority operation plan, etc. The management system 110 further performs the overall adjustment (St119) and local adjustment (St120) of the operation plan as necessary, and transmits the adjusted operation plan or a cancellation notice due to adjustment failure to the operation system 120. When the operation system 120 approves the adjusted operation plan, the operation plan adjustment unit 115 registers the adjusted operation plan (St121) and updates the cell density (St122). When the operation system 120 does not approve the adjusted operation plan, the operation system 120 re-executes the above operations from the operation plan setting (St151).
[0065] FIG. 14 is a flowchart when a modification request for the operation plan is made from the operation system 120 after the registration of the operation plan. As shown in the figure, after the management system 110 registers the operation plan (St115) and updates the cell density (St116), when a modification request for the operation plan is made from the operation system 120, the management system 110 registers the modified operation plan or deletion of the operation plan (St123) and updates the cell density (St124).
[0066] The management system 110 further performs overall adjustment (St125) and local adjustment (St126) of the operation plan as necessary, and transmits the adjusted operation plan or a cancellation notice due to adjustment failure to each operation system 120. When the operation system 120 approves the adjusted operation plan, the operation plan adjustment unit 115 registers the adjusted operation plan (St127) and updates the cell density (St128). When the operation system 120 does not approve the adjusted operation plan, the operation system 120 re-executes the above operations from the setting of the operation plan (St151).
[0067] The traffic system 100 operates as described above. In the above description, the case where the operation plan is a 4D waypoint sequence has been described. Hereinafter, the case where the operation plan is a 4D volume will be described. Since the management system 110 and the operation system 120 operate almost in the same manner even when the operation plan is a 4D volume, only the differences will be described.
[0068] FIG. 19 is a schematic diagram showing an example of the setting (St151) of the operation plan by the operation plan setting unit 122. As shown in the figure, it is assumed that a 4D volume V1, which is an operation plan, overlaps with a congested cell C6 where the cell density is 3 or more, which is an allowable value, in a specific time period. The operation plan setting unit 122 sets a 4D volume V1' that is an operation plan so as not to overlap with the congested cell C6. Note that the 4D volume is an area where an aircraft can reach within the target time period, that is, a reachable area, and is accompanied by temporal and spatial uncertainties. Due to this uncertainty, the width of the entry time to exit time within the 4D volume expands, and the size of the 3D volume also expands.
[0069] The operation plan setting unit 122 can set an operation plan so as not to overlap with cells having a cell density equal to or higher than the allowable value by changing the position (longitude, latitude, and altitude) and the stay time in the operation plan. The operation plan setting unit 122 of each operation system 120 similarly sets a set operation plan and transmits the set set operation plan to the management system 110.
[0070] FIGS. 20 and 21 are schematic diagrams showing the overall adjustment (St113) of the set operation plan by the operation plan adjustment unit 115. As shown in FIG. 20, assume that the set operation plans received from the respective operation systems 120 are four-dimensional volumes V1' to V3'. As shown in the figure, in this time zone, the four-dimensional volumes V1' to V3' approach each other, and a congested cell C7 is formed.
[0071] The operation plan adjustment unit 115 adjusts one or two or more of the four-dimensional volumes V1' to V3' so that the cell density becomes equal to or lower than the allowable value. FIG. 21 shows an example in which the position (longitude, latitude, and altitude) of the four-dimensional volume V2' is changed so that the cell density of any cell becomes "2" or less. Note that the operation plan adjustment unit 115 may adjust the operation plan so that the cell density becomes equal to or lower than the allowable value by changing not only the position but also the stay time and the like in the operation plan.
[0072] FIG. 22 is a schematic diagram showing the local adjustment (St114) of the set operation plan by the operation plan adjustment unit 115. The operation plan adjustment unit 115 detects the overlap between the four-dimensional volumes, that is, the overlap of the reachable areas, in each time zone. FIG. 22 shows the overlap between the four-dimensional volume V1' and the four-dimensional volume V2'. When the interval between such paths is less than the threshold value, the operation plan adjustment unit 115 changes the position or the stay time or the like for one or more of the respective four-dimensional volumes as shown in the figure, and adjusts so that the overlap between the four-dimensional volumes is eliminated.
[0073] The operation plan adjustment unit 115 performs either or both of overall adjustment and local adjustment on the set operation plan as necessary, and transmits the adjusted operation plan to each operation system 120. When the operation plan is a 4D volume, the traffic system 100 operates as described above. Note that the operation plan may be a mixture of both a 4D waypoint sequence and a 4D volume, and in this case as well, the traffic system 100 operates in the same manner.
[0074] [Effect by Traffic System] The effect by the traffic system 100 will be described.
[0075] In the traffic system 100 as described above, based on the operation plan provided from each operation system 120, the management system 110 specifies the cell density and notifies each operation system 120 of the cell density. Each operation system 120 sets the operation plan so as to avoid congested cells according to the cell density, and provides the set operation plan to the management system 110. The management system 110 makes adjustments as necessary to the acquired operation plan and generates the final operation plan.
[0076] On the other hand, conventionally, when making centralized adjustments in the management system, only the management system made adjustments to the operation plans transmitted from each operation system. In this case, when the operation density and frequency are high, the processing load on the management system increases. Also, there may be a preference for the operation plan in the operation system. Preferences are, for example, attaching importance to the timeliness of navigation, attaching importance to fuel efficiency, and having points that one wants to pass through. However, when only the management system side adjusts the operation plan, there is a risk that such preferences of the operation system will not be reflected.
[0077] On the one hand, in the traffic system 100 according to the present embodiment, the operation system 120 sets an operation plan so as to avoid congested cells. Since the management system 110 only adjusts between operation plans when congested cells still occur, the necessity for adjustment by the management system 110 is significantly reduced, and the processing load on the management system is reduced. Further, if there is no need for adjustment by the management system 110, the operation plan set by the operation system 120 becomes the final operation plan, so that the preferences on the operation system 120 side are more likely to be reflected.
[0078] Also conventionally, for efficient operation plan adjustment, it is necessary to share operation plan information between each operation system and the management system, and for example, it may be necessary to provide the operation plan of Company A to Company B. This is not preferable from the viewpoints of information protection and security. In contrast, in the traffic system 100 according to the present embodiment, only the cell density (see FIG. 6) is provided from the management system 110 to each operation system 120, and the operation plans of other operation systems 120 are not provided. Therefore, it is possible to share information and adjust the operation plan in a form in which detailed operation plans are concealed between the management system 110 and each operation system 120. Further, it is also possible to add noise to the cell density when necessary to enhance the confidentiality.
[0079] Furthermore, in the traffic system 100, it is possible to specify the cell density using the reachable area. The operation plan provided by the operation system 120 to the management system 110 involves temporal uncertainty and spatial uncertainty. FIG. 23 is a schematic diagram showing examples of the 4D waypoint sequences L4 and L5 and the cell density of the operation plan provided from the operation system 120, and shows the cell density specified without considering the uncertainty.
[0080] Specifically, the cell density is the number of 4D waypoints that overlap with each cell C in a specific time period. The number of overlaps between the 4D waypoint P4 in a specific time period of the 4D waypoint sequence L4 and the 4D waypoint P5 in the same time period of the 4D waypoint sequence L5 is used as the cell density. In this case as shown in the figure, even if the 4D waypoint P4 and the 4D waypoint P5 are close to each other, since they overlap with different cells C, the closeness is not reflected in the cell density.
[0081] On the other hand, FIG. 24 is a schematic diagram showing an example of the 4D waypoint sequences L4 and L5 and the cell density, and the cell density is specified considering uncertainty. Specifically, a reachable region R4 for the 4D waypoint P4 and a reachable region R5 for the 4D waypoint P5 are set, and the number of reachable regions that overlap with each cell C in a specific time period is used as the cell density. In this case as shown in the figure, the closeness between the 4D waypoint P4 and the 4D waypoint P5 is reflected in the cell density. Therefore, the cell density with uncertainty already incorporated is shared between each operation system 120 and the management system 110, enabling safe plan adjustment based on it.
[0082] Furthermore, for safety and efficiency, it may be necessary to control the density and frequency of operations at specific resources (such as takeoff / landing locations, confluence points of flight routes, etc.) that characterize the operation situation considering uncertainty. On the other hand, it is also conceivable that the operation plan may concentrate in a non-resource area avoiding specific resources that are prone to congestion, and countermeasures are required. FIG. 25 is a schematic diagram showing the 4D waypoint sequences L6 to L8 and the cell C. In the figure, the cell C8 is the cell corresponding to the takeoff / landing point T1, the cell C9 is the cell corresponding to the takeoff / landing point T2, and the cell C10 is the cell corresponding to the confluence point T3.
[0083] In the traffic system 100, it is possible to manage and adjust the density and frequency information of operations at each resource through the cell density that reflects uncertainty. Also, since it is possible to manage and control the density and frequency at any point within the airspace, it is possible to avoid the phenomenon where flight routes concentrate in non-resource areas that avoid specific resources.
[0084] Also, in the traffic system 100, it is necessary to be able to perform adjustments even in an environment where flight plans represented by a 4D waypoint sequence and flight plans represented by a 4D volume coexist. As described above, in the traffic system 100, by converting both the 4D waypoint sequence and the 4D volume into cell density (see Fig. 11), it is possible to perform adjustments even in an environment where flight plans represented by a 4D waypoint sequence and flight plans represented by a 4D volume coexist.
[0085] Furthermore, conventionally, in a situation where operations are overcrowded, when adjusting the flight plan, the results of local adjustments tend to spread throughout and cause a chain reaction of adjustment targets. On the other hand, in the traffic system 100, as described above, by performing an overall adjustment of the cell density prior to local adjustments and thereby avoiding overcrowded situations, it is possible to prevent a chain reaction of adjustment targets even when performing local adjustments.
[0086] [Modification Example] In this embodiment, the traffic system 100 has been described as a system related to aircraft traffic, but the traffic system 100 is also applicable to moving bodies other than aircraft, such as ships, automobiles, robots, or artificial satellites. The managed space and cells are not limited to three-dimensional ones, and two-dimensional ones may also be used.
[0087] As described above, the embodiments of the present invention have been explained, but the present invention is not limited to only these embodiments, and it goes without saying that various modifications can be made.
Explanation of Reference Numerals
[0088] 100…Traffic System 110…Management System 111…Communication Unit 112…Cell setting unit 113…Operation plan acquisition unit 114…Cell density determination unit 115…Operation plan adjustment unit 120…Operation system 121…Communication unit 122…Operation plan setting unit
Claims
1. A cell density determination unit that determines a cell density, which is the number of mobile objects that may be present in each cell during each time period, for a management space partitioned into a plurality of cells based on an operation plan of the mobile objects obtained from an operation system of the mobile objects, and notifies the operation system of the cell density. A management system comprising:
2. The management system according to claim 1, an operation plan adjustment unit that adjusts the operation plan acquired from the operation system so that the cell density is equal to or less than a tolerance value; The management system further comprises:
3. The management system according to claim 2, The operation plan adjustment unit adjusts the operation plans so as to eliminate overlapping between reachable areas in the operation plans when the reachable areas are overlapping between the operation plans, assuming that the areas in which the moving object may reach in each time period are reachable areas. Management system.
4. The management system according to claim 1, The cell density specifying unit determines the number of overlaps of reachable areas that the mobile object may reach in each time period with each of the cells as the cell density of each of the cells in each time period. Management system.
5. The management system according to claim 1, The flight plan is a four-dimensional waypoint sequence. Management system.
6. The management system according to claim 1, The flight plan is a four-dimensional volume. Management system.
7. The management system according to claim 1, the moving object is an aircraft, The operation plan is a flight plan. Management system.
8. The management system according to claim 7, The moving object is an airplane, a helicopter, an unmanned aerial vehicle, or air mobility. Management system.
9. The management system according to claim 1, The managed space includes at least one of a takeoff and landing point of the moving object and an airplane parking area. Management system.
10. an operation plan setting unit that, when a cell density, which is the number of moving objects that may exist in each cell during each time period, is notified from the management system for a management space partitioned into a plurality of cells, sets the operation plan so that the cell density is equal to or less than an allowable value, and notifies the management system of the set operation plan; An operating system that includes the above.
11. a management system for identifying a cell density, which is the number of mobile objects that may be present in each cell during each time period, based on an operation plan of the mobile objects obtained from an operation system of the mobile objects, for a management target space partitioned into a plurality of cells, and notifying the operation system of the cell density; an operation system that, when the cell density is notified from the management system, sets the operation plan so that the cell density is equal to or less than a tolerance value, and notifies the management system of the set operation plan; A transportation system comprising: