Traffic control system and method utilizing constraint information

Abstract

To provide an air traffic control system that simplifies monitoring items and reduces the burden on air traffic controllers while ensuring aircraft safety by converting the constraints of each aircraft into distance and visualizing the inviolable zone of each aircraft. [Solution] The traffic control system of the embodiment includes a protection level calculation processing unit that calculates a protection level, which is an index indicating the degree of position error due to positioning using satellite information acquired from GNSS satellites, using satellite information and identification information and position information of a moving object operated in a traffic system controlled by the traffic control system; a constraint distance conversion processing unit that converts preconditions for the operation of a moving object into constraint conditions expressed in distance; and a constraint synthesis processing unit that calculates at least one of the following based on the protection level and constraint conditions: position information of the moving object, an inviolable area for each moving object, an inviolable area due to the conditions of the route, and an inviolable area due to weather conditions.

Description

Technical Field

[0001] Embodiments of the present invention relate to a traffic control system and method that utilize constraint information. Background Art

[0002] Trajectory-based operation, also known as TBO (Trajectory Based Operation), is an operation concept for future air traffic systems that plans the four-dimensional trajectory (three-dimensional position and time) of an aircraft and operates based on said trajectory.

[0003] Various benefits including increased airspace capacity, improved operation efficiency and reduced CO₂ emissions are expected from the realization of trajectory-based operation.

[0004] Furthermore, the use of satellite navigation has increased the flexibility of aircraft flight paths, and flexible route changes in response to changes such as meteorological conditions are currently planned. However, management of high-flexibility flight has become increasingly complex, and the traffic control systems that monitor such flights have also become more complicated.

[0005] In traffic control, the operation status is grasped by mapping aircraft flying on air routes onto a map, and safety is ensured by maintaining a minimum separation distance between aircraft.

[0006] However, due to the introduction of satellite navigation and altitude separation of flight paths, the operation routes of aircraft have become more complex. Furthermore, when considering detours caused by changes in constraint conditions such as meteorological conditions, grasping aircraft operation routes becomes even more difficult. Prior Art Documents Patent Documents

[0007] Patent Document 1 Japanese Unexamined Patent Application Publication No. 2001-253594 Patent Document 2 Japanese National Phase PCT Publication No. 2021-500681 Patent Document 3 Japanese Patent Application Publication No. 9-249200 [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] The problem that this invention aims to solve is to provide an air traffic control system and method that utilizes constraint information, which simplifies monitoring items and reduces the burden on air traffic controllers while ensuring aircraft safety, by converting the constraints of each aircraft into distance and visualizing the inviolable area of ​​each aircraft. [Means for solving the problem]

[0009] The traffic control system of the embodiment includes a protection level calculation processing unit that calculates a protection level, which is an index indicating the degree of position error due to positioning using satellite information acquired from GNSS satellites, using satellite information and identification information and position information of moving objects operated in a traffic system controlled by the traffic control system; a constraint distance conversion processing unit that converts preconditions for the operation of moving objects into constraint conditions expressed in distance; and a constraint synthesis processing unit that calculates at least one of the following based on at least the protection level and constraint conditions: position information of moving objects, inviolable areas for each moving object, inviolable areas due to conditions of the route, and inviolable areas due to weather conditions. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a block diagram showing an example configuration of a traffic control system to which a traffic control method utilizing constraint information of the embodiment is applied. [Figure 2] Figure 2 illustrates the dynamic setting of the inviolable area, which takes into account the distance converted by the constraints that change moment by moment. [Figure 3] Figure 3 is a conceptual diagram illustrating an example of defining an inviolable area in three dimensions. [Figure 4]Figure 4 shows how, when the aircraft's position is certain, an inviolable area is defined starting from the aircraft's position coordinates, taking into account various constraints. [Figure 5] Figure 5 illustrates how, when the aircraft's position is uncertain, an inviolable area is established starting from an area determined by the positional accuracy in satellite positioning. [Figure 6] Figure 6 is a diagram illustrating the inviolable area during aircraft landing. [Figure 7] Figure 7 shows an example of setting an inviolable zone for each runway. [Modes for carrying out the invention]

[0011] Embodiments of the present invention will be described below with reference to the drawings. The drawings are schematic or conceptual, and the relationship between the thickness and width of each part, the ratio of the sizes of the parts, etc., are not necessarily the same as those of reality. Furthermore, even when representing the same part, the dimensions and ratios may be represented differently in the drawings. In this specification and each drawing, elements similar to those described in previously shown drawings are denoted by the same reference numerals, and detailed explanations and redundant explanations are omitted as appropriate.

[0012] Figure 1 is a block diagram showing an example configuration of a traffic control system to which a traffic control method utilizing constraint information of the embodiment is applied.

[0013] The traffic control system 10 of the embodiment is a traffic control system 10 that utilizes constraint information, and comprises a protection level calculation processing unit 12, a constraint condition distance conversion processing unit 14, a constraint condition synthesis processing unit 16, an alarm determination unit 18, and a display unit 19.

[0014] The traffic control system 10 can be applied to any transportation system, such as railway systems or aviation systems. Below, we will describe an example of its application to an aviation system.

[0015] The protection level calculation processing unit 12 calculates a protection level (positional accuracy) D for each aircraft based on the position of the aircraft 30, which is a moving body operated in a traffic system, and the performance of the GNSS receiver 22 included in the aircraft 30. Specifically, the protection level calculation processing unit 12 calculates the protection level (positional accuracy) D for each aircraft identified by the identification information (b1, d1) using satellite information s and position information b2 or position information d2.

[0016] The satellite information s is provided from a GNSS receiver 22 that receives the satellite information s from a GNSS satellite 20. The GNSS receiver 22 is provided outside the traffic control system 10, but may be incorporated in the traffic control system 10.

[0017] Aircraft identification information b1 and position information b2 are generated by an ADS-B receiver 32 based on navigation performance information a provided from the aircraft 30.

[0018] Aircraft identification information d1 and position information d2 are generated by a traffic control radar 34 based on aircraft identification information c1 and position information c2 provided from the aircraft 30.

[0019] The protection level D is an index indicating a degree of position error in positioning using the satellite information s of the GNSS satellite 20 due to factors such as satellite arrangement, and serves as an index indicating deterioration of positional accuracy when a failure occurs in the GNSS satellite 20. Conceptually, the protection level D can be considered as a range within which 99.999999% of position errors (positioning errors) fall.

[0020] The constraint distance conversion processing unit 14 converts the preconditions for the operation of a moving object into constraints expressed in terms of distance. Specifically, the constraint distance conversion processing unit 14 converts the aircraft type information e1 included in the aircraft information e into constraints e2 for each aircraft type expressed in terms of distance, the safety distance f1 included in the aircraft operation information f into constraints f2 for each aircraft type expressed in terms of distance, the air route g1, airport route g2, decision height g3 included in the air route information g into constraints g4 for each air route expressed in terms of distance, and the weather phenomenon information h1 obtained from the weather radar h that affects aircraft operation, such as lightning information, downbursts, and shear lines, into constraints h3 for each weather phenomenon expressed in terms of distance.

[0021] In this way, converting constraints into distance-based constraints makes it easier to add more constraints.

[0022] Furthermore, weather phenomenon information h1 may be obtained not only from weather radar h, but also from the Japan Meteorological Agency's lightning information service and nowcast.

[0023] The constraint synthesis processing unit 16 calculates aircraft position information J1, inviolable area J2 for each aircraft, inviolable area J3 due to air route conditions, and inviolable area J4 due to weather conditions, based on the protection level D calculated by the protection level calculation processing unit 12, aircraft identification information b1 and position information b2 from the ADS-B receiver 32, aircraft identification information d1 and position information d2 from the air traffic control radar 34, aircraft type-specific constraint conditions e2, aircraft type-specific constraint conditions f2, air route-specific constraint conditions g4, and weather phenomenon-specific constraint conditions h3 from the constraint distance conversion processing unit 14.

[0024] Airway Inviolable Area J3 is an inviolable area based on operational agreements along airways.

[0025] These calculation results J1 to J4, calculated by the constraint synthesis processing unit 16, are output to the alarm determination unit 18 and the display unit 19.

[0026] The alarm determination unit 18 determines whether an alarm is necessary based on the calculation results J1 to J4 output from the constraint synthesis processing unit 16. If it determines that an alarm is necessary, it sounds a buzzer L. It also outputs the determination result M to the display unit 19.

[0027] The display unit 19 receives the calculation results J1 to J4 output from the constraint synthesis processing unit 16. The display unit 19 also receives rainfall information h2 obtained from the weather radar h, and the map i1 and altitude i2 obtained from the map information i. Based on the calculation results J1 to J4, rainfall information h2, map i1, and altitude i2, the display unit 19 displays the aircraft 30's position information and various inviolable areas on the map. It can also overlay the rainfall information h2 and other information on the map.

[0028] Furthermore, the display unit 19 can also display the judgment result M output from the alarm judgment unit 18 when the alarm judgment unit 18 determines that an alarm is necessary.

[0029] According to a traffic control system to which a traffic control method utilizing constraint information of the embodiment is applied, the above configuration can achieve the following effects.

[0030] According to the first effect achieved by a traffic control system to which the traffic control method utilizing constraint information of the embodiment is applied, the inviolable area can be dynamically set by considering not only predetermined safety intervals but also distances converted from constraint conditions that change moment by moment, thereby contributing to safer aircraft operation.

[0031] Figure 2 illustrates the dynamic setting of the inviolable area, which takes into account the distance converted by the constraints that change moment by moment.

[0032] Figure 2(a) shows a conventional method for setting an inviolable area. Conventionally, an inviolable area has been set by ensuring a safe distance N for aircraft 30 on an airway 40 using a fixed parameter value. This method does not take into account the constraints that change moment by moment, so once an inviolable area is set, it cannot be changed.

[0033] On the other hand, Figures 2(b1) and 2(b2) show the setting of the inviolable area in the traffic control system 10 of the embodiment. In the traffic control system 10 of the embodiment, the constraint condition synthesis processing unit 16 determines the inviolable area by considering the stricter of the following two factors: the distance that takes into account the position accuracy Q in satellite navigation and a predetermined safety interval N, and the safety distance obtained by converting the constraint conditions that change moment by moment into distance. An example of a constraint condition that changes moment by moment is, but is not limited to, the area affected by wake turbulence P.

[0034] In the case of Figure 2(b1), the affected area P due to the wake turbulence is small, and the affected area P does not exceed the safety interval N considered for the position accuracy Q. Therefore, the area where the safety interval N is considered for the position accuracy Q becomes the inviolable area Y1.

[0035] On the other hand, in the case of Figure 2(b2), the affected area P due to wake turbulence becomes larger, and behind the aircraft 30, the affected area P due to wake turbulence exceeds the inviolable area Y1 set in Figure 2(b1). In this case, the area obtained by adding the affected area P that exceeds the inviolable area Y1 to the inviolable area Y1 becomes the new inviolable area Y2.

[0036] Thus, according to the traffic control system of this embodiment, the inviolable area can be dynamically set by taking into account not only predetermined safety intervals but also distances converted from constraints that change moment by moment, thereby contributing to safer aircraft operations.

[0037] Next, according to the second effect achieved by a traffic control system to which the traffic control method utilizing the constraint information of the embodiment is applied, an inviolable area can be set in three dimensions to ensure safety in highly demarcated airspace.

[0038] Figure 3 is a conceptual diagram illustrating an example of defining an inviolable area in three dimensions.

[0039] As shown in Figure 3, the constraint synthesis processing unit 16 sets inviolable areas Y1 and Y2 in high-altitude airspace A as described in Figure 2, similarly sets inviolable areas Y1 and Y2 in airspace B at a lower altitude than airspace A as described in Figure 2, and similarly sets inviolable areas Y1 and Y2 in airspace C at a similar altitude to airspace B but different from airspace B as described in Figure 2.

[0040] In this way, by managing inviolable areas in three dimensions, it becomes possible to ensure safety in highly defined airspace.

[0041] Furthermore, according to the third effect achieved by a traffic control system to which the traffic control method utilizing the constraint information of the embodiment is applied, an inviolable area can be safely defined taking into account the positional accuracy in satellite positioning.

[0042] For example, if the position of the aircraft 30 is certain, such as through radar detection, an inviolable area is defined by considering various constraints, starting from the position coordinates of the aircraft 30. This will be explained using Figure 4.

[0043] Figure 4 shows how, when the aircraft's position is certain, an inviolable area is defined starting from the aircraft's position coordinates, taking into account various constraints.

[0044] The aircraft 30 shown in Figure 4(a) has position coordinates (x,y,z). When the position coordinates of the aircraft 30 are reliably known in this way, an inviolable area Y2 is set, as shown in Figure 4(b), starting from the position coordinates (x,y,z), taking into account various constraints such as the position accuracy Q obtained by satellite navigation and the range of influence P due to wake turbulence.

[0045] On the other hand, if the position of the aircraft 30 is uncertain, such as being based on positioning by GNSS satellites 20, the inviolable area is set starting from an area determined by the position accuracy Q in satellite positioning, rather than the position coordinates (x,y,z) of the aircraft 30, taking into account the safety interval N and the range of influence P due to wake turbulence. This will be explained using Figure 5.

[0046] Figure 5 illustrates how, when the aircraft's position is uncertain, an inviolable area is established starting from an area determined by the positional accuracy in satellite positioning.

[0047] Figure 5(a) shows that the position of aircraft 30 is uncertain, its coordinates cannot be determined, and it is somewhere within area Q determined by the position accuracy in satellite navigation. In such a case, as shown in Figure 5(b), an inviolable area Y3 is set starting from the area determined by the position accuracy Q in satellite positioning, taking into account the safety interval N and the range of influence P due to wake turbulence.

[0048] In this way, by appropriately changing the method of defining the inviolable area depending on the certainty or uncertainty of the aircraft's position, it becomes possible to ensure safety in the airspace.

[0049] Furthermore, according to the fourth effect achieved by a traffic control system to which the traffic control method utilizing the constraint information of the embodiment is applied, the inviolable area can be calculated using the decision height as a constraint condition during landing. This will be explained using Figure 6.

[0050] Figure 6 is a diagram illustrating the inviolable area during aircraft landing.

[0051] When an aircraft 30 performs a precision approach and landing on runway R, the decision height g3 and RVR (Runway Visual Range) are determined according to the category. There are three categories: CAT-I, CAT-II, and CAT-III, with CAT-II and CAT-III being classified as higher categories. For CAT-I operations, a decision height of 60m or more and an RVR of 550m or more are required for autopilot precision approach and landing, while for CAT-II operations, a decision height of 30m or more and an RVR of 300m or more are required, and for CAT-III operations, a decision height of no decision height, or less than 30m and an RVR of 50m or more but less than 300m can be used to safely perform a precision approach and landing using autopilot.

[0052] During landing, the area up to decision height g3 is designated as an inviolable area Y. Therefore, if there are problems with the landing of the following aircraft 30 (#2) after the landing of the preceding aircraft (#1), the following aircraft (#2) will be able to hold.

[0053] Furthermore, according to a fifth effect achieved by a traffic control system to which the traffic control method utilizing the constraint information of the embodiment is applied, by setting an inviolable area for each runway R around the runway, aircraft assigned to different runways can take off and land in parallel. This will be explained using Figure 7.

[0054] Figure 7 shows an example of setting an inviolable zone for each runway.

[0055] Figure 7 illustrates two runways, R1 and R2. On runway R1, similar to runway R shown in Figure 6, the leading aircraft 30 (#1) is descending below decision height g3 (#1) and entering landing approach, followed by the following aircraft 30 (#2). On runway R2, aircraft 30 (#3) is scheduled to land, although it has not yet descended to decision height g3 (#2).

[0056] Thus, when there are multiple runways R, an inviolable area is established for each of the runways R1, R2, etc. This allows for parallel takeoffs and landings on runways R1 and R2, without being affected by the adjacent runway.

[0057] While several embodiments of the present invention have been described, these embodiments are presented as examples only and are not intended to limit the scope of the invention. These embodiments can be carried out in a variety of other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their variations are included in the scope and spirit of the invention, as well as in the claims and their equivalents. [Explanation of Symbols]

[0058] 10. Traffic control system 12 Protection Level Calculation Processing Unit 14. Constraint Condition Distance Conversion Processing Unit 16. Constraint Composition Processing Unit 18 Alarm detection unit 19 Display section 20 GNSS satellites 22 GNSS receivers 30 aircraft 32 ADS-B receivers 34. Traffic control radar 40 air route A,B,C airspace D Protection Level J1 Aircraft position information J2 Inviolable Area for Each Aircraft J3 Inviolable Area under Air Route Conditions J4 Inviolable area due to weather conditions L Buzzer sound M Alarm result N safety distance Impact exceeding P P: Area affected by wake turbulence Q: Position accuracy using satellite navigation Runways R, R1, and R2 Y Inviolable Area a Navigation performance information b1 Aircraft identification information b2 Position information c Aircraft identification information and position information d1 Aircraft identification information d2 Position information e Aircraft information e1 Aircraft model information e2 Constraint conditions f Operation information f1 Safe distance f2 Constraint conditions g Air route information g1 Air route g2 Airport route g3 Decision height g4 Constraint conditions h Weather radar h1 Meteorological phenomenon information h2 Rainfall information h3 Constraint conditions i Map information i1 Map i2 Altitude s Satellite information x Position coordinate y Position coordinate z Position coordinate

Claims

1. A traffic control system that utilizes constraint information, A protection level calculation processing unit calculates a protection level, which is an index indicating the degree of position error due to positioning using satellite information acquired from GNSS satellites, using the said satellite information and identification information and position information of a moving object operating in a traffic system controlled by the said traffic control system. A constraint distance conversion processing unit converts the preconditions for the operation of the aforementioned moving object into constraints expressed in terms of distance, A traffic control system comprising a constraint synthesis processing unit that calculates at least one of the following based on the protection level and the constraints: the location information of the moving object, the inviolable area of ​​each moving object, the inviolable area based on the conditions of the route, and the inviolable area based on weather conditions.

2. The traffic control system according to claim 1, further comprising an alarm determination unit that determines whether an alarm is necessary based on the calculation results of the constraint synthesis processing unit, and sounds a buzzer if it is determined that an alarm is necessary.

3. The traffic control system according to claim 2, further comprising a display unit for displaying the calculation results of the constraint synthesis processing unit on a map.

4. The traffic control system according to claim 3, wherein the display unit further displays rainfall information superimposed on the map.

5. The traffic control system according to claim 3, wherein the display unit further displays the determination result by the alarm determination unit.

6. The traffic control system according to claim 1, wherein the preconditions for the operation of the moving object include at least one of the following: type information of the moving object, safe distance of the moving object, route of the moving object, and weather phenomenon information affecting the operation of the moving object.

7. The traffic control system according to claim 1, wherein the constraint synthesis processing unit dynamically determines the inviolable area of ​​each moving object.

8. The traffic control system according to claim 1, wherein the constraint synthesis processing unit sets the inviolable area of ​​each moving body in three dimensions.

9. The traffic control system according to claim 1, wherein the constraint synthesis processing unit sets an inviolable area for each moving body starting from the position coordinates of the moving body when the position of the moving body is certain, and sets an inviolable area for each moving body starting from an area determined by the position accuracy of satellite positioning when the position of the moving body is uncertain.

10. The aforementioned mobile entity is an aircraft. The traffic control system according to claim 8, wherein the constraint condition synthesis processing unit sets an inviolable area for each of the moving objects using the decision height at the time of landing of the aircraft as the constraint condition.

11. The traffic control system according to claim 10, wherein the constraint synthesis processing unit sets an inviolable area for each of the moving objects for each runway.

12. A traffic control method implemented by a traffic control system that utilizes constraint information, The aforementioned traffic control system The protection level, which is an index indicating the degree of position error due to positioning using satellite information acquired from GNSS satellites, is calculated using the said satellite information and the identification information and position information of a mobile object operating in a traffic system controlled by the said traffic control system. The preconditions for the operation of the aforementioned moving object are converted into constraints expressed in terms of distance, A traffic control method that calculates at least one of the following based on the protection level and the constraints: the location information of the moving object, the inviolable area of ​​each moving object, the inviolable area based on the conditions of the route, and the inviolable area based on weather conditions.

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