Traffic management system

Abstract

To allow a ground support apparatus to smoothly perform operation.SOLUTION: An operation management system 22 for managing operation of a plurality of ground support apparatuses 13 arranged in an airport includes: a schedule generation unit 32 which generates an operation schedule of the ground support apparatuses 13 on the basis of a flight schedule of the airport; a route setting unit 33 which sets routes to operation positions of the ground support apparatuses 13, on the basis of the operation schedule; and a simulation unit 34 which executes simulation for the case of operating the ground support apparatuses 13 in accordance with the operation schedule and the routes.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to an operation control system for managing the operation of a plurality of ground support devices deployed at an airport. [Background technology]

[0002] Conventionally, airports have been equipped with multiple pieces of ground support equipment (GSE) for performing various ground support tasks. Such ground support equipment is generally called GSE (Ground Support Equipment), and there are various types of GSE, such as high-lift loaders, belt loaders, towing tractors, and passenger steps. For example, Patent Document 1 discloses an electric belt loader as an example of GSE. Currently, work schedules, such as when and where to use each GSE, are created manually. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-240812 Summary of the Invention [Problem to be solved by the invention]

[0004] When there is a delay in the ground support work performed by the GSE or when there is a change in the flight schedule, the work schedule must be rescheduled. Furthermore, if there are deficiencies in the work schedule to begin with, even if the work is being performed according to the schedule, it may cause problems. Manually rescheduling the work schedule in these cases is extremely time-consuming and causes further delays and confusion in the ground support work performed by the GSE, which has been a problem.

[0005] The present invention has been made in consideration of the above-mentioned problems, and has an object to enable work by ground support equipment to be carried out smoothly. [Means for solving the problem]

[0006] The present invention is an operation management system that manages the operation of a plurality of ground support devices deployed at an airport, and is characterized by comprising: a schedule creation unit that creates a work schedule for the plurality of ground support devices based on the 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; and a simulation unit that executes a simulation of what would happen if the plurality of ground support devices were operated in accordance with the work schedule and the travel route.

[0007] The traffic control system according to the present invention includes a simulation unit that executes 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 executing the 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, enabling work by the ground support devices to be carried out smoothly.

[0008] In the present invention, as one type of simulation, a pre-simulation can be performed before work is started by the multiple ground support devices to check whether there are any problems with the work schedule and the travel route, and if a problem is found through the pre-simulation, it is preferable that the schedule creation unit recreates the work schedule and the travel route setting unit resets the travel route.

[0009] By performing a preliminary simulation, even if there are deficiencies in the work schedule and travel route to begin with, the work schedule and travel route can be revised before each ground support device is put into operation.

[0010] In the present invention, it is preferable that, when the simulation unit receives at least one of information regarding the current positions of the plurality of ground support devices and information regarding the progress of work by the plurality of ground support devices, it is capable of performing, as one type of simulation, a progress simulation to confirm whether there is any work that is expected to be delayed based on at least one of the information.

[0011] In this way, by taking into consideration the progress of the current work and identifying work that is likely to be delayed, work schedules can be revised early, allowing work by ground support equipment to be carried out continuously and smoothly.

[0012] In the present invention, when the progress simulation finds a task that is expected to be delayed, the simulation unit preferably searches for a worker who can assist with the task and / or the ground support equipment that can be used to assist with the task.

[0013] With this configuration, even if the progress simulation reveals that work is likely to be delayed, delays in the work can be reduced by requesting assistance from available workers or ground support equipment.

[0014] 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 in the flight schedule when a change occurs in the flight schedule, and it is preferable that the simulation unit transmits information regarding the range identified by the impact simulation to the schedule creation unit, and the schedule creation unit recreates the work schedule within the range.

[0015] In this way, by identifying the extent to which a change in the flight schedule will have an effect, it is possible to limit the extent to which the work schedule needs to be re-created, and the work schedule can be re-created quickly. [Effects of the Invention]

[0016] The work schedule for ground support work and the travel routes of ground support equipment can be reviewed early, allowing work by ground support equipment to be carried out smoothly. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 1 is a simplified plan view of airport facilities. [Figure 2] 1 is a block diagram showing an airport system according to an embodiment of the present invention; [Figure 3] 1A is a table showing an example of information contained in a flight schedule; and FIG. 1B is a table showing an example of a cargo list. [Figure 4] 1A is a table showing an example of worker-related information, and FIG. 1B is a table showing an example of GSE-related information. [Figure 5] 10 is a table showing an example of information included in a work schedule. [Figure 6] 10 is a table showing an example of information transmitted to a worker terminal. [Figure 7] 10 is a table showing an example of information transmitted to a GSE. [Figure 8] FIG. 10 is a plan view showing a plane grid set in a work area. [Figure 9] FIG. 1 is a plan view showing an example of a working position of a GSE. [Figure 10] FIG. 2 is a plan view showing an example of a travel path of a GSE. [Figure 11] FIG. 2 is a plan view showing an example of a reserved area of ​​a GSE. [Figure 12] 1 is a flowchart showing a series of processes including a pre-simulation. [Figure 13] 10 is a flowchart showing a series of processes including a progress simulation. [Figure 14] 10 is a flowchart showing a series of processes including an influence simulation. DETAILED DESCRIPTION OF THE INVENTION

[0018] Hereinafter, an embodiment of an operation control system according to the present invention will be described with reference to the drawings.

[0019] FIG. 1 is a simplified plan view of the facilities of an airport 1. As shown in FIG. 1, the airport 1 is provided with a terminal building 2. The terminal building 2 is provided with multiple gates 3, and an aircraft 100 that has landed moves to a specific gate 3 and stops there. Passenger bridges 4 are connected to the multiple gates 3. The passenger bridges 4 are facilities for allowing passengers and crew to board and disembark from the gates 3 to the aircraft 100. If the passenger bridges 4 are not available, a passenger step 13e (described below) may be used. While the aircraft 100 is parked at the 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. Then, once the ground support operations are completed and preparations are complete, the aircraft 100 takes off from a runway (not shown) provided at the airport 1.

[0020] Multiple GSEs 13 are used in 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 carrying passenger baggage on and off the aircraft, a towing tractor 13c for towing the aircraft 100, a high-lift loader 13d for carrying cargo on 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 FIG. 1 , the area within the airport 1 where ground support operations are performed by multiple GSEs 13 is referred to as a work area 102.

[0021] Currently, work schedules for the GSE 13 are created manually. If a delay occurs in the ground support work performed by the GSE 13 or if a change occurs in the flight schedule, the work schedule must be re-created. Furthermore, if there is a defect in the work schedule to begin with, the work may be disrupted even if the work is being performed according to the schedule. In these cases, manually re-creating the work schedule is extremely time-consuming and laborious, which causes further delays and confusion in the ground support work performed by the GSE 13, posing a problem. Therefore, in order to solve these problems, the inventors of the present application have devised a GSE 13 operation control system at the airport 1. This operation control system will be described in detail below.

[0022] (Airport System) 2 is a block diagram showing an airport system 10 according to this embodiment. The airport system 10 according to this embodiment includes an air traffic control system 21, a GSE control system 22 (corresponding to an operation control system of the present invention), a plurality of GSEs 13, and a plurality of operator terminals 15.

[0023] (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 send 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 worker 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.

[0024] The driving control unit 43 controls the driving of the vehicle based on the work schedule (to be described later) 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 automatic 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 an ID card held by the worker. The worker ID may be a barcode or an IC tag, or may have other configurations. The worker may manually input the worker ID into the ID acquisition unit 44.

[0025] Information regarding the ON / OFF status of the engine of the GSE 13 (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 cargo handling equipment, outriggers, and the like of the GSE 13 are transmitted to the GSE control 22 via the communication unit 41 as information regarding the progress of work. Furthermore, a GSE 13 that handles cargo, such as a high-lift loader, a belt loader, a towing tractor for transporting cargo, or a dolly, may be provided with a cargo ID reader (not shown) that reads a 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 the progress of work. 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 the progress of work.

[0026] (Worker terminal) The worker terminal 15 is a terminal carried by a worker who performs 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 (such as a mobile phone called a Galapagos phone, a wireless communication device, a tablet terminal, or 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 (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.

[0027] (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 can communicate with the air traffic control 21, multiple GSEs 13, and multiple worker terminals 15 via the communication unit 31. For example, the GSE control 22 can receive the flight schedule for the airport 1 from the air traffic control 21 via the communication unit 31, receive information on the current position and work progress of each GSE 13, and receive 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.

[0028] The GSE control 22 has information about workers performing ground support work (worker-related information), information about the GSE 13 (GSE-related information), map information about the airport 1, and model information about the aircraft 100. The various pieces of information held by the GSE control 22 are used as appropriate by the schedule creation unit 32, the travel route setting unit 33, and the simulation unit 34.

[0029] (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.

[0030] The GSE control 22 receives the flight schedule from the air traffic control 21 via the communication unit 31. The received flight schedule includes various information such as that shown in FIG. 3(a). It is also desirable that the flight schedule be accompanied by a cargo list such as that shown in FIG. 3(b). The cargo list is generated for each flight number in FIG. 3(a) and includes information on the cargo being loaded on each aircraft 100.

[0031] FIG. 4(a) shows an example of worker-related information. The worker-related information includes the work that the worker can handle, the type of GSE 13 that the worker can operate / use, the working status (attendance status) for that day, etc. Each worker is also assigned an individual worker ID. FIG. 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 the type of vehicle or model), the model of aircraft 100 that the GSE 13 is compatible with, the auxiliary equipment attached to the GSE 13, the operating status (such as information on normal operation, under maintenance, abnormality, manned operation, unmanned operation, etc.), and the waiting location (such as the gate number during operation if the GSE is in operation).

[0032] The schedule creation unit 32 creates a work schedule based on the flight schedule, worker-related information, and GSE-related information described above. At this time, the schedule creation unit 32 preferably creates the work schedule taking into consideration the current locations of the GSEs 13 and workers. The work schedule created by the schedule creation unit 32 is transmitted to each GSE 13 and the worker terminal 15 of each worker via the communication unit 31 of the GSE control 22.

[0033] FIG. 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 numbers for ground support operations, the aircraft 100 model, the workers responsible for each task, and the ID of the GSE 13 to be used. For example, for flight number 1, the information indicates that a worker with worker ID 001 will be in charge of cargo removal using a high-lift loader with GSE ID HL-01. In FIG. 5, PS indicates a passenger step, TT indicates a towing tractor, and BL indicates a belt loader. The types of information included in the work schedule created by the GSE control 22 are not limited to those shown in FIG. 5 and can be changed as appropriate.

[0034] 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 FIG. 6. In this embodiment, the content of the work schedule transmitted to the worker terminal 15 owned by each worker is only information related to the work that the worker is responsible for. FIG. 6 shows the content transmitted to the worker terminal 15 owned by the worker with worker ID 001. Although not shown in FIGS. 5 and 6, determining the start time and planned end time of each work will enable the work to proceed more smoothly.

[0035] An example of a work schedule transmitted to the GSE 13 is shown in FIG. 7. In this embodiment, the content of the work schedule transmitted to each GSE 13 is only information regarding the work that that GSE 13 is responsible for. FIG. 7 shows the content transmitted to a high-lift loader with a GSE ID of HL-01. The work schedule in FIG. 7 includes a worker ID, so that the worker on board can input their worker ID into the ID acquisition unit 44 of the GSE 13 to confirm that the worker on board is according to the schedule. Regarding the work schedule of the GSE 13, determining the start time and scheduled end time of each work will also allow the work to proceed more smoothly.

[0036] (Route setting unit) The travel route setting unit 33 sets a travel route from the current position of each GSE13 to the work position for each GSE13 to be used in the work schedule created by the schedule creation unit 32, based on the current position and work position of each GSE13.

[0037] The travel path setting unit 33 determines the work position of each GSE 13 within the work area 102 based on the stopping position of the aircraft 100, aircraft model information, etc. A planar grid G ​​as shown in FIG. 8 is assigned to the work 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 according to the size of the aircraft 100. Alternatively, the planar grid G ​​may be set in advance to a fixed state.

[0038] The travel path setting unit 33 first determines the work position of each GSE 13. Fig. 9 illustrates, as examples of work positions, a work position P1 of the fuel tanker 13a and a work position P2 of the high-lift loader 13d. The work positions P1 and P2 are set in units of squares of 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.

[0039] Next, the travel path setting unit 33 sets a travel path from the current position of each GSE 13 performing ground support work to the work position. Fig. 10 illustrates, as an example of travel paths, a travel path R1 of the fuel tanker 13a and a travel path R2 of the high-lift loader 13d. Outside the set area of ​​the planar grid G, the travel paths R1 and R2 are basically set to pass through a passage 103 set around a work area 102. Furthermore, within the set area of ​​the planar grid G, the travel paths R1 and R2 are set in units of squares (see hatching in Fig. 10).

[0040] 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 the 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 the GSEs 13 will move when setting the travel routes of each GSE 13. For example, if the fuel truck 13a is moved first and the high-lift loader 13d is started to move 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.

[0041] The driving control unit 43 of each GSE 13 can realize automated driving using a general method by recognizing white lines and the like that indicate the driving lane while traveling on the roadway 103. However, since there are no white lines or markers that indicate the driving lane in the work area 102, and the driving route changes each time depending on the stopping position and model of the aircraft 100, it is difficult to adopt a general automated driving method. 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.

[0042] 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 ​​the vehicle is located in. Then, the vehicle drives along the driving route while checking the square to which it should proceed next.

[0043] 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 units of squares, 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 FIG. 11, as an example of a reservation area, a reservation area S1 for the fuel tanker 13a and a reservation area S2 for the high-lift loader 13d are illustrated by hatching. Although the reservation areas S1 and S2 are also set to the sides and rear of the direction of travel, it is sufficient that the reservation area is set at least ahead of each GSE 13 in the direction of travel. The travel path setting unit 33 updates the reservation area as needed according to the travel of each GSE 13. The updated reservation area is transmitted to all GSEs 13 via the communication unit 31 each time.

[0044] While traveling within the set area of ​​the planar grid G, the traveling control unit 43 of each GSE 13 checks whether the reservation area of ​​the vehicle itself overlaps with the reservation areas of other GSEs 13. If the reservation areas do not overlap, the vehicle continues traveling along the traveling 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. Here, it is preferable to determine in advance which GSE 13 should be given priority when the reservation areas overlap. For example, a priority may be determined in advance, or the vehicle with a faster traveling speed may be allowed to travel first. Note that, when the reservation areas overlap, the traveling route setting unit 33 may re-set the traveling route instead of pausing. When each GSE 13 arrives at the work position, it stops traveling 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.

[0045] A supplementary explanation will be given regarding the priority of each GSE 13. 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 move to the work position first, based on road width, vehicle size, the location of other GSEs 13, work procedures, etc. Furthermore, when multiple types of GSEs 13 are performing a collaborative operation (e.g., loading / unloading cargo into / from an aircraft using a high-lift loader or container loader and a towing tractor pulling a cargo dolly), even if one GSE 13 arrives at the work position first, the operation may not start until the GSE 13 performing the collaborative operation arrives. Therefore, it is preferable to set a high priority for GSEs 13 performing collaborative operations.

[0046] 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 passenger step that is next scheduled to work cannot approach the passenger boarding / alighting door of the aircraft unless the container loader leaves the work position), it is preferable to set a high priority for the GSE 13 that was previously at the work position so that it can leave quickly. In addition, a high priority may be set for a GSE 13 that has a long travel distance to the next work area 102. Furthermore, priorities may be set according to the worker who is scheduled to board or currently boarding the GSE 13. For example, a high priority may be set for a GSE 13 that is boarded by a person who cannot start work unless the worker is at the work position, such as a worker who supervises the loading of cargo onto an aircraft.

[0047] Although the description here has been given of a case where each GSE 13 is moved from its current position to a work position, it is also possible to set a travel route from the work position to a predetermined position after each GSE 13 has completed its ground support work.

[0048] Furthermore, 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 in units of squares. However, it is not essential to use the planar grid G, and for example, instead of units of squares, 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.

[0049] Furthermore, a speed limit for the GSE 13 may be determined for each area within the planar grid G. This makes it possible to easily comply with safety standards that impose speed limits on the 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).

[0050] 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.

[0051] (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, it is possible to discover when a 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 when the GSEs 13 are concentrated and congested.

[0052] The simulation unit 34 may also calculate the workload of each worker. For example, a simulation may be performed taking into consideration the gender of the worker, the outside temperature and weather, the amount of exercise predicted during ground support work, and the like, to extract workers with excessive workloads. In addition, if the GSE 13 is electrically powered, the amount of heat generated by the battery may be simulated taking into consideration the outside temperature and the operating status of the GSE 13, and the remaining battery charge may be predicted. Below, three types of simulations, namely, a pre-simulation, a progress simulation, and an impact simulation, will be described as examples of simulations performed by the simulation unit 34 with reference to the flowcharts of FIGS. 12 to 14.

[0053] (Pre-simulation) The pre-simulation will be described with reference to Fig. 12. The pre-simulation is a simulation 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 before the ground support work by each GSE 13 is started.

[0054] 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 above-mentioned worker-related information and GSE-related information (step S102). After completing the creation of the work schedule, the schedule creation unit 32 transmits the work schedule to the travel route setting unit 33 (step S103).

[0055] When the travel route setting unit 33 receives the work schedule, it sets a travel route 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 travel of each GSE 13. After setting the travel routes for each GSE 13, the travel route setting unit 33 transmits the work schedule and the travel 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.

[0056] When the simulation unit 34 receives the work schedule and the travel route, it performs a pre-simulation of the case where the multiple GSEs 13 are operated according to the work schedule and the travel route (step S106). In the pre-simulation, before starting ground support work by the multiple GSEs 13, it is confirmed whether there are any problems with the work schedule and the travel route.

[0057] If a problem is found in the pre-simulation (YES in step S107), information about the problem is sent to the schedule creation unit 32. Then, steps S102 to S107 are repeated to resolve the problem. That is, the schedule creation unit 32 recreates the work schedule to resolve the problem found in the pre-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). Then, the simulation unit 34 executes the pre-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.

[0058] Examples of problems extracted by the preliminary simulation include interference between GSEs 13, congestion of GSEs 13, excessive workload on workers, and battery exhaustion of 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 becomes a problem or if the battery of a GSE 13 is predicted to run out during work, the problem can be resolved by, for example, reviewing the work schedule. However, what problems are extracted by the preliminary simulation and how to resolve the problems can be changed as appropriate.

[0059] 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 to each GSE 13 and the worker terminal 15 of each worker via the communication unit 31 (step S108). Then, each GSE 13 and each worker starts ground support work according to the received work schedule and travel route.

[0060] (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.

[0061] When the GSE control 22 receives information about the current position and work progress of each GSE 13 from each GSE 13 via the communication unit 31, and also receives information about the current position and work progress of each worker from the worker terminal 15 held by each worker (step S201), the information is transmitted to the simulation unit 34. The GSE control 22 can receive this information at any time.

[0062] 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 the 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.

[0063] If the progress simulation finds an operation that is expected to be delayed (YES in step S203), the simulation unit 34 searches for a worker who can support the operation that is expected to be delayed and / or a GSE 13 that can be used for support (step S204). Then, the GSE control 22 sends a support request via the communication unit 31 to the worker terminal 15 of the worker who can support and to the GSE 13 that can be used for support (step S205). The worker or GSE 13 that receives the support request can support the operation that is expected to be delayed, thereby preventing delays in the operation. If the progress simulation does not find an operation 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.

[0064] (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 while ground support work is being performed. Note that impact simulation may also be performed when a sudden delay or trouble occurs that cannot be fully grasped using the progress simulation described above, and is not limited to flight schedules.

[0065] When the GSE control 22 receives information regarding a change in the flight schedule from the air traffic control 21 via the communication unit 31 (step S301), the changed flight schedule is transmitted to the simulation unit 34. Upon receiving the changed flight schedule, the simulation unit 34 performs an impact simulation to identify the extent to which the change in the flight schedule will affect the current work schedule (step S302).

[0066] If the impact simulation finds 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 within the 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 of 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 executes 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 description thereof will be omitted here.

[0067] If a problem is found in the pre-simulation (YES in step S309), information about the problem is sent to the schedule creation unit 32. Then, steps S304 to S309 are repeated to resolve the problem. That is, the schedule creation unit 32 recreates the work schedule to resolve the problem found in 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 resets the travel routes of each GSE 13 based on the recreated work schedule (step S306), and transmits the reset travel routes together with the work schedule to the simulation unit 34 (step S307). Then, the simulation unit 34 executes the pre-simulation again (step S308).

[0068] 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 to each GSE 13 and the worker terminal 15 of each worker via the communication unit 31 (step S310). Then, each GSE 13 and each worker starts ground support work according to the received work schedule and travel route.

[0069] (effect) The GSE control 22 (operation 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 the 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.

[0070] In this embodiment, the simulation unit 34 can execute a pre-simulation, as one type of the above-described simulation, to check whether there are any problems with the work schedule and travel routes before starting work by the multiple GSEs 13. If a problem is found in the pre-simulation, the schedule creation unit 32 recreates the work schedule, and the travel route setting unit 33 re-sets the travel routes. By executing the pre-simulation, even if there are any defects in the work schedule and travel routes to begin with, the work schedule and travel routes can be reviewed before each GSE 13 is put into operation.

[0071] In this embodiment, when the simulation unit 34 receives at least one of information regarding the current positions of the multiple GSEs 13 and information regarding the progress of work by the multiple GSEs 13, it can execute a progress simulation, as one type of the above simulation, to check 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 the current work and finding work that is expected to be delayed, it becomes possible to review the work schedule early, and work by the ground support equipment can be carried out continuously and smoothly.

[0072] In this embodiment, when a task that is expected to be delayed is found through progress simulation, the simulation unit 34 searches for a worker who can support the task and / or a GSE 13 that can be used to support the task. With this configuration, even if a task that is likely to be delayed is found through progress simulation, the task delay can be suppressed by requesting support from a worker who can support or a GSE 13.

[0073] In this embodiment, the simulation unit 34 can execute, as one type of the above simulation, an impact simulation that identifies the range of the work schedule that will be affected by a change in the flight schedule when a change in the flight schedule occurs, and the simulation unit 34 transmits information about the range identified by the impact simulation to the schedule creation unit 32, which then recreates the work schedule within that range. In this way, by identifying the range that will be affected by a change in 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.

[0074] (Other embodiments) A description will be given of modifications of the above embodiment, in which various changes have been made.

[0075] In the above embodiment, the GSE control 22 has the schedule creation unit 32, the travel route setting unit 33, and the simulation unit 34, and the GSE control 22 corresponds to the traffic management system of the present invention. However, there is no limitation as to where the schedule creation unit 32, the travel 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.

[0076] 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 the worker drives the GSE 13, a navigation device (not shown) provided in the GSE 13 may provide navigation to the worker 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 may be transmitted to the worker terminal 15, and the worker terminal 15 may be used as a navigation device.

[0077] In the above embodiment, the GSE control 22 is capable of communicating with the air traffic control 21, the GSE 13, and the worker terminal 15. However, the GSE control 22 may also be configured to be capable of communicating with other facilities at the airport 1. For example, the GSE control 22 may be configured to receive information about passengers from terminals at check-in gates and boarding gates, and the information may be reflected in the creation of work schedules. Alternatively, the 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 the GSE control 22 and the GSE 13, software versions and the like may also be managed via the GSE control 22.

[0078] In the above embodiment, the GSE control 22 may utilize the accessory and worker-related information included in the GSE-related information. For example, a power suit may be deployed according to the needs of the worker, or a GSE 13 equipped with an accessory that assists in carrying luggage may be deployed.

[0079] 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 ground handling company A's operations, resulting in a shortage of GSEs 13 or a shortage of workers, making the operation difficult, the GSE control 22A of ground handling company A may transmit a request to the GSE control 22B of another ground handling company B to inform them of the shortage of GSEs 13 and to request additional workers. In this case, the GSE control 22B may deploy GSEs 13 and workers that are not currently working to ground handling company A as backup. The GSE control 22 may also request backup GSEs and workers from another GSE control at a nearby airport. Alternatively, one GSE control 22 may collectively manage the operations of multiple ground handling companies.

[0080] In the above embodiment, a learning means such as machine learning or deep learning may be used in the simulation unit 33. For example, in order to predict a delay in work progress, at least one of information about the current positions of a plurality of GSEs 13 and information about the work progress by a plurality of GSEs 13 is input to the learning means, and a sign that could lead to a work delay can be discovered by comparing and examining the relationship between the learned past work progress status and the delay. [Explanation of symbols]

[0081] 1: Airport 13: GSE (Ground Support Equipment) 22: GSE Control (Traffic Management System) 32: Schedule Creation Department 33: Travel route setting unit 33: Simulation Department

Claims

1. 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.

2. 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, 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.

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 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.

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