Threat detection device, threat detection method, and program

Abstract

To detect approach between aircrafts and approach between an aircraft and a vehicle, and to perform notification at more appropriate timing.SOLUTION: The threat detection device includes: position information acquisition means for acquiring position information of each aircraft and each vehicle in an airport; distance prediction means for predicting an aircraft separation distance indicating a distance between each aircraft and each vehicle or a distance between each aircraft and each vehicle and a distance between the aircraft and the surroundings of the airport based on the acquired position information of each aircraft and each vehicle and at least one of a runway end passing speed and a nose-up speed of each aircraft at the time of landing based on flight plan information of each aircraft; notification timing determination means for determining a timing of giving a notification regarding approach between each aircraft or each aircraft and each vehicle based on the predicted aircraft separation distance and a relative acceleration; and notification output means for giving a notification in stages by dividing notification destinations according to the timing of giving a notification.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a threat detection device, a threat detection method, and a program. [Background technology]

[0002] BACKGROUND ART A threat detection device is known that detects the approach of aircraft and issues a notification (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-276699 Summary of the Invention [Problem to be solved by the invention]

[0004] Currently, many air traffic control systems detect and notify approaching aircraft on runways and between aircraft and vehicles. Despite this, accidents continue to occur due to various factors, such as users' busy schedules, their physical condition, their familiarity with notifications, and weather conditions. For this reason, there is a demand for more timely notifications that are tailored to the situation, environment, and users.

[0005] An object of the present disclosure is to provide a threat detection device, a threat detection method, and a program that solve any of the above-mentioned problems. [Means for solving the problem]

[0006] In order to achieve the above object, one aspect of the present disclosure is to a location information acquisition means for acquiring location information of each aircraft and each vehicle at the airport; a distance prediction means for predicting aircraft separation distances indicating future distances between aircraft and between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport, based on the position information of each aircraft and each vehicle acquired by the position information acquisition means and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; a notification timing determination means for determining the timing to notify the approach of each aircraft to another aircraft or each aircraft to a vehicle based on the aircraft separation distances between the aircraft predicted by the distance prediction means; and a notification output means for dividing notification destinations according to the timing and stage of notification and outputting notifications in stages. Threat Detection Device is. In order to achieve the above object, one aspect of the present disclosure is to acquiring location information of each aircraft and each vehicle at the airport; a step of predicting aircraft separation distances indicating the distances between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport in the future, based on the acquired position information of each aircraft and each vehicle, and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; determining a timing for issuing a notification regarding the approach of each of the aircraft to each other or each of the aircraft to each of the vehicles based on the predicted aircraft separation distances; a step of dividing notification destinations according to the timing and stage of notification and notifying them in stages; Including, Threat detection methods is. In order to achieve the above object, one aspect of the present disclosure is to A process of acquiring location information of each aircraft and each vehicle at the airport; a process of predicting aircraft separation distances, which indicate the distances between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport in the future, based on the acquired position information of each aircraft and each vehicle and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; a process of determining a timing for issuing a notification regarding the approach of each aircraft to another aircraft or each aircraft and each vehicle based on the predicted aircraft separation distances; A process of dividing the notification destinations according to the timing and stage of the notification and notifying them in stages; to the computer, program is. [Effects of the Invention]

[0007] According to the present disclosure, it is possible to provide a threat detection device, a threat detection method, a threat notification method, and a program that solve any of the above-mentioned problems. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram illustrating an example configuration of an airport management system according to the present disclosure. [Figure 2] FIG. 10 is a diagram showing an airport airspace surveillance display superimposed on an airport surface surveillance display. [Figure 3] This figure shows the warning content of approaching landing aircraft along with the airport surface surveillance display and the airport surrounding airspace surveillance display. [Figure 4] 1 is a block diagram showing a schematic system configuration of a threat detection device according to the present disclosure. [Figure 5] 1 is a block diagram showing a schematic hardware configuration of a threat detection device according to the present disclosure. [Figure 6] FIG. 1 is a diagram showing an example of an aircraft separation distance between an aircraft on a runway and an aircraft landing. [Figure 7] FIG. 1 is a diagram showing an example of runway threshold speeds for each aircraft type during landing. [Figure 8]FIG. 10 is a diagram showing a case where an aircraft has mistakenly entered the runway ahead of a departing aircraft. [Figure 9] 1 shows a curve 1 of the current aircraft separation distance versus time, and curves 2 and 3 of the notification threshold. [Figure 10] FIG. 10 is a diagram showing a case where curve 1 and curve 2 intersect and an approach warning is issued. [Figure 11] FIG. 10 is a diagram showing a case where a vehicle accidentally crosses the runway in front of a departing aircraft. [Figure 12] FIG. 10 is a diagram showing the threshold for approach warning notification (curve 2) and the threshold for danger notification (curve 3). [Figure 13] FIG. 10 is a graph showing a case where a notification is given by a tabletop display device and avoidance action is taken. [Figure 14] This is a diagram showing an example in which the slope of the curve becomes steeper when aircraft are facing each other. [Figure 15] FIG. 10 is a graph showing the initial thresholds of curve 2 for approach caution and curve 3 for danger changed according to time zone information and weather information. [Figure 16] FIG. 10 is a diagram showing a case where, in response to an approach warning notification instruction, output is instructed only to the airport surface airspace display terminal and speaker of the controller in charge. [Figure 17] This figure shows a case where, in response to a danger notification instruction, output instructions are given to all airport surface airspace display terminals, all electronic strip terminals, tabletop display devices, and runway distance indicator lights. [Figure 18] FIG. 10 is a diagram showing an example of lighting of runway distance indicator lights indicating the distance to landing of a landing aircraft. [Figure 19] 10 is a flowchart illustrating an example of a processing flow of a threat detection method using a tabletop display device according to the present disclosure. [Figure 20] FIG. 10 is a diagram showing a situation when a countermeasure is taken in response to an approach warning displayed on an airport surface airspace display terminal. [Figure 21] 10 is a diagram showing a screen display for setting approach warning notifications and danger notifications on an airport surface airspace display terminal. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] The threat detection device according to this embodiment is provided in an airport management system 1 that manages an airport, as shown in Fig. 1. The threat detection device 31 according to this embodiment detects the approach of aircraft to each other or the approach of an aircraft to a vehicle on an airport runway or the like, and notifies air traffic controllers, aircraft pilots, and the like at the most appropriate time.

[0010] First, an example of the configuration of an airport management system will be described using Fig. 1. The airport management system 1 according to this embodiment includes a control tower 2, a processing device 3, a sensor group 4, a communication device 5, a wireless device 6, and runway distance indicator lights 7.

[0011] [control tower] Control tower 2 is a tower-like facility installed at an airport primarily for the purpose of safely and efficiently guiding aircraft 17 arriving and departing from the airport. Within control tower 2, there are multiple control seats (for example, control seats 1 to 3) that can send information and instructions to pilots from the ground using radar, aviation radio, etc., to ensure the safe flight of aircraft 17.

[0012] Each control seat is provided with an airport surface airspace display terminal 21 and an electronic strip terminal 22. The airport surface airspace display terminal 21 is a terminal that displays the position information of aircraft 17 at the airport.

[0013] 2, the airport surface airspace display terminal 21 combines an airport surface monitoring screen that shows the status of aircraft on the airport surface with an airport surrounding airspace monitoring screen (radar screen) that shows the status of aircraft in the airspace around the airport, and is configured to be able to display an airport surface display 21a and an airport surrounding airspace display 21b on a single screen. The airport surface airspace display terminal 21 displays the airspace display 21b superimposed on the airport surface display 21a.

[0014] This reduces the burden on air traffic controllers, as they no longer need to check multiple screens or switch between them. Also, as shown in Figure 3, when an aircraft 17 is on the runway, a warning message indicating that a landing aircraft is approaching may be displayed together with the airport surface display 21a and airspace display 21b. This further reduces the monitoring burden on air traffic controllers.

[0015] The airport surface airspace display terminal 21 may highlight areas that are predicted to be dangerous in the future using graphics, text, icons, colors, flashing, etc. This can help air traffic controllers understand the situation.

[0016] The electronic strip terminal 22 is a terminal for displaying and operating an electronic strip, which is an electronic version of the flight strip that describes the flight plan of each aircraft 17.

[0017] In addition to the terminals at the control seats, the control tower 2 is also provided with a tabletop display device 23 that displays text information such as the time and notifications to the controllers.

[0018] [Processing equipment] The processing device 3 acquires position information of each aircraft 17 and each vehicle from the sensor group 4 and notifies the airport surface airspace display terminal 21 and the electronic strip terminal 22 in the control tower 2. The processing device 3 has a threat detection device 31 and a flight-related information storage device 32.

[0019] [Tabletop display device] The table-top display device 23 is a display device that is installed on the table or wall of the control desk, and is an LED electronic bulletin board or a liquid crystal display that displays time information and notification information.

[0020] [Flight-related information storage device] The flight-related information storage device 32 is a device that stores aircraft information, flight plan information, flight-related information, etc. The flight-related information storage device 32 is configured with, for example, a memory, a hard disk drive, etc.

[0021] [Sensor group] The sensor group 4 is a specific example of a position information acquisition means. The sensor group 4 acquires position information of each aircraft 17 and each vehicle at the airport. The sensor group 4 includes an airport surface detection radar 41, a multilateration system 42, a runway monitoring camera 43, a search radar device 44, a precision radar device 45, an intrusion detection sensor 46, etc.

[0022] The airport surface detection radar 41 is a device that detects the position of aircraft 17 and vehicles traveling on the ground. The airport surface detection radar 41 is a radar that monitors the movement of aircraft 17, vehicles, etc. on the airport surface. The airport surface detection radar 41 emits radio waves while rotating its antenna, and identifies the position of the aircraft 17 or vehicle from the radio waves (radar echoes) that return from the aircraft 17 or vehicle on the airport surface.

[0023] The multilateration system 42 is a system that monitors the position of the aircraft 17 on the airport surface by using signals transmitted from the transponder of the aircraft 17. The multilateration system 42 receives signals transmitted from the transponder of the aircraft 17 at three or more receiving stations and measures the position information of the aircraft 17, etc. from the difference in reception time. The multilateration system 42 has a different mechanism from the airport surface detection radar 41, but like the airport surface detection radar 41, it identifies the position information of the aircraft 17, vehicles, etc. on the airport surface.

[0024] The runway surveillance camera 43 is a camera that monitors and records the runway 24 hours a day. The runway surveillance camera 43 is installed at a high location, such as the control tower 2, from which the airport surface can be seen, and detects aircraft 17, vehicles, people, and other objects on the airport surface using brightness differences and AI image recognition processing. The runway surveillance camera 43 may be configured as an infrared camera in addition to visible light, for example, in which case detection is possible even at night.

[0025] The search radar device 44 is a radar device that detects the position of the aircraft 17 in the airspace within, for example, approximately 110 km from the airport. The search radar device 44 communicates with the ATC transponder installed on the aircraft 17 and can obtain information such as the flight number, distance, direction, and altitude.

[0026] The precision radar device 45 is a radar device that detects the distance, elevation angle, azimuth angle, etc. of the aircraft 17 approaching the runway for landing. The precision radar device 45 estimates the course of the aircraft 17 on final approach and the distance from the correct descent path to the touchdown point.

[0027] The erroneous approach detection sensor 46 is a sensor that detects erroneous approach to the runway using radio waves or the like. The erroneous approach detection sensor 46 is a sensor that is installed around the runway (such as on the runway approach path). The erroneous approach detection sensor 46 detects erroneous approach of the aircraft 17 to the runway using a method such as a laser sensor.

[0028] The communication device 5 is a device for realizing voice communication between the controller and the pilot, and between the controllers themselves. The radio device 6 is an aviation radio transmitting / receiving device used for communication between the controller and the pilot. The runway distance indicator lights 7 are devices installed on the runway that indicate the distance to landing aircraft with lamps.

[0029] The runway distance indicator lights 7 are airfield lights installed adjacent to the runway. Based on runway approach information, information on the distance to the runway of an arriving aircraft, and notification information such as approach warnings and dangers, the runway distance indicator lights 7 transmit information to aircraft and vehicles on and around the runway, as well as to landing aircraft, by lighting up or flashing in different patterns.

[0030] [Threat detection device] Next, the threat detection device 31 according to the present embodiment will be described in detail. Fig. 4 is a block diagram showing a schematic system configuration of the threat detection device according to the present disclosure. The threat detection device 31 includes a location information processing unit 311, a future location prediction unit 312, an approach monitoring target identification unit 313, a notification timing determination unit 314, and a gradual notification output unit 315.

[0031] The threat detection device 31 has a hardware configuration of a typical computer, including, for example, as shown in FIG. 5, a processor 31a such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit), internal memory 31b such as a RAM (Random Access Memory) or a ROM (Read Only Memory), a storage device 31c such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive), an input / output I / F 31d for connecting peripheral devices such as a display, and a communication I / F 31e for communicating with devices outside the device.

[0032] <Location information processing section> The position information processing unit 311 is a specific example of a distance acquisition unit. The position information processing unit 311 acquires information on the current aircraft separation distance of each aircraft 17 based on the position information of each aircraft 17 and each vehicle acquired by the sensor group 4.

[0033] The position information processing unit 311 performs predetermined calculations on the position information of the aircraft 17 and vehicles acquired by the sensor group 4, as described below, to calculate the current distance between each aircraft 17, or the current distance between each aircraft 17 and each vehicle (hereinafter referred to as aircraft separation distance).

[0034] The position information processing unit 311 calculates the current aircraft separation distance Y0 between an aircraft (departing aircraft) 17b on the runway and an aircraft (landing aircraft) 17a, for example, as shown in Figure 6, based on position information of an aircraft 17 and the like obtained from a group of sensors 4, such as an airport surface detection radar 41, a multilateration system 42, a runway monitoring camera 43, a search radar device 44, a precision radar device 45, and an erroneous approach detection sensor 46.

[0035] In addition, the position information processing unit 311 calculates the current aircraft separation distance Y0 by adding together the distance Y1 between the aircraft 17b on the runway and the end of the runway and the distance Y2 between the end of the runway and the landing aircraft 17a.

[0036] 6, the position information processing unit 311 calculates the aircraft separation distance between an aircraft 17b on the runway and an aircraft 17a that is landing, but is not limited to this. When there are multiple aircraft 17b or vehicles on the runway, or when there are multiple aircraft 17a, the position information processing unit 311 may calculate the aircraft separation distance for each aircraft in the same manner as above.

[0037] <Future Position Prediction Unit> The future position prediction unit 312 is a specific example of a distance prediction means. The future position prediction unit 312 predicts the positional relationship between the aircraft and the vehicle in the future (for example, several seconds from now) based on the position information of the aircraft and the vehicle acquired from the sensor group 4 such as the airport surface detection radar 41.

[0038] The future position prediction unit 312 creates a curve equation that indicates the future separation distance between aircraft 17 and vehicles around the runway based on the position information of the aircraft 17 acquired from the sensor group 4, such as the airport surface detection radar 41, taking into account factors such as the speed at which the aircraft will pass the end of the runway upon landing, and predicts the future positional relationship between the aircraft 17 and vehicles around the runway.

[0039] The future position prediction unit 312 predicts future position information of the aircraft 17 based on the flight plan information and flight-related information stored in the flight-related information storage device 32. The flight plan information includes the purpose of the aircraft 17 (takeoff / landing, etc.) and flight route information (the route the aircraft must follow, etc.). The flight-related information includes information on runway threshold clearance speed at landing, which indicates the speed at which the aircraft 17 will pass the runway threshold upon landing, and information on nose-up speed at takeoff, which indicates the speed at which the aircraft 17 will raise its nose and take off.

[0040] The future position prediction unit 312 predicts the future aircraft separation distance of each aircraft 17 on the airport runway and in the airspace above the airport, based on the position information of each aircraft 17 and each vehicle acquired by the sensor group 4 and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft 17, which is based on the flight plan information of each aircraft 17.

[0041] For example, the aircraft 17 approaches the runway along the landing path. Therefore, the future position prediction unit 312 can predict the future aircraft separation distance of the aircraft 17 based on the position information of where the aircraft is flying along the path, taking into account the speed at which the aircraft passes the runway threshold upon landing, etc.

[0042] For example, assume that an aircraft (departing aircraft) 17b has erroneously entered the runway and an aircraft (landing aircraft) 17a is landing on the runway, as shown in Fig. 6. The future position prediction unit 312 regards the distance from the landing path to the runway threshold as a straight line, and can calculate the initial aircraft separation distance Y0 between the aircraft 17a and the aircraft 17b on the runway by summing the distance Y1 between the aircraft 17b on the runway and the runway threshold and the distance Y2 between the runway threshold and the aircraft 17a on the approach path.

[0043] Furthermore, the future position prediction unit 312 can predict the future aircraft separation distance between the aircraft 17a and the aircraft 17b on the runway by using the speed of the aircraft 17a (the speed at which it passes the runway threshold when it lands).

[0044] For example, the speed of the landing aircraft 17a (speed at which it passes the runway threshold when it lands) is 300 km / h (83.3 m / s), and the speed of the aircraft 17b on the runway is 0 km / h (0 m / s).

[0045] The aircraft separation distance between the aircraft 17a and the aircraft 17b on the runway is Y0, and the aircraft separation distance between the aircraft 17a and the aircraft 17b on the runway in the future after time t seconds is Y t Then, using the formula of mechanics, Y t (future aircraft separation distance) can be expressed by the following formula: Y t (future aircraft separation distance) = initial aircraft separation distance Y 0- (83.3(m / s)×t)

[0046] In addition, when the acceleration a of the aircraft 17a is also taken into consideration, the aircraft separation distance Y between the aircraft 17a and the aircraft 17b on the runway in the future after time t seconds has elapsed is t can be expressed by the following formula: Y t (future aircraft separation distance) = initial aircraft separation distance Y 0- {83.3(m / s)×t+1 / 2×a×t 2}

[0047] This future prediction takes into account the position information, speed, direction, and acceleration of aircraft 17a and 17b on the runway. Furthermore, when landing, aircraft 17a decelerates at the runway end to a landing runway end speed predetermined for each aircraft type, as shown in Figure 7. For this reason, the following formula for calculating acceleration a may be applied: Acceleration a(m / s 2 ) = (Speed ​​in a few seconds (speed passing the runway threshold at landing) (m / s) - current speed (m / s)) / time t

[0048] At this time, the aircraft separation distance Y between aircraft 17b and aircraft 17a on the runway t Curve 1 showing this is expressed as follows: Curve 1:Y t (Aircraft separation distance) = Y0 (Initial aircraft separation distance) - (V0 × t + 1 / 2 × a × t2 ) Here, V0 is the initial speed of the landing aircraft 17a (the speed at which it passes the end of the runway when landing).

[0049] Also, when aircraft 17b on the runway moves in an approaching direction, curve 1 is expressed by the following equation. Curve 1:Y t (Aircraft separation distance) = Y0 (Initial aircraft separation distance) - {(V01 × t + 1 / 2 × a1 × t 2 )-(V02×t+1 / 2×a2×t 2 )}

[0050] Here, V01 is the initial speed of the aircraft 17a (the speed at which it passes the runway end when landing), V02 is the initial speed of the aircraft 17b, a1 is the acceleration of the aircraft 17a, and a2 is the acceleration of the aircraft 17b.

[0051] In the above explanation, the case where the future aircraft separation distance of a landing aircraft 17 is predicted using the runway threshold speed at landing has been described, but the case where the future aircraft separation distance of a departing (taking off) aircraft 17 is predicted using the nose-up speed at takeoff can also be predicted in a similar manner, so the explanation will be omitted. For example, as shown in Figure 8, even if an aircraft 17b mistakenly enters the runway ahead of an aircraft (departing aircraft) 17a, the same prediction as above can be made.

[0052] <Approach monitoring target identification unit> The approach monitoring target specifying unit 313 is a specific example of a monitoring target specifying means. The approach monitoring target specifying unit 313 compares the current aircraft separation distances of each aircraft acquired by the position information processing unit 311 with the aircraft separation distances of each aircraft predicted by the future position prediction unit 312, and specifies aircraft and vehicles that satisfy predetermined conditions as targets to be monitored for possible contact.

[0053] The predetermined condition is, for example, that the current aircraft separation distance derived from the position information of multiple aircraft and vehicles on the runway and their flight paths around the runway, and the relative acceleration between the aircraft and the vehicle, are each below a certain threshold. If this condition is met, there is a possibility of a collision between the aircraft and the vehicle, so the approach monitoring target identification unit 313 identifies the aircraft and the vehicle that meet this condition as monitoring targets. The approach monitoring target identification unit 313 outputs the identified monitoring targets to the notification timing determination unit 314.

[0054] For example, in a situation where there are multiple inspection vehicles on the runway, or where there are multiple aircraft or vehicles on the runway due to a flight or driving demonstration such as an elephant walk, the aircraft or vehicles are close to each other but a certain distance is maintained. However, since the certain distance may change due to an unintended event, as described above, the approach monitoring target identification unit 313 identifies the monitoring target by adding the relative acceleration between the aircraft and the vehicle to the specified conditions in addition to the current aircraft separation distance.

[0055] The approach monitoring target identification unit 313 can calculate the relative acceleration between the aircraft and the vehicle by comparing the current aircraft separation distance of each aircraft obtained by the position information processing unit 311 with the aircraft separation distance of each aircraft predicted by the future position prediction unit 312.

[0056] When the erroneous entry detection sensor 46 detects an aircraft or vehicle erroneously entering the runway, the approach monitoring target specifying unit 313 may specify the aircraft or vehicle as a monitoring target.

[0057] In this case, the approach monitoring target identification unit 313 may narrow the period for comparing the information on the current aircraft separation distance obtained from the position information processing unit 311 with the information on the future aircraft separation distance obtained from the future position prediction unit 312, identify the monitoring target, and output the identified monitoring target to the notification timing determination unit 314.

[0058] At this time, the notification timing determination unit 314 acquires information (call signs, etc.) of the identified aircraft and vehicles to be monitored based on the flight-related information acquired from the flight-related information storage device 32. The notification timing determination unit 314 uses the acquired information for notifications, etc.

[0059] <Notification timing determination unit> The notification timing determination unit 314 is a specific example of a notification timing determination means. The notification timing determination unit 314 determines in stages the timing for issuing a notification regarding the approach of aircraft to each other or between an aircraft and a vehicle, based on the aircraft separation distances between the aircraft predicted by the future position prediction unit 312.

[0060] The notification timing determination unit 314 generates multiple threshold curves for making gradual notifications based on a curve showing the relationship between the future aircraft separation distance of the monitored aircraft identified by the approach monitoring target identification unit 313 and time.

[0061] The notification timing determination unit 314 determines the timing of notification that can avoid a close encounter between an aircraft and a vehicle, based on these threshold curves and the current aircraft separation distance. When the aircraft separation distance of the approach monitoring target identified by the approach monitoring target identification unit 313 falls below each threshold curve, the notification timing determination unit 314 determines in stages the timing of notification that corresponds to the threshold that has fallen below.

[0062] In order to determine the timing of the notification, the notification timing determination unit 314 generates threshold curves 2 and 3 on a graph as shown in Fig. 9. The aircraft separation distance of the monitored aircraft is, for example, the distance between the landing aircraft 17a and the aircraft 17b that has entered the runway in Fig. 6.

[0063] Furthermore, the notification timing determination unit 314 displays, on a graph with the aircraft separation distance on the vertical axis and time on the horizontal axis, curve 1 representing the current aircraft separation distance and time, and curves 2 and 3 representing the thresholds for notification, as shown in Fig. 9. The notification timing determination unit 314 sets thresholds in stages by generating, as threshold curves, curve 2 representing a first threshold indicating "caution of approach" and curve 3 representing a second threshold indicating "danger" that is smaller than the first threshold.

[0064] The threshold for notification may be set using a curved formula that increases as the future aircraft separation distance decreases and decreases as the future aircraft separation distance increases. This allows notification to be made earlier the faster the aircraft separation distance decreases due to acceleration or the like and the higher the possibility of contact between the aircraft and the vehicle, and later the slower the aircraft separation distance decreases and the lower the possibility of contact between the aircraft and the vehicle.

[0065] For example, as shown in the upper part of FIG. 10, when an aircraft 17a is traveling at a speed of 300 km / h (83.3 m / s) and an acceleration of 0 (m / s 2 ) and aircraft 17b is stopped on the runway (0 km / h).

[0066] If the distance between aircraft 17a and aircraft 17b on the runway is 3 miles (approximately 4828 m), the two will come into contact after approximately 58 seconds, at 4828 m divided by 83.3 m / s.

[0067] If the distance between aircraft 17a and aircraft 17b on the runway is Y0 and the time (seconds) is t, then the distance can be expressed on a graph by the following formula: Y0(curve 1)=-83.3t+4828+0

[0068] Based on the equation for curve 1, the notification timing determination unit 314 generates equations for curve 2 (threshold 1) and curve 3 (threshold 2), which indicate the thresholds for notification.

[0069] For example, the slope of the equation for curve 2 is 16.7, the aircraft separation distance between the initial aircraft 17a and the aircraft 17b on the runway is 1028, and the acceleration of aircraft 17a is 0; the slope of the equation for curve 3 is 16.7, the aircraft separation distance between the initial aircraft 17a and the aircraft 17b on the runway is 328, and the acceleration of aircraft 17a is 0.

[0070] The slopes of curves 2 and 3 may be set to values ​​calculated based on the speed used for curve 1. For example, a value may be set by subtracting the speed of aircraft 17a, 83.3, used for curve 1, from a predetermined value (such as 100). Curve 2...Y0=16.7t+1028+0 Curve 3...Y0=16.7t+328+0

[0071] The intersection of curve 1 and curve 2 can be found as follows: -83.3t+4828+0=16.7t+1028+0 3800=100t

[0072] From the above formula, t = 38 seconds, and as shown in the lower part of Figure 10, curve 1 and curve 2 intersect after 38 seconds, and an approach caution notice will be issued. For example, if the collision occurs after 58 seconds, and an approach caution notice is issued after 38 seconds, the notice will be issued when there are approximately 20 seconds left until the collision. When the air traffic controller receives the approach notice, he visually confirms the situation and issues an instruction such as a go-around to aircraft 17a. Even if it takes 10 seconds from visual confirmation to issuing the instruction, the notice will be issued 20 seconds before the collision, allowing for ample time to issue the instruction.

[0073] Next, the intersection of curve 1 and curve 3 can be found as follows: -83.3t+4828+0=16.7t+328+0 4300=100t

[0074] From the above formula, t = 43 seconds, and the danger notification will be made 43 seconds later. For example, if the collision is 58 seconds away and the danger notification is made 43 seconds later, the danger notification will be made with approximately 15 seconds remaining until the collision. Assuming that it takes approximately 10 seconds for the air traffic controller to make a visual confirmation and give an instruction to avoid the collision, the air traffic controller will receive the danger notification with just 5 seconds remaining.

[0075] In the above example, the acceleration of the aircraft 17a is set to 0 in each of the equations of curves 1 to 3, but this is not limiting. In each of the equations of curves 1 to 3, the acceleration of the aircraft 17a may be set to a value other than 0, and the acceleration may also be taken into consideration. These equations, the method of calculating the slope, and values ​​such as the distance between the initial aircraft 17a and the aircraft 17b on the runway may be freely set according to the wishes of users such as air traffic controllers.

[0076] Furthermore, in curves 2 and 3, the aircraft separation distances between the initial aircraft 17a and the aircraft 17b on the runway are set to values ​​obtained by subtracting 3000 and 4500 from the formula for curve 1, respectively, but are not limited to these. The aircraft separation distances between the initial aircraft 17a and the aircraft 17b on the runway may be changed depending on the weather and the time of day.

[0077] For example, at night, air traffic controllers and pilots need to visually check and make decisions in poor visibility conditions, so the initial aircraft separation distance for curve 2 may be increased from 1028 to 2028, and the initial aircraft separation distance for curve 3 may be increased from 328 to 1328, as follows: Curve 2...Y0=16.7t+2028+0 Curve 3...Y0=16.7t+1328+0

[0078] The intersection of curve 1 and curve 2 can be found as follows: -83.3t+4828+0=16.7t+2028+0 2800=100t

[0079] In this case, t=28 seconds, and the approach warning notification will be sent after 28 seconds. The intersection of curve 1 and curve 3 can be found as follows: -83.3t+4828+0=16.7t+1328+0 3500=100t

[0080] In this case, t = 35 seconds, and the danger notification will be sent 35 seconds later. In this way, the appropriate notification timing can be determined using the formulas for curves 1 to 3 above, and air traffic controllers and others can take the necessary measures depending on the timing of the notification. In addition, by reviewing the notification conditions depending on environmental factors such as weather and time of day, air traffic controllers and others can respond with more time to spare, which will lead to a reduction in unnecessary notifications.

[0081] As shown in Figure 11, even if a vehicle accidentally crosses the runway in front of a departing aircraft during the day, if the aircraft 17 is traveling at a speed that allows it to stop and there is enough time for the vehicle to cross the runway, the area in which caution is required will be small.

[0082] The notification timing determination unit 314 makes notification decisions in stages based on information on the current aircraft separation distance and information on the future aircraft separation distance for aircraft and vehicles identified as targets of approach monitoring by the approach monitoring target identification unit 313.

[0083] In this embodiment, a specific example will be described in which the notification timing determination unit 314 makes a notification determination in two stages, namely, approach caution and danger, but the present invention is not limited to this. The notification timing determination unit 314 may make a notification determination in three or more stages and issue a notification instruction.

[0084] As shown in Figure 12, the threshold for approach caution notification (curve 2) and the threshold for danger notification (curve 3) are preferably set based on curve 1, which indicates the future aircraft separation distance between aircraft 17b on the runway and aircraft 17a landing, so that the faster the time for the aircraft separation distance to narrow, the higher the threshold becomes. As an example, the following shows the equation for the threshold for curve 2, which indicates approach caution, and the equation for the threshold for curve 3, which indicates danger, created based on the equation for curve 1.

[0085] Curves 2 and 3 shown in FIG. 12 can be expressed by the following equations, which take into account the position information, speed information, and acceleration information of aircraft 17b and aircraft 17a used in curve 1. Curve 2: Threshold = Initial Threshold 1 + Z × (V0 × t + 1 / 2 × a × t 2 )

[0086] where V0 is the initial velocity of the aircraft 17a, and Z is an arbitrarily set threshold climb rate, and is set to a value such as 1 / 2 or 1 / 3. Curve 3: Threshold = Initial Threshold2 + Z × (V0 × t + 1 / 2 × a × t 2 )

[0087] where V0 is the initial velocity of the aircraft 17a, and Z is an arbitrarily set threshold climb rate, and is set to a value such as 1 / 2 or 1 / 3.

[0088] The formulas for curves 2 and 3 used in the above-mentioned notification are just examples, and the settings can be changed according to the operational situation.

[0089] Based on the above-mentioned curves 1 to 3, when curve 1 indicating the current aircraft separation distance between aircraft 17b and aircraft 17a falls below the threshold of curve 2 indicating approach caution or the threshold of curve 3 indicating danger, the notification timing determination unit 314 outputs an approach caution or danger notification instruction corresponding to the threshold that has fallen below to the gradual notification output unit 315.

[0090] Normally, a departing aircraft on the runway takes off before a landing aircraft approaches the runway to land. In this case, the graph will look like the one shown in Fig. 9. Even if an abnormality occurs, such as the controller not noticing the presence of an intruding aircraft on the runway, if the controller can notify the controller by the desktop display device 23 according to this embodiment and take evasive action, the graph will look like the one shown in Fig. 13.

[0091] Furthermore, when aircraft 17b and aircraft 17a on the runway come face to face with each other, the risk of contact between aircraft 17b on the runway and landing aircraft 17a increases. In this case, it is preferable to increase the initial thresholds 1 and 2 of approach caution curve 2 and danger curve 3, as shown in Figure 14. This allows the timing of approach caution and danger notifications to be issued earlier, allowing air traffic controllers, pilots, and the like more time to respond to the notifications.

[0092] Furthermore, because air traffic controllers visually monitor the runway while controlling the airport, even if they notice a crisis notification, they must visually confirm the situation before taking action. However, in situations with poor visibility, such as at night or in bad weather, if it is difficult for air traffic controllers to visually confirm the situation, there is a possibility that they may be late in taking action. For this reason, it is preferable to consider the time of day and weather conditions when deciding the timing of notifications.

[0093] In response to this, as shown in Fig. 15, the notification timing determination unit 314 may change the initial thresholds of the approach caution curve 2 and the danger curve 3 according to time zone information and weather information. For example, during nighttime hours or in bad weather such as rain, cloudiness, thick fog, or snow, visibility is poor and danger increases. Therefore, the notification timing determination unit 314 may increase the thresholds of the curves 2 and 3 by setting the initial thresholds 1 and 2 of the approach caution curve 2 and the danger curve 3 higher during nighttime hours or bad weather. This allows the timing of the approach caution and danger notifications to be issued earlier, allowing air traffic controllers, pilots, and the like to take action in accordance with the notifications with more time to spare.

[0094] The notification timing determination unit 314 may change the initial thresholds of the approach warning curve 2 and the danger curve 3 depending on the visual distance at which the object can be seen. For example, when the visual distance is short and equal to or less than a predetermined distance, visibility is poor, increasing the danger. Therefore, when the visual distance is short and equal to or less than a predetermined distance, the notification timing determination unit 314 may increase the thresholds of the curves 2 and 3 by setting the initial thresholds 1 and 2 of the approach warning curve 2 and the danger curve 3 higher. This allows the timing of the approach warning and danger notifications to be advanced, allowing air traffic controllers, pilots, and the like to take action in accordance with the notifications with more time to spare.

[0095] The notification timing determination unit 314 may change the initial thresholds of the approach caution curve 2 and the danger curve 3 depending on the shape of the runway. For example, if the runway has a complex shape that makes it difficult for aircraft and the like to evacuate, evacuation takes time, increasing the danger. Therefore, if the runway shape is a predetermined complex shape that has been set in advance, the notification timing determination unit 314 may increase the thresholds of the curves 2 and 3 by setting the initial thresholds 1 and 2 of the approach caution curve 2 and the danger curve 3 higher. This makes it possible to advance the timing of the approach caution and danger notifications, allowing air traffic controllers, pilots, and the like to take action in accordance with the notifications with more time to spare.

[0096] The notification timing determination unit 314 may change the initial thresholds of the approach caution curve 2 and the danger curve 3 according to past incident information. The relationship between past incidents and the initial thresholds may be set in advance. This allows a notification to be sent at a timing appropriate to the incident even when an incident occurs, allowing air traffic controllers, pilots, and the like to respond to the notification with more time to act.

[0097] The notification timing determination unit 314 may change the initial thresholds of the approach caution curve 2 and the danger curve 3 depending on whether the control is remote or not. When a controller is performing remote control, the controller and pilots will need more time than usual to respond.

[0098] Therefore, when a controller is performing remote control, the notification timing determination unit 314 may increase the thresholds for curves 2 and 3 by setting high initial thresholds 1 and 2 for curve 2 for approach caution and curve 3 for danger. This allows the timing of approach caution and danger notifications to be advanced, allowing the controller, pilot, or the like more time to respond to the notifications.

[0099] <Progressive notification output section> The gradual notification output unit 315 is a specific example of a notification output means. The gradual notification output unit 315 issues notifications in stages in response to notification instructions from the notification timing determination unit 314. In order to avoid accidents, the gradual notification output unit 315 issues notifications in stages from multiple devices for each of the thresholds.

[0100] For example, if an aircraft 17b or a vehicle or the like mistakenly enters a runway and stops, and an air traffic controller does not notice the situation due to poor visibility at night or the like, there is a possibility that an aircraft 17a that is landing may collide with an aircraft 17b on the runway. For this reason, when the step-by-step notification output unit 315 receives a notification instruction from the notification timing determination unit 314, it notifies the pilot of the aircraft, the air traffic controller, or the like at that timing.

[0101] It is also necessary to consider the possibility that the air traffic controller may not notice the problem just by looking at the display on the airport surface airspace display terminal 21. In situations with low visibility, such as at night, the air traffic controller may be looking toward the aircraft 17a and not looking at the airport surface airspace display terminal 21. If the air traffic controller does not notice, it is fine if the pilot of the aircraft notices, but it is also necessary to consider the effects of not being able to see behind the aircraft and low visibility at night or in bad weather.

[0102] In order to avoid an accident that could occur if these adverse conditions are combined, the system must not only detect the danger, but also notify other controllers in control tower 2, as well as the pilot of aircraft 17b on the runway and the pilot of aircraft 17a that is landing, so that evasive action can be taken.

[0103] For this reason, the gradual notification output unit 315 not only issues a warning on the screen of the airport surface airspace display terminal 21, but also instructs the following: display on all airport surface airspace display terminals 21, display on the tabletop display device 23, output to a speaker, warning via aviation radio using an automated voice, display on display devices near the runway such as the runway distance indicator light 7, etc.

[0104] The gradual notification output unit 315 generates notification content based on the notification instruction from the notification timing determination unit 314.

[0105] Based on the notification instructions from the notification timing determination unit 314, the gradual notification output unit 315 issues gradual output instructions to warning devices such as the airport surface airspace display terminal 21, electronic strip terminal 22, tabletop display device 23, and runway distance indicator light 7 in order to warn air traffic controllers, pilots, etc.

[0106] For example, as shown in Fig. 16, the gradual notification output unit 315 instructs only the airport surface airspace display terminal 21 and speaker of the controller in charge to output in response to an approach warning notification instruction. On the other hand, as shown in Fig. 17, the gradual notification output unit 315 instructs all airport surface airspace display terminals 21, all electronic strip terminals 22, tabletop display devices 23, and runway distance indicator lights 7 to output in response to a danger notification instruction.

[0107] This will allow one of the air traffic controllers, the pilot of aircraft 17b that has mistakenly entered the runway, or the pilot of aircraft 17a that is landing to notice, and one of them will then take evasive action to avoid the danger. Figure 3 is a diagram showing an example of the screen display of the airport surface airspace display terminal 21 when a danger notification is issued as described above.

[0108] The gradual notification output unit 315 may issue an output instruction to a time display device that is normally used by air traffic controllers to check the time.

[0109] The step-by-step notification output unit 315 may instruct to notify both the name of the aircraft and information on the situation based on the aviation-related information acquired from the approach monitoring target identification unit 313 when issuing the danger notification.

[0110] For example, in air traffic control operations, if there is aircraft 17a on the runway, the controller will communicate the following information to aircraft 17b via aviation radio: <callsign>, Inbound <distance> Example: AA200A, Inbound 3 miles

[0111] This communicates to the aircraft specified by the call sign that an inbound aircraft is three miles away.

[0112] 16, in the approach warning state where the aircraft separation distance is 3 miles, the gradual notification output unit 315 instructs that this approach warning be notified from the airport surface airspace display terminal 21 or the speaker 24. For this reason, the notification timing determination unit 314 may compare the future position information prediction unit with the flight plan information acquired from the flight-related information storage device 32, and output a notification instruction to the gradual notification output unit 315.

[0113] 17, in a dangerous state where the aircraft separation distance is 1 mile, the gradual notification output unit 315 not only instructs the airport surface airspace display terminal 21 and the speaker 24 to output a danger notification, but also instructs the airport surface airspace display terminals 21 of other air traffic controllers to output a danger notification. Furthermore, the gradual notification output unit 315 may instruct the wireless device 6 to output a danger notification by automatic voice, and may also instruct a voice conversion unit or the like to output a danger notification.

[0114] An example of the notification content mentioned above is as follows: Information that an inbound aircraft is one mile away for an aircraft specified by call sign: <callsign>, Inbound <distance> Example: AA200A, Inbound 1 mile Information about dangerous situations: <callsign>, Warning! Warning! Information that an aircraft is on the runway for a landing aircraft specified by call sign: <Callsign>, Traffic On The Runway. Example: BBB123, Traffic On The Runway. Call sign to avoid landing aircraft by circling them (if the call sign is available by voice command): <Callsign>, Go Around Example: BBB123, Go Around

[0115] Furthermore, the gradual notification output unit 315 may use the runway distance indicator lights 7 to display the distance to the landing of the landing aircraft to the pilot of the aircraft 17b that has erroneously entered the runway or the pilot of the landing aircraft 17a, or may indicate approach caution or danger by changing the color of the lamp or by flashing, etc. Figure 18 is a diagram showing an example of lighting that indicates the distance to the landing of the landing aircraft using the above-mentioned runway distance indicator lights 7.

[0116] As a result, in addition to the above-mentioned approach monitoring and danger notification, the runway distance indicator lights 7 can also be used during normal operations to notify aircraft 17b on the runway of the presence or absence of landing aircraft 17a and to alert them.

[0117] Note that the runway distance indicator lights 7 may, as a normal operation, notify the pilot of aircraft 17b whether there is a landing aircraft 17a. This allows aircraft 17b or vehicles on or near the runway to know the presence and distance of landing aircraft 17a, even at airports where it is not possible to install airport surface detection radar 41, multilateration system 42, runway monitoring camera 43, or false approach detection sensor 46.

[0118] Therefore, with only the additional cost of the runway distance indicator lights 7, aircraft 17b or vehicles on or near the runway can use the lights to confirm and judge safety for themselves. For example, this helps to avoid a situation where an air traffic controller forgets to look at a vehicle while it is inspecting the runway, and suddenly realizes that an aircraft 17a is approaching.

[0119] After issuing the above-mentioned approach warning and danger notification instructions, the gradual notification output unit 315 may automatically record the display content of the airport surface airspace display terminal 21, the images from the runway surveillance camera 43, and the content of aviation radio before and after the notification instruction in preparation for subsequent investigation.

[0120] When the gradual notification output unit 315 determines that an aircraft or vehicle has come into contact based on the position information of the aircraft and vehicle from the sensor group 4 or the images from the runway surveillance camera 43, it may instruct the output unit 315 to output that an accident has occurred by displaying the screen of the airport surface airspace display terminal 21 and the airport surface airspace display terminal 21 of other air traffic controllers, outputting audio from the speaker, and automatically speaking to the radio device 6.

[0121] Furthermore, when the step-by-step notification output unit 315 determines that a controller has manually input the fact that an accident has occurred via the airport surface airspace display terminal 21, it may instruct the output unit 315 to output the fact that an accident has occurred by displaying the screen of the airport surface airspace display terminal 21 and the airport surface airspace display terminals 21 of other controllers, outputting audio from the speaker 24, and automatically speaking to the radio device 6. This makes it possible to urge pilots of following aircraft, etc. to prevent a secondary accident from occurring, and to urge other controllers and the chief controller to follow up.

[0122] Next, an example of a processing flow for a case where an aircraft erroneously enters a runway at night and an air traffic controller does not notice this will be described. Fig. 19 is a flowchart showing an example of a processing flow of a threat detection method using a tabletop display device according to the present disclosure.

[0123] (STEP 1) A group of sensors 4, including an airport surface detection radar 41, a multilateration system 42, a runway monitoring camera 43, a search radar device 44, a precision radar device 45, and an erroneous approach sensor, detects the runway approach of aircraft 17b. An airport surface airspace display terminal 21 displays the detection results from the group of sensors 4. The group of sensors 4 also detects the runway approach of aircraft 17b and its position information, and the airport surface airspace display terminal 21 displays the detection results from the group of sensors 4.

[0124] Let's consider the following situation. The controller in Control Tower 2 intended to instruct Aircraft 17b to wait short of the runway, but Aircraft 17b mistakenly thought it meant waiting on the runway. At this time, it was nighttime and visibility was poor, so the controller in Control Tower 2 was unable to notice that Aircraft 17b had accidentally entered the runway. Furthermore, Aircraft 17a, which was five miles away, had no idea that Aircraft 17b was on the runway, and was unable to notice it due to the poor visibility.

[0125] (STEP 2) The future position prediction unit 312 of the threat detection device 31 predicts the future separation distance between the aircraft 17a and 17b based on the position information of the aircraft 17a and 17b obtained from the sensor group 4, such as the airport surface detection radar 41, taking into account the speed at which the aircraft 17a passes the end of the runway when landing, etc.

[0126] The landing aircraft 17a continues to approach the runway at a speed of nearly 300 km / h while slowing down. Meanwhile, the aircraft 17b that has mistakenly entered the runway is waiting on the runway and does not change its position. At this time, if the pilot and the controller do not take any action, it is clear that it will enter the "approach caution" or "danger" zone in the future.

[0127] (STEP 3) The approach monitoring target identification unit 313 identifies the monitoring target based on the information on the current aircraft separation distance obtained from the position information processing unit 311, the information on the future aircraft separation distance obtained from the future position prediction unit 312, and the relative acceleration between the aircraft.

[0128] In this case, the approach monitoring target identification unit 313 compares the information on the current aircraft separation distance obtained from the position information processing unit 311 with the information on the future aircraft separation distance obtained from the future position prediction unit 312, and if the distance continues to narrow and the aircraft separation distance is equal to or less than a predetermined distance, the approach monitoring target identification unit 313 may identify the aircraft as a monitoring target.

[0129] (STEP 4) The notification timing determination unit 314 determines the timing to notify approach caution and danger. Based on the future aircraft separation distance of the approach monitoring target identified by the approach monitoring target identification unit 313, the notification timing determination unit 314 generates curve 2 of the threshold indicating approach caution and curve 3 of the threshold indicating danger, as shown in Fig. 12 .

[0130] The notification timing determination unit 314 monitors whether the current aircraft separation distance (curve 1) of the aircraft subject to approach monitoring identified by the approach monitoring target identification unit 313 reaches each threshold value (curve 2, curve 3). When the notification timing determination unit 314 determines that the aircraft separation distance has reached each threshold value, it outputs a notification instruction to the stepwise notification output unit 315 in a stepwise manner.

[0131] (STEP 5) The gradual notification output unit 315 notifies and records the notification content in a gradual manner in response to a notification instruction from the notification timing determination unit 314.

[0132] The above notification includes a display on the airport surface airspace display terminal 21 to each controller in the control tower 2, a display on the tabletop display device 23, speaker output, lighting / flashing of the lamps on the runway distance indicator lights 7, and automatic voice output over the aviation radio by the communication device 5 and radio device 6. If either the controller or the pilot of the aircraft notices this notification and takes evasive measures, an accident can be avoided.

[0133] For example, as shown in Fig. 16, the airport surface airspace display terminal 21 displays the notification content at the time of the approach warning. If the air traffic controller notices the approach warning display on the airport surface airspace display terminal 21 and takes action, the situation will improve as shown in Fig. 20.

[0134] On the other hand, if the controller does not notice this notification and the situation becomes dangerous, as shown in Figure 17, the gradual notification output unit 315 instructs the tabletop display device 23 and aviation radio to notify of the danger.

[0135] After issuing the notification instruction, the gradual notification output unit 315 automatically records the display contents of the airport surface airspace display terminal 21, the images from the runway surveillance camera 43, and the contents of the aviation radio before and after the notification instruction in preparation for subsequent investigation.

[0136] As described above, the threat detection device 31 according to this embodiment provides the following advantageous effects. This allows air traffic controllers to be notified at an appropriate time, taking into account the time available for visual confirmation of the situation, judgment, and response. In addition, by notifying and warning at an appropriate time, it is possible to effectively support accident prevention. By notifying at an appropriate time when evasive action is possible, it is possible to eliminate notification fatigue for air traffic controllers and others.

[0137] By using information such as the position of aircraft and vehicles and the acceleration of the speed at which they pass the end of the runway, it is possible to notify the driver several dozen seconds before a collision. By reducing unnecessary notifications, it is possible to avoid the effects of notification fatigue, a decrease in the reliability of notifications, and the tendency to turn notifications off.

[0138] Even at airports where airport surface detection radar 41, multilateration system 42, etc. are not installed, this system can be introduced if runway monitoring cameras 43 and false approach detection sensors 46 are available.

[0139] By using multiple airport surface airspace display terminals 21, communication devices 5, tabletop displays 23, runway distance indicator lights 7, etc., it is possible to notify all air traffic controllers and aircraft pilots several seconds before a dangerous situation in which a collision may actually occur. This allows anyone who sees the notification to take evasive action.

[0140] [Airport surface airspace display device] As shown in Figure 2, the airport surface airspace display device issues an output instruction to the airport surface airspace display terminal 21, which displays information about the airport surface and the airspace around the airport surface, to output the remaining distance and time until collision for each aircraft.

[0141] The airport surface airspace display terminal 21 is a terminal that displays a radar screen showing the airspace around the runway, superimposed on an airport surface monitoring screen that monitors the airport surface. The airport surface airspace display terminal 21 is characterized by displaying the position information of multiple aircraft and vehicles two-dimensionally on at least one of the airport surface monitoring screen and the radar screen, and displaying the predicted future position information of aircraft and vehicles using at least one of icons, symbols, arrows, dotted lines, and colors. This is intended to enable air traffic controllers, who are busy performing control duties while visually checking the runway, to instantly grasp the position information of the runway, aircraft and vehicles during landing and immediately after takeoff.

[0142] When an approaching situation between aircraft or between aircraft and vehicles is detected, the relationship between the aircraft or between aircraft and vehicles is displayed in a manner that makes it clear using both the airport surface display and the airspace display, as shown in Figure 3. In this case, the situation is displayed using at least one of text, icons, symbols, arrows, dotted lines, and colors in a manner that makes it clear the relationship between the aircraft and vehicles using both the airport surface display and the airspace display.

[0143] What is needed in this case is to provide notifications at more appropriate times that are tailored to the situation, environment, and user. In the present invention, the timing of notifications is determined using conditions such as the environment and aircraft information, but there is still a possibility that the timing of notifications may be too early or too late depending on the situation and the controller. If the notification is too early, it may interfere with control operations, so measures such as muting the speaker may be taken to avoid interfering with control operations. However, if measures such as muting the speaker are taken, there is a possibility that the notification will not be noticed when a danger occurs. In order to maintain the effectiveness of notifications and prevent accidents that may rarely occur, it is necessary to be able to customize the timing of notifications according to the situation.

[0144] As shown in Figure 21, the present invention is configured so that the user can set the initial value (distance) for approach warning, the initial value (distance) for danger notification, the slope of the formula for the approach warning curve (multiplication factor for the curve), or the slope of the formula for the danger notification curve (multiplication factor for the curve).

[0145] This allows for trial and error and continuous improvement to ensure that the timing of notifications is most appropriate for each airport and based on the proficiency of the controllers. For example, if a notification is too fast, the notification setting can be lowered so that future notifications do not interfere with control operations, and if the notification is felt to be slow, the notification can be made faster.

[0146] By being able to easily configure detailed settings, notifications do not interfere with air traffic control operations, but rather serve to prevent danger, creating value in notifications. As a result, being able to configure detailed notifications on the airport surface airspace display device 21 will act as a defense against major accidents that occur rarely, if ever, due to a combination of contingencies, such as a once-in-a-decade occurrence, and will likely lead to the protection of human lives.

[0147] The notification settings can be saved as patterns based on weather information or time zone information, notification target devices (at least one of the airport surface airspace display terminal 21, electronic strip terminal 22, speaker 24, tabletop display device 23, runway distance indicator light 7, and communication device 5), etc. Threshold curves can also be added or deleted.

[0148] The airport surface airspace display device 21 can also retrieve and display previously accumulated approach monitoring information from the threat detection device 31 as a graph, which can be used as reference information when creating patterns. Additionally, the created patterns can be input and output to various types of temporary computer-readable media.

[0149] The present disclosure can also be realized by causing a processor to execute a computer program to perform the processing shown in FIG. 19, for example.

[0150] The program can be stored and supplied to a computer using various types of non-transitory computer readable media. Non-transitory computer readable media include various types of tangible storage media. Examples of non-transitory computer readable media include magnetic recording media (e.g., flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, CD-R / Ws, and semiconductor memories (e.g., mask ROMs, PROMs (Programmable ROMs), EPROMs (Erasable PROMs), flash ROMs, and RAMs (Random Access Memory)).

[0151] The program may be provided to the computer by various types of transitory computer-readable media. Examples of transitory computer-readable media include electrical signals, optical signals, and electromagnetic waves. The transitory computer-readable media can provide the program to the computer via a wired communication path such as an electrical wire or optical fiber, or via a wireless communication path.

[0152] Each component of the threat detection device 31 according to the above-described embodiment can be realized not only by a program, but also in part or in whole by dedicated hardware such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field-Programmable Gate Array).

[0153] Although the present disclosure has been described above with reference to the embodiments, the present disclosure is not limited to the above-described embodiments. Various modifications that can be understood by those skilled in the art can be made to the configuration and details of the present disclosure within the scope of the present disclosure. Furthermore, each embodiment can be combined with other embodiments as appropriate.

[0154] Each drawing is merely an example for describing one or more embodiments. Each drawing may relate not only to one particular embodiment, but also to one or more other embodiments. As will be understood by those skilled in the art, various features or steps described with reference to any one drawing can be combined with features or steps shown in one or more other drawings to create, for example, an embodiment not explicitly shown or described. Not all features or steps shown in any one drawing are necessary to describe an exemplary embodiment, and some features or steps may be omitted. The order of steps described in any drawing may be changed as appropriate.

[0155] A part or all of the above-described embodiments can be described as, but not limited to, the following supplementary notes. (Appendix 1) a location information acquisition means for acquiring location information of each aircraft and each vehicle at the airport; a distance prediction means for predicting aircraft separation distances indicating future distances between aircraft and between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport, based on the position information of each aircraft and each vehicle acquired by the position information acquisition means and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; a notification timing determination means for determining in stages the timing for issuing a notification regarding the approach of each aircraft to another aircraft or each aircraft to a vehicle, based on the aircraft separation distance and relative acceleration of each aircraft predicted by the distance prediction means; a notification output means for dividing notification destinations according to the timing and stage of notification and outputting notifications in stages; Equipped with Threat detection devices. (Appendix 2) 2. The threat detection device of claim 1, the distance prediction means uses a dynamics formula as a method for predicting the future aircraft separation distance, and creates an equation for a curve based on time and distance, taking into account at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; the notification output means issues an output instruction to an airport surface airspace display terminal that displays information about the airport surface and the airspace around the airport surface to output the remaining distance and time until collision of each aircraft; Threat detection devices. (Appendix 3) 3. The threat detection device of claim 2, The airport surface airspace display terminal comprises: This terminal displays a radar screen showing the airspace around the runway, overlaid on an airport surface monitoring screen that monitors the airport surface. two-dimensionally displaying position information of a plurality of aircraft and vehicles on at least one of the airport surface monitoring screen and the radar screen, and displaying the predicted future position information of aircraft and vehicles using at least one of icons, symbols, arrows, dotted lines, and colors; Threat detection devices. (Appendix 4) 2. The threat detection device of claim 1, a distance acquisition means for acquiring the current aircraft separation distances of each aircraft based on the position information of each aircraft and each vehicle acquired by the position information acquisition means; a monitoring target specifying means for comparing the current aircraft separation distances between the aircraft acquired by the distance acquisition means with the aircraft separation distances between the aircraft predicted by the distance prediction means, and specifying aircraft and vehicles that satisfy predetermined conditions as monitoring targets; the notification timing determination means determines the timing to issue the notification based on the current aircraft separation distance for the aircraft and vehicle that are the targets of monitoring identified by the monitoring target identification means; Threat detection devices. (Appendix 5) 2. The threat detection device of claim 1, the notification output means performs the notification using at least one of an airport surface airspace display terminal, an electronic strip terminal, a tabletop display device, a runway distance indicator light, and an aircraft radio; The airport surface airspace display terminal uses both the airport surface display and the airspace display according to the situation of approach between aircraft or between each aircraft and each vehicle, and displays the situation using at least one of characters, icons, symbols, arrows, dotted lines, and colors in a form that allows the relationship between aircraft or between each aircraft and each vehicle to be understood. Threat detection devices. (Appendix 6) 2. The threat detection device of claim 1, the notification output means performs the notification using runway distance indicator lights, The runway distance indicator lights indicate the remaining distance from the landing aircraft closest to the runway to the runway threshold by at least one of the number of lights, color, or flashing, depending on the approach situation of the landing aircraft. Threat detection devices. (Appendix 7) 5. The threat detection device of claim 4, the monitoring target identification means determines that the predetermined condition is satisfied when the aircraft separation distance acquired by the distance acquisition means and the relative acceleration between the aircraft and the vehicle are each below a threshold value, and identifies the aircraft and the vehicle as the monitoring target; Threat detection devices. (Appendix 8) 8. The threat detection device of claim 7, When the aircraft separation distance acquired by the distance acquisition means and the relative acceleration between the aircraft and the vehicle fall below thresholds and the predetermined condition is met, the airport surface airspace display terminal displays the situation by using both the airport surface display and the airspace display in a form that allows the relationship between the aircraft and the vehicle to be understood, using at least one of characters, icons, symbols, arrows, dotted lines, and colors. Threat detection devices. (Appendix 9) 5. The threat detection device of claim 4, The notification timing determination means generating a plurality of threshold curves for the notification based on a curve showing the relationship between the future aircraft separation distance of the aircraft to be monitored identified by the monitoring target identification means and time; If the current aircraft separation distance of the monitored aircraft falls below the curve of each threshold, the timing of the notification is determined to be the one corresponding to the threshold that has fallen below the curve. Threat detection devices. (Appendix 10) 10. The threat detection device of claim 9, The threshold value is not fixed, but is changed according to a method of changing a value according to a curved mathematical formula such that the threshold value increases as the future aircraft separation distance decreases and decreases as the future aircraft separation distance increases. Threat detection devices. (Appendix 11) 10. The threat detection device of claim 9, the airport surface airspace display terminal is configured to display a graph generated using a curve of a plurality of thresholds for making the notification; The system is configured to be able to change initial values ​​of a curve of a plurality of thresholds for making the notification and a magnification factor for a curve showing the relationship between aircraft separation distance and time used to calculate the curve of the thresholds, and to be able to save the changed values ​​as a pattern. Threat detection devices. (Appendix 12) 10. The threat detection device of claim 9, the notification timing determination means increases the threshold curve in accordance with weather information or time zone information; Threat detection devices. (Appendix 13) 10. The threat detection device of claim 9, The airport surface airspace display terminal is characterized by being able to display a graph generated using a curve showing the relationship between the future aircraft separation distance of the monitored aircraft and time, and a curve of a plurality of threshold values ​​for the notification, thereby allowing the user to customize the notification timing to be at an appropriate time by changing the notification timing themselves; The setting contents of the threshold curve are changed in accordance with weather information or time zone information, and the changed setting contents are saved as a pattern. Threat detection devices. (Appendix 14) 10. The threat detection device of claim 9, The notification timing determination means generating a curve of a first threshold indicating an approach caution and a curve of a second threshold smaller than the first threshold indicating a danger, based on a curve indicating a relationship between a future aircraft separation distance and time of the aircraft to be monitored identified by the monitoring target identification means; When the current separation distance between the monitored aircraft falls below the curve of the first threshold value, the notification instruction for the approach warning is output to the notification output means; When the current separation distance between the monitored aircraft falls below the second threshold curve, an instruction to notify the danger is output to the notification output means; The notification output means in response to the instruction to notify the approach caution, issue an output instruction to at least one warning device, and in response to the instruction to notify the danger, issue output instructions to more warning devices than the instruction to notify the approach caution. Threat detection devices. (Appendix 15) 15. The threat detection device of claim 14, The notification output means In response to the approach warning notification instruction, an output instruction is given to the airport surface airspace display terminal to display the situation using at least one of characters, icons, symbols, arrows, dotted lines, and colors in a form that shows the relationship between the aircraft or between each aircraft and each vehicle, using both the airport surface display and the airspace display, depending on the situation of the approach between the aircraft or between each aircraft and each vehicle; In response to the danger notification instruction, output instructions are given to a plurality of airport surface airspace display terminals and electronic strip terminals to display the top and bottom of the screen in red and to display the situation on the screen. Threat detection devices. (Appendix 16) 15. The threat detection device of claim 14, The notification output means In response to the danger notification instruction, an output instruction is given to automatically output, by voice, at least one of the warning status, the name of the monitored object, and the distance to the following aircraft from the speaker, to display on the tabletop display device, and to convert it into voice and transmit it via aviation radio. Threat detection devices. (Appendix 17) 10. The threat detection device of claim 9, The notification timing determination means generates at least two curves of the threshold values. Threat detection devices. (Appendix 18) 15. The threat detection device of claim 14, the warning device includes an airport surface airspace display terminal configured to be able to simultaneously display an airport surface surveillance display and an airport surrounding airspace surveillance display, The notification output means records at least one of the display contents of the airport surface airspace display terminal, the image of the runway surveillance camera, and the contents of aviation radio before and after the notification instruction. Threat detection devices. (Appendix 19) 2. The threat detection device of claim 1, the notification output means changes the notification target and notification content for each stage of the notification; The notification target includes at least one of an airport surface airspace display terminal, an electronic strip terminal, a tabletop display, a runway distance indicator light, a speaker, and a communication device; Threat detection devices. (Appendix 20) acquiring location information of each aircraft and each vehicle at the airport; a step of predicting aircraft separation distances indicating the distances between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport in the future, based on the acquired position information of each aircraft and each vehicle, and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; determining in stages the timing of issuing a notification regarding the approach of each of the aircraft to each other or each of the aircraft to each of the vehicles based on the predicted aircraft separation distances and relative accelerations of each of the aircraft; a step of dividing notification destinations according to the timing and stage of notification and notifying them in stages; Including, Threat detection methods. (Appendix 21) A process of acquiring location information of each aircraft and each vehicle at the airport; a process of predicting aircraft separation distances, which indicate the distances between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport in the future, based on the acquired position information of each aircraft and each vehicle and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; a process of determining the timing to issue a notification regarding the approach of each aircraft to another aircraft or each aircraft to a vehicle based on the predicted aircraft separation distance and relative acceleration of each aircraft; A process of dividing notification destinations according to the timing and stage of notification and notifying them in stages; to the computer, program.

[0156] Some or all of the elements (e.g., configurations and functions) described in Supplementary Note 2 to Supplementary Note 19 that are dependent on Supplementary Note 20 (e.g., method) and Supplementary Note 21 (e.g., program) may also be dependent on Supplementary Note 2 to Supplementary Note 19 in the same dependency relationship. Some or all of the elements described in any Supplementary Note may be applied to various hardware, software, recording means for recording software, systems, and methods. [Explanation of symbols]

[0157] 1. Airport Management System 2 control tower 3 Processing equipment 4 Sensor Group 5. Communications equipment 6 Radio equipment 7 Runway distance indicator lights 17 Aircraft 21 Airport surface airspace display terminal 21a Airport surface surveillance display 21b Airport Surrounding Airspace Surveillance Display 22 Electronic Strip Terminal 23 Tabletop display device 24 speakers 31 Threat Detection Device 31a processor 31b Internal memory 31c storage device 32 Flight-related information storage device 41 Airport Surface Detection Radar 42 Multilateration System 43 Runway surveillance cameras 44 Search Radar Equipment 45 Precision radar equipment 46 False entry detection sensor 311 Location information processing unit 312 Future Position Prediction Unit 313 Approach Surveillance Target Identification Department 314 Notification timing determination unit 315 Progressive Notification Output Unit

Claims

1. a location information acquisition means for acquiring location information of each aircraft and each vehicle at the airport; a distance prediction means for predicting aircraft separation distances, which indicate future distances between aircraft and between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport, by a curve based on time and aircraft separation distances, based on the position information of each aircraft and each vehicle acquired by the position information acquisition means and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; a notification timing determination means for generating a curve representing the aircraft separation distance predicted by the distance prediction means versus time, a "careful approach" threshold curve derived based on the time of day and weather conditions, and a "danger" threshold curve with an initial value different from the "careful approach" threshold curve, and determining whether to issue a notification regarding the approach of aircraft to aircraft or between aircraft and vehicles when the aircraft separation distance falls below the "careful approach" threshold curve and the "danger" threshold curve, thereby issuing a notification earlier the faster the aircraft separation distance and the distance between each aircraft and each vehicle are decreasing, and issuing a notification later the slower the decreasing speed is; and The notification destination is divided according to the timing and stage of the notification, and notification is sent in stages. Force means, Equipped with Threat detection devices.

2. 2. The threat detection device according to claim 1, the distance prediction means uses a dynamics formula as a method for predicting the future aircraft separation distance, and creates an equation for a curve based on time and distance, taking into account at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft based on the flight plan information of each aircraft; the notification output means issues an output instruction to an airport surface airspace display terminal that displays information about the airport surface and the airspace around the airport surface to output the remaining distance and time until collision of each aircraft; Threat detection devices.

3. 3. The threat detection device according to claim 2, The airport surface airspace display terminal comprises: This terminal displays a radar screen showing the airspace around the runway, overlaid on an airport surface monitoring screen that monitors the airport surface. two-dimensionally displaying position information of a plurality of aircraft and vehicles on at least one of the airport surface monitoring screen and the radar screen, and displaying the predicted future position information of aircraft and vehicles using at least one of icons, symbols, arrows, dotted lines, and colors; Threat detection devices.

4. 2. The threat detection device according to claim 1, a distance acquisition means for acquiring the current aircraft separation distances of each aircraft based on the position information of each aircraft and each vehicle acquired by the position information acquisition means; a monitoring target specifying means for comparing the current aircraft separation distances between the aircraft acquired by the distance acquisition means with the aircraft separation distances between the aircraft predicted by the distance prediction means, and specifying aircraft and vehicles that satisfy predetermined conditions as monitoring targets; the notification timing determination means determines the timing to issue the notification based on the current aircraft separation distance for the aircraft and vehicle that are the targets of monitoring identified by the monitoring target identification means; Threat detection devices.

5. 2. The threat detection device according to claim 1, the notification output means performs the notification using at least one of an airport surface airspace display terminal, an electronic strip terminal, a tabletop display device, a runway distance indicator light, and an aircraft radio; the airport surface airspace display terminal uses both an airport surface display and an airspace display according to the situation of approach between aircraft or between each aircraft and each vehicle, and displays the situation using at least one of characters, icons, symbols, arrows, dotted lines, and colors in a form that allows the relationship between aircraft or between each aircraft and each vehicle to be understood; Threat detection devices.

6. 2. The threat detection device according to claim 1, the notification output means performs the notification using runway distance indicator lights, The runway distance indicator lights indicate the remaining distance from the landing aircraft closest to the runway to the runway threshold by at least one of the number of lights, color, or flashing, depending on the approaching situation of the landing aircraft. Threat detection devices.

7. 5. The threat detection device according to claim 4, the monitoring target identification means determines that the predetermined condition is satisfied when the aircraft separation distance acquired by the distance acquisition means and the relative acceleration between the aircraft and the vehicle are each below a threshold value, and identifies the aircraft and the vehicle as the monitoring target; Threat detection devices.

8. 8. The threat detection device according to claim 7, When the aircraft separation distance acquired by the distance acquisition means and the relative acceleration between the aircraft and the vehicle fall below thresholds and the predetermined condition is met, the airport surface airspace display terminal displays the situation by using both the airport surface display and the airspace display in a form that allows the relationship between the aircraft and the vehicle to be understood, using at least one of characters, icons, symbols, arrows, dotted lines, and colors. Threat detection devices.

9. 5. The threat detection device according to claim 4, The notification timing determination means generating a plurality of threshold curves for the notification based on a curve showing the relationship between the future aircraft separation distance of the aircraft to be monitored identified by the monitoring target identification means and time; If the current aircraft separation distance of the monitored aircraft falls below the curve of each threshold, the timing of the notification is determined to be the one corresponding to the threshold that has fallen below the curve. Threat detection devices.

10. 10. The threat detection device of claim 9, The threshold value is not fixed, but is changed according to a method of changing a value according to a curved mathematical formula such that the threshold value increases as the future aircraft separation distance decreases and decreases as the future aircraft separation distance increases. Threat detection devices.

11. 10. The threat detection device of claim 9, the airport surface airspace display terminal is configured to display a graph generated using a curve of a plurality of thresholds for making the notification; The initial values ​​of the curves of the multiple thresholds for making the notification and the scaling factor for the curve showing the relationship between aircraft separation distance and time used to calculate the curves of the thresholds can be changed, and the changed values ​​can be saved as patterns. Threat detection devices.

12. 10. The threat detection device of claim 9, the notification timing determination means increases the threshold curve in accordance with weather information or time zone information; Threat detection devices.

13. 10. The threat detection device of claim 9, The airport surface airspace display terminal is characterized by being able to display a graph generated using a curve showing the relationship between the future aircraft separation distance of the monitored aircraft and time, and a curve of a plurality of threshold values ​​for the notification, thereby allowing the user to customize the notification timing to be at an appropriate time by changing the notification timing themselves; The setting contents of the threshold curve are changed in accordance with weather information or time zone information, and the changed setting contents are saved as a pattern. Threat detection devices.

14. 10. The threat detection device of claim 9, The notification timing determination means generating a curve of a first threshold indicating an approach caution and a curve of a second threshold smaller than the first threshold indicating a danger, based on a curve indicating a relationship between a future aircraft separation distance and time of the aircraft to be monitored identified by the monitoring target identification means; When the current separation distance between the monitored aircraft falls below the curve of the first threshold value, the notification instruction for the approach warning is output to the notification output means; When the current separation distance between the monitored aircraft falls below the second threshold curve, an instruction to notify the danger is output to the notification output means; The notification output means in response to the instruction to notify the approach caution, an output instruction is given to at least one warning device, and in response to the instruction to notify the danger, an output instruction is given to more warning devices than the instruction to notify the approach caution. Threat detection devices.

15. 15. The threat detection device of claim 14, The notification output means In response to the approach warning notification instruction, an output instruction is given to the airport surface airspace display terminal to display the situation using at least one of characters, icons, symbols, arrows, dotted lines, and colors in a form that shows the relationship between the aircraft or between each aircraft and each vehicle, using both the airport surface display and the airspace display, depending on the situation of the approach between the aircraft or between each aircraft and each vehicle; In response to the danger notification instruction, output instructions are given to a plurality of airport surface airspace display terminals and electronic strip terminals to display the top and bottom of the screen in red and to display the situation on the screen. Threat detection devices.

16. 15. The threat detection device of claim 14, The notification output means In response to the danger notification instruction, an output instruction is given to automatically output, by voice, at least one of the warning status, the name of the monitored object, and the distance to the following aircraft from the speaker, to display on the tabletop display device, and to convert it into voice and transmit it via aviation radio. Threat detection devices.

17. 10. The threat detection device of claim 9, The notification timing determination means generates at least two curves of the threshold values. Threat detection devices.

18. 15. The threat detection device of claim 14, the warning device includes an airport surface airspace display terminal configured to be able to simultaneously display an airport surface surveillance display and an airport surrounding airspace surveillance display, The notification output means records at least one of the display contents of the airport surface airspace display terminal, the image of the runway surveillance camera, and the contents of aviation radio before and after the notification instruction. Threat detection devices.

19. 2. The threat detection device according to claim 1, the notification output means changes the notification target and notification content for each stage of the notification; The notification target includes at least one of an airport surface airspace display terminal, an electronic strip terminal, a tabletop display, a runway distance indicator light, a speaker, and a communication device; Threat detection devices.

20. acquiring location information of each aircraft and each vehicle at the airport; a step of predicting aircraft separation distances, which indicate future distances between the aircraft and the vehicles on the runway of the airport and in the airspace above the airport, based on the acquired position information of each aircraft and each vehicle and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft, which is based on the flight plan information of each aircraft, using a curve based on time and aircraft separation distances; a step of creating a curve of the predicted aircraft separation distance and time, a "closeness caution" threshold curve derived based on the time of day and weather conditions, and a "danger" threshold curve with an initial value different from the "closeness caution" threshold curve, and determining whether to issue a notification regarding the approach of aircraft to aircraft or between each aircraft and each vehicle when the aircraft separation distance falls below the "closeness caution" threshold curve and the "danger" threshold curve, thereby issuing a notification earlier the faster the speed at which the aircraft separation distance and the distance between each aircraft and each vehicle are decreasing, and later the slower the speed at which the distance is decreasing, thereby issuing a notification in stages at an appropriate timing; a step of dividing notification destinations according to the timing and stage of notification and notifying them in stages; Including, Threat detection methods.

21. A process of acquiring location information of each aircraft and each vehicle at the airport; a process of predicting aircraft separation distances, which indicate future distances between aircraft and between each aircraft and each vehicle on the runway of the airport and in the airspace above the airport, using a curve based on time and aircraft separation distances, based on the acquired position information of each aircraft and each vehicle and at least one of the runway threshold speed at landing and the nose-up speed at takeoff of each aircraft, which is based on the flight plan information of each aircraft; a curve based on the predicted aircraft separation distance and time, a "proximity caution" threshold curve derived based on the time period and weather conditions, and a "danger" threshold curve with an initial value different from the "proximity caution" threshold curve, and determining whether to issue a notification regarding the approach of aircraft to aircraft or between aircraft and vehicles when the aircraft separation distance falls below the "proximity caution" threshold curve and the "danger" threshold curve, thereby issuing a notification earlier the faster the aircraft separation distance and the distance between each aircraft and each vehicle are decreasing, and issuing a notification later the slower the decreasing speed is, thereby issuing a notification in stages at an appropriate timing; A process of dividing notification destinations according to the timing and stage of notification and notifying them in stages; to the computer, program.

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