JP2010211536A - Air traffic control system for airport - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent human error without imposing a burden on airport control work.
The position of the aircraft on the airport surface is detected, and the movement instruction to the aircraft by the voice of the controller is analyzed. Then, the detected current position of the aircraft and the guidance route calculated from the analyzed voice movement instruction are displayed simultaneously. Thereby, since the instruction of the movement route itself given to the pilot by the controller by voice call by radio can be used as the input of the instruction input means, human error can be prevented without imposing a burden on the control work.
[Selection] Figure 1

Description

  The present invention relates to an air traffic control system for an airport that provides travel guidance support in order to reduce the burden of control work for instructing the route of an aircraft or a moving body (such as a vehicle) on the airport.

  Aircrafts and vehicles moving on the airport surface (the ground in the airfield) move on the airport surface with a moving route and instructions given by radio voice communication with the controller. The controller visually monitors the position of a plurality of aircraft and vehicles that change every moment, and gives instructions such as permission for movement, routing, and waiting. This controller's work is very burdensome.

  In addition, with the rapid quantitative change in air traffic in recent years, the burden of control operations has increased. As an example of the guidance of the aircraft that taxied the airport surface (landing), in the case of a landing aircraft (arrival aircraft), which route from among the several movement routes from the runway to the spot (parking station) Is determined to be taxied, and an instruction is given and guided to the pilot by a voice call by radio. In the case of a departure aircraft, after a pushback instruction from the spot (retracting or turning the aircraft by a tow vehicle), the pilot is instructed by a voice call over the air from the pushback position to the runway entry position. To induce. The above guidance to the arrival aircraft and the departure aircraft is performed by several calls, and the guidance instructions include instructions such as temporary waiting at the designated position and permission to move from the standby position.

Known examples for supporting control operations are shown in Patent Documents 1 and 2.
The technique described in Patent Literature 1 detects the position of a moving body that travels in an airport, predicts the travelable section of the target moving body from the speed and behavior of another moving body with respect to the speed of the controlled moving body, and It provides a route that should be directed to the government.
The technique described in Patent Document 2 inputs information on the movement source and movement destination of an aircraft in an airfield, and automatically determines a route between the movement source and the movement destination. And the route which should be advanced is instruct | indicated to the pilot by lighting the taxiway light which exists in the path | route determined in this way without the intervention of a controller.

JP 2002-197600 A JP 2000-043800 A

  However, with the technique described in Patent Document 1, the controller can provide a route to be instructed to the pilot, but until there is a route instruction due to human error (human error) at that time, Not considered. Further, the technology described in Patent Document 2 does not consider the human error just by lighting a taxiway lamp on a route between a moving source and a moving destination of an aircraft.

  An object of the present invention is to safely guide an airport aircraft, and an airport air traffic control system that supports human error prevention when a controller directs a route instruction to an aircraft. To provide a system.

  In order to solve the above problems and achieve the object of the present invention, the airport air traffic control system of the present invention stores shape data required for display of control such as runway, taxiway and spot position on the airport surface. A screen displaying the airport surface information storage means, the mobile body position analysis means for detecting a mobile body including aircraft and vehicles existing on the airport surface and analyzing the current position, and the position of the mobile body analyzed by the mobile body position analysis means There are provided display means for displaying symbols, and operation input means for selecting a moving body symbol-displayed by the display means.

  A voice input means for inputting the utterance of the controller; a voice analysis means for analyzing the utterance input from the voice input means to identify the moving body; and extracting a guidance instruction to the identified moving body; A guide path calculation means for calculating a guide path of the mobile object by using the current position of the mobile object analyzed by the mobile object position analysis means and a guidance instruction to the mobile object extracted by the voice analysis means as inputs. . Here, an airport surface detection equipment (hereinafter referred to as “ASDE”) disclosed in Japanese Patent Application Laid-Open No. 09-288175 is used as a sensor for detecting a moving body such as an aircraft that detects the position of the aircraft. It is done.

  Moreover, as a preferable form of the present invention, there is further provided utterance recurrence means for recurrence of a movement instruction inputted by voice from the instruction input means. As a result, the instruction route can be confirmed visually, and the instruction route can also be confirmed by hearing.

  Further, as a preferred embodiment of the present invention, a guidance instruction analyzing means for analyzing a guidance instruction by the voice analyzing means, a moving body information storing means for storing the state of the guidance instruction for each moving body, and voice input to the moving body And a guide pattern information storing means for storing a guide pattern for performing a guide instruction. Further, the display means described above is characterized in that the current position of the moving body analyzed by the moving body position analyzing means and the guide route calculated from the voice movement instruction extracted by the voice analyzing means are simultaneously displayed.

  According to the present invention, since the controller itself can use the instruction input means as the input of the movement route that is given to the pilot by the voice call by radio, the human error is prevented without burdening the control work. There is an effect of being able to.

1 is a system block diagram showing an overall configuration of an airport air traffic control system in an embodiment of the present invention. It is a figure which shows the path | route shape of the airport surface information in one embodiment of this invention. It is explanatory drawing of the runway area and spot area of the airport surface information in one example of embodiment of this invention. It is explanatory drawing which drawn the airport surface information in one example of this invention from the node as a viewpoint. It is explanatory drawing which drawn the airport surface information in one example of this invention from the edge as a viewpoint. It is the figure which showed the mobile body information data stored in mobile body information DB2 in the example of 1 embodiment of this invention. It is the figure which divided and showed the state of the aircraft in one example of an embodiment of the present invention in a plurality of patterns. It is a figure for demonstrating the example of the sensor detection mobile body information input from the mobile body input part in one embodiment of this invention. It is the figure which showed an example of the guidance route route table which the guidance route calculation part calculates in one embodiment of this invention. It is the figure which showed an example of the sentence pattern pattern dictionary data for guide | inducing a departure machine in the example of 1 embodiment of this invention. It is the figure which showed an example of the sentence pattern pattern dictionary data for guiding an arrival machine in the example of 1 embodiment of the present invention. It is an example of the symbol <C / S> candidate used in the example embodiment of the present invention. It is an example of the candidate of symbol <rwy-n> used in one embodiment of the present invention. It is an example of the candidate of the symbol <way-n> used in one example embodiment of the present invention. It is an example of the candidate of symbol <spot-n> used in one embodiment of the present invention. It is a transition diagram of the guidance pattern with respect to the departure machine in the example embodiment of the present invention. It is a transition diagram of the guidance pattern with respect to the arrival machine in the example of 1 embodiment of this invention. It is an example of the guidance route calculation parameter in one example embodiment of the present invention. It is a flowchart explaining the process of the mobile body input part and mobile body position analysis part in one embodiment of this invention. It is a flowchart explaining the process which newly registers mobile body data among the processes of the mobile body input part and mobile body position analysis part in one embodiment of this invention. 5 is a flowchart for explaining a flow of processing in a voice analysis unit in an embodiment of the present invention. It is an example of the utterance of the controller in the example embodiment of the present invention. It is a flowchart for demonstrating the process of the guidance route calculation part and the input / output control part in one Example of this invention. It is a flowchart for demonstrating the process of the guidance instruction | indication of a controller in the example of 1 embodiment of this invention. It is the example of a display of the guidance route displayed on the display part 18 in one example of embodiment of this invention (when a departure machine is detected for the first time). It is a display example (after 1st voice instruction processing (S31 of Drawing 24)) of a guidance course displayed on indicator 18 in an example of one embodiment of the present invention. It is the example of a display of the guidance path | route displayed on the display part 18 in one example of embodiment of this invention (when the arrival machine is detected for the first time). It is a display example (after the 2nd and 3rd voice directions (S32 and S33 of Drawing 24)) displayed on indicator 18 in one example of the present invention. It is a display example (after the fourth and fifth voice instructions (S34 and S35 in FIG. 24)) displayed on the display unit 18 in the embodiment of the present invention. It is a display example (after 6th audio | voice instruction | indication (S36 of FIG. 24)) of the guidance path | route displayed on the display part 18 in one example of embodiment of this invention.

Embodiments of the present invention (hereinafter sometimes referred to as “this example”) will be described below with reference to the drawings.
FIG. 1 shows an embodiment of an air traffic control system for airports according to the present invention. As shown in FIG. 1, the airport air traffic control system of this example includes an airport surface information DB (database) 1, a mobile object information DB 2, a route information DB 3, and a man-machine information DB 4. In addition, the system of this example includes a voice input unit 5, an operation input unit 6, and a moving body input unit 7, and further includes a moving body position analysis unit 8, an input / output control unit 9, and a guidance route calculation unit 10. And. Further, the system of this example includes a dictionary 11 in which word dictionary data 11a and sentence pattern pattern data 11b are stored, a voice recognition unit 12, a guidance pattern information storage unit 13, a guidance instruction analysis unit 14, and a voice analysis unit. 15 and an utterance recurrence unit 16, and further includes an audio output unit 17 and a display unit 18.

  The airport surface information DB 1 is a database in which route shape information necessary for control of a runway, a taxiway, and a spot (parking lot) of the airport is stored in advance. This path shape information is information combining geometric information of straight lines and arcs. FIG. 2 shows an example of route shape information stored in the airport surface information DB 1 in the system of this example. The route shape information stored in the airport surface information DB 1 has a data structure in which an aircraft moving route network is modeled by a graph of nodes and edges, as shown in FIGS.

  FIG. 3 is a diagram showing the positional relationship between the runway area 101 and the spot area 102 in the airport surface information in the system of this example. FIG. 4 is a diagram showing spots on the nodes in FIG. 3, and N1 to N21 and SPOT1 to SPOT3 indicate nodes. FIG. 5 is a diagram showing only the edges in FIG. 3, and E1 to E26 indicate edge names. As will be described later, these node names and edge names are used for aircraft guidance. Further, information identifying the runway area and information identifying the spot (parking area) are also stored in the airport surface information DB 1 in advance.

  The mobile body information DB 2 is information related to the mobile body including identification data for identifying the positions of all the mobile bodies and each mobile body, such as aircraft and vehicles existing in the airport, and dynamic data such as moving and waiting. Is a database in which is stored.

  FIG. 6 is a diagram showing the mobile object information data table 210 stored in the mobile object information DB 2 of this example. This moving body information data table 210 shows all the moving bodies in the airport (here 1 to n moving bodies are targeted) from the identification ID 211 to the destination edge name 220 as shown in the figure. Data is recorded. The identification ID 211 is an ID that can uniquely identify the aircraft. As an ID for uniquely identifying the aircraft, a mode S address assigned to each aircraft may be used. The call sign 212 is a call name used in communication between the controller and the aircraft pilot. The X coordinate 213 and the Y coordinate 214 are coordinates detected by an aircraft position detection sensor installed in the airport, which is input via the moving body input unit 7 described later.

  The detection time 215 is the time when the sensor detects the moving body coordinates. In the aircraft type 216, information indicating whether the mobile body is a “departure aircraft”, “arrival aircraft”, or “other than that” is set. In the dynamic state 217, the state of the aircraft is set. Here, as shown in FIG. 7, the state of the aircraft is “waiting for new instruction” 221, “pushback in progress” 222, “pushback completion, waiting for instruction” 223, “moving on runway” 224 “ Any one of the six states of “moving on the taxiway” 225 and “stopping at designated position, waiting for instruction” 226 is set.

  “Waiting for new instruction” 221 means that the mobile object is newly detected by the sensor. In other words, the controller is set for a moving object for which no movement instruction is given. “During pushback” 222 indicates that the controller is a mobile object that is being pushed back after the controller issues a pushback instruction to the departure aircraft. “Pushback completion, wait for instruction” 223 is a moving body in which the controller has issued a pushback instruction to the departure aircraft and the pushback has been completed. “Moving on the runway” 224 indicates that the controller is a moving body that is moving on the runway after instructing the arrival aircraft to the arrival aircraft. “Moving on taxiway” 225 indicates that the controller has issued a “pushback completion, wait for instructions” 223 instruction to the departure aircraft, and then issued a moving object that has given instructions to the runway. It is set for the arrival spot of “moving on the road” 224 for the destination spot or the moving object after instructing a taxi.

  “Stopping at designated position, waiting for instruction” 226 is set for a moving body that has reached the instructed stop position after the controller instructs the departure aircraft to stop the taxiway on the way to the runway. Alternatively, it is set for a moving body that has arrived at the instructed stop position after instructing the arrival machine to stop on the taxiway on the way to the spot.

In addition, in the guidance instruction ID 218 shown in FIG. 6, a sentence pattern ID output by the voice recognition unit 12 described later is set. As the sentence pattern ID, a pattern instructed by the airport controller at each airport based on the control method standard is used.
In the movement source edge name 219 and the movement destination edge name 220 shown in FIG. 6, an edge serving as a start edge when calculating the guidance route of the moving body output by the guidance instruction analysis unit 14 (see FIG. 1) described later. A name (movement source) and an edge name (movement destination) as an end edge are set.

The contents of the mobile object data 210 shown in FIG. 6 have been described above. Returning to FIG. 1 again, the system for the airport of this example will be described.
In the route information DB 3, data for displaying on the display unit 18 the guidance route instructed by the controller using the voice input unit 5 to the aircraft or vehicle in the airport is recorded. Based on this route information data, the edge names defined in the airport surface information DB 1 are stored in order of the guidance route for each moving object.
The man-machine information DB 4 stores temporary information on man-machine operations for managing menu selection states and symbol selection states input from an operation input unit 6 described later.

The voice input unit 5 is voice input means for the controller to make a voice call wirelessly with an airplane or vehicle in the airport, and is composed of a microphone. The voice input from the voice input unit 5 is sent to the voice analysis unit 15.
The operation input unit 6 is an operation input means for selecting a menu to be arranged on the man-machine screen displayed on the display unit 18, inputting characters, selecting an aircraft symbol, and the like, and includes a keyboard and a mouse. . The operation instruction input from the operation input unit 6 is output to the input / output control unit 9.

  The moving body input unit 7 is means for inputting moving body position information of an aircraft or a vehicle detected by a sensor installed at an airport, that is, sensor detected moving body information. FIG. 8 shows an example of the sensor detection moving body information 200 input from the moving body input unit 7. The sensor detection moving body information 200 includes moving body coordinate information and moving body attribute information. The moving body coordinate information includes information on the X coordinate 203 and the Y coordinate 204 in the two-dimensional coordinate system of the airport surface defined by the sensor. The moving body attribute information includes an identification ID 201 unique to each moving body, a call sign 202 uniquely assigned to each aircraft, and a detection time 205 when the sensor detects the moving body.

  Again, returning to FIG. Sensor detection moving body information 200 as shown in FIG. 8 is input to the moving body position analyzing unit 8 and analyzed by the moving body position analyzing unit 8. Then, the moving body position analysis unit 8 registers the analyzed sensor detection moving body information 200 in the moving body information DB 2, or updates or deletes it. All such control is performed by the input / output control unit 9.

Further, the input / output control unit 9 determines the controller's man-machine operation input from the operation input unit 6 and updates the display data output to the display unit 18. The display data is updated with reference to the airport surface information DB1, the moving body information DB2, and the route information DB3.
Further, the input / output control unit 9 refers to the airport surface information DB 1, the moving body information DB 2, and the route information DB 3, outputs the sensor detected moving body information 200 to the guidance route calculation unit 10, and calculates by the guidance route calculation unit 10. The route information DB3 stores the guide route information of the aircraft or vehicle that has been used. This guidance route information is displayed on the display unit 18. In addition, the moving body position analysis unit 8 stores the sensor detection moving body information 200 input from the moving body input unit 7 in the moving body information DB 2 and updates the moving body symbol output to the display unit 18.

  In addition, the guidance route calculation unit 10 inputs the current position and the target position of the aircraft and vehicle instructing the route, and calculates the optimum route from the current position to the target position with reference to the airport surface information DB1. Then, the calculated optimal route is output to the input / output control unit 9. In addition, although the calculation method in the guidance route calculation unit 10 is not described in detail, for the calculation of the guidance route of the guidance route calculation unit 10, for example, a method described in Japanese Patent Application Laid-Open No. 2003-30800 is used. Can be used. That is, the method described in Japanese Patent Laid-Open No. 2003-30800 is a method for calculating a guidance route between the current position of the aircraft and the target position using a minimum cost route matrix.

  FIG. 9 shows an example of the guidance route route table 701 calculated by the guidance route calculation unit 10. As shown in FIG. 9, the calculated guide route 704 is indicated by the edge name (E) from the movement source edge name 702 and the movement destination edge name 703 input from the input / output control unit 9. This edge name (E) corresponds to the edges E1 to E26 in FIG.

  Returning to FIG. 1, the dictionary 11 stores word dictionary data 11a and sentence pattern pattern dictionary data 11b. Here, the sentence pattern pattern data 11b is data obtained by classifying control terms used by the controller to guide an aircraft or a vehicle according to sentence patterns.

FIG. 10 shows an example of sentence pattern pattern dictionary data 11b for guiding a departure machine, and FIG. 11 shows an example of sentence pattern pattern dictionary data 11b for guiding an arrival machine.
Here, FIG. 11 will be described as an example. Lines 325 to 338 in FIG. 11 show examples of sentence pattern. The symbol <C / S> indicates that one of a plurality of call sign (call name) candidates is indicated. The symbol <rwy-n> indicates that one of a plurality of runway (runway and direction) candidates is indicated, and the symbol <way-n> indicates a plurality of taxi (taxiway) candidates. One of them is indicated. The symbol <spot-n> indicates that one of a plurality of spot (parking lot) candidates is indicated.

  In addition, the first column 319 in FIG. 11 indicates a sentence pattern ID, and the second column 320 to the sixth column 324 indicate phrases constituting the sentence pattern. In the example of the pattern pattern 325 (<C / S> cleared to land <rwy-n>), the first phrase is the symbol <C / S>, the second phrase is “cleared to land”, and the third phrase is the symbol <rwy. -N> indicates a sentence pattern.

  12 to 15 are diagrams showing candidates for the symbol <C / S>, the symbol <rwy-n>, the symbol <way-n>, and the symbol <spot-n> used in this example. That is, the symbol <C / S> indicates the flight name of each aircraft such as ANA798 or JAL365 (see FIG. 12), and the symbol <rwy-n> indicates a runway such as RWY09 or RWY27. (See FIG. 13). The symbol <way-n> indicates a plurality of taxis (taxiways) such as B1 to B4 and C1 to C3 (see FIG. 14), and the symbol <spot-n> is a parking lot such as SPOT1 to 3. The machine is shown (see FIG. 15). Such aircraft, runway, taxiway, and parking lot candidates are registered in advance in the word dictionary data 11a. Since the sentence pattern for the departure machine shown in FIG. 10 can be described in the same manner, the description is omitted here.

Returning to FIG. 1 again, the voice recognition unit 12 shown in FIG. 1 uses the dictionary 11 to determine the sentence pattern ID and the phrase group constituting the sentence pattern from the controller's voice call input from the voice input unit 5. Output. Then, the guidance route element on the airport surface included in the phrase group is determined, and the movement source edge name 219 and the movement destination edge name 220 (see FIG. 6) for calculating the route in the guidance route calculation unit 10 are output. . In this example, the details of the voice recognition unit 12 are not described. For example, a method of defining and recognizing a word to be recognized in advance by a grammar technique as described in JP-A-2000-181485, etc. Is used.
Further, the guidance pattern information storage unit 13 of FIG. 1 stores information defining the current state of the moving body and the transition of the utterance sentence pattern that the controller gives voice instructions to guide the moving body.

FIG. 16 is a diagram showing a transition of the guidance pattern of the departure aircraft in the airport air traffic control system of this example. Moreover, FIG. 17 is a figure which similarly showed the transition of the guidance pattern of an arrival machine.
Symbols A to M (401a to 401m) indicate state transition IDs of the current mobile object, and numbers 319 used for the respective symbols A to M are shown in the first column 319 of FIGS. 10 and 11. It corresponds. This number 319 indicates the sentence pattern ID of the sentence pattern dictionary data 11 b of the dictionary 11.

Next, based on FIG. 16, the relationship between the state transition (symbols A to G) of the departure aircraft and the guidance pattern will be described. “START (departure machine)” indicates an initial state of the departure machine. In other words, the departure aircraft is in a state of SPOT1 to SPOT3 in the spot area 102 (see FIG. 3), and is waiting for a new instruction 221 from the controller (see FIG. 7).
The state transition ID (A: character patterns 1 and 2) indicates a guidance pattern in which the controller instructs the starter to the runway to go and permits pushback.
The state transition ID (B: character pattern 3) indicates a guidance pattern in which the controller instructs the runway to go to the departure aircraft and permits long pushback.
The state transition ID (C: character pattern 4) indicates a guidance pattern in which the controller instructs the departure route to the departure route and permits movement.
The state transition ID (D: character patterns 5 to 9) indicates a pattern in which the controller directs the departure aircraft to contact the controller after instructing the runway to be directed and arriving on the runway. ing.

The state transition ID (E: character patterns 10 to 12) indicates a pattern in which the controller guides the departure aircraft to wait at the designated position.
The state transition ID (F: character patterns 13 to 16) indicates a pattern in which the controller gives a movement permission to the departure aircraft that has already instructed the destination, and guides to stop when it arrives at the indicated point. Yes.
The state transition ID (G: character patterns 17, 18) indicates a pattern in which the controller instructs the departure aircraft to take off.
The state transition ID including a plurality of character patterns indicates that there are a plurality of types of guidance patterns for the departure machine. Further, the arrows from the state transition IDs (A) to (G) indicate that various state transition ID guidance patterns are passed before the departure aircraft is permitted to take off.

Next, based on FIG. 17, the relationship between the state transition of the arrival machine (symbols HM) and the guidance pattern will be described.
“START (arrival aircraft)” indicates the initial state of the arrival aircraft. That is, the arrival aircraft is in the runway area 101 (see FIG. 3), and is waiting for a new instruction 221 from the controller (see FIG. 7).
The state transition ID (H: character patterns 19 and 20) indicates a guidance pattern that permits the controller to land on the arrival aircraft.
The state transition ID (I: character patterns 21 to 24) indicates a guidance pattern in which the controller instructs the arrival path from the runway to the arrival aircraft. Further, the character patterns 21, 22, and 24 indicate patterns that guide the operator to contact the controller after leaving the runway.
The state transition ID (J: character patterns 25 and 26) indicates a guide pattern in which the controller instructs the arrival route to the arrival aircraft and permits movement.

The state transition ID (K: character patterns 30 to 32) indicates a guide pattern in which the controller instructs the arrival aircraft to indicate a spot to be headed and permits movement.
The state transition ID (L: character pattern 27) indicates a pattern in which the controller directs the arrival aircraft to wait at the indicated position.
The state transition ID (M: character patterns 28 and 29) indicates a guidance pattern in which the controller instructs the arrival aircraft to guide a crossing guide route and a position to go.
The state transition ID including a plurality of character patterns indicates that there are a plurality of types of guidance patterns for the arrival aircraft. In addition, an arrow from the state transition ID (H) to (M) indicates that the arrival aircraft has received a plurality of guidance instructions from the controller before receiving an instruction of a spot to go to with the state transition ID (K) or (M). Indicates that you will receive.

  Returning to FIG. 1 again, the speech analysis unit 15 first receives the sentence pattern ID and phrase output from the speech recognition unit 12, and obtains the call sign that is the first phrase of the sentence pattern, By referring to the mobile object information DB2, the current state transition ID (A) to (M) of the mobile object is obtained. Then, in the current state transition ID, a route through which the sentence pattern ID transitions is determined, and when there is a transition route, the state transition ID of the transition destination route is output.

  Further, the guidance instruction analysis unit 14 shown in FIG. 1 collates the sentence pattern ID and the phrase extracted by the voice recognition unit 12 with the sentence pattern ID and the phrase stored in the guidance pattern information storage unit 13, and calculates a guidance route. Calculate the parameters. Then, the guidance instruction analysis unit 14 outputs the calculated guidance route calculation parameter to the guidance route calculation unit 10 via the input / output control unit 9.

  Here, the guidance route calculation parameter is a parameter as shown in FIG. As shown in FIG. 18, the guidance route calculation parameter includes a guidance instruction ID 501 corresponding to a state of traveling on the runway after an arrival aircraft as indicated by “H” receives landing permission from the controller, For example, it includes a call sign 502 corresponding to a flight name such as “JAL365”, an aircraft type 503 indicating a departure or arrival aircraft, a source edge name “E5” 504 and a destination edge name “NULL” 505. . Here, the destination edge name 504 of “NULL” means that the arrival aircraft has appeared for the first time.

  The voice analysis unit 15 in FIG. 1 uses the voice recognition unit 12 and the guidance instruction analysis unit 14 to transmit the voice call data of the controller input from the voice input unit 5 to the sentence pattern ID, the phrase group constituting the sentence pattern, and The guidance route calculation parameter of the moving object is obtained.

  Furthermore, the voice analysis unit 15 stores the guidance instruction ID, the movement source edge name “E5”, and the movement destination edge name “NULL” shown in FIG. 18 in the moving body information DB 2, which are obtained by the voice recognition unit 12. Then, the phrase group constituting the sentence pattern obtained by the speech recognition unit 12 is output to the utterance recurrence unit 16. Further, the guidance instruction analysis unit 14 outputs the guidance route calculation parameter to the input / output control unit 9.

  The utterance repeater 16 recognizes the guidance of the controller input from the voice input unit 5 by the voice recognition unit 12 and acquires a phrase group constituting the sentence pattern of the guidance by the voice of the controller. Then, the utterance recurrence unit 16 outputs the voice reproduction data prepared in advance to the voice output unit 17 corresponding to each acquired phrase, and reproduces it with the outputted voice, thereby giving a guidance instruction of the controller. I try to repeat it.

(Processing of moving body input unit 7 and moving body position analysis unit 8)
Next, using the flowcharts shown in FIGS. 19 and 20, the moving body input unit 7 and the moving body position analyzing unit 8 shown in FIG. 1 perform the process with reference to the tables shown in FIGS. 6 to 8. Processing will be described.
As shown in FIG. 19, first, the mobile body input unit 7 acquires sensor detection mobile body information 200 (see FIG. 8) from the sensors installed in the airport (step S1), and this sensor detection mobile body. The information 200 is output to the moving body position analysis unit 8.

  Then, the moving body position analysis unit 8 moves to determine whether or not the identification ID 201 of the input sensor detection moving body position information 200 is registered in the moving body entry data table 210 shown in FIG. The one mobile body entry data 211 to 220 is taken out from the body entry data table 210 (step S2). Then, the identification ID 201 of the mobile body position information 200 is compared with the identification ID 211 of the mobile body entry data (step S3), and the input mobile body position information 200 is registered in the mobile body entry data. It is determined whether or not (step S4).

  Here, it is discriminated whether it is a departure aircraft or an arrival aircraft depending on where the moving body that first appeared in the airport plane is, that is, the runway or SPOT. Once appearing, the moving object is registered in the moving object entry data table 210 and managed until the guidance instruction ends and disappears. The position of the moving object plotted on the screen is updated by referring to the coordinates using the identification ID as a key. On the other hand, regarding the disappearance of the registered mobile body after the departure of the departure aircraft, if the same identification ID 201 (see FIG. 8) as the registered identification ID 211 (see FIG. 6) is not transmitted for several seconds from the sensor, As a result, the entry data is deleted from the mobile entry data table 210.

  To determine whether or not the moving body position information 200 in this determination step S4 is registered, refer to one moving body data (for example, 211 to 217) from the moving body entry data table 210 shown in FIG. 6 (step S2). And the identification ID 201 of the mobile body position information 200 shown in FIG. 8 is compared with the identification ID 211 of the mobile body entry data shown in FIG. Then, this comparison determination is repeatedly performed for the n mobile entry data shown in FIG. 6 in steps S2 to S6.

That is, when there is entry data that matches the identification ID 201 of the mobile body position information 200 detected by the sensor, the mobile body entry data is updated with the contents of the mobile body position information (201 to 205) (step S5). ) The display of the airport surface is updated (step S8).
On the other hand, if it is determined in the determination step S4 that there is no entry data that matches the identification ID (201) of the moving body position information 200 detected by the sensor, new moving body entry data is registered as will be described later. (Step S7), the display of the airport surface is updated (Step S8).

  Next, a process of newly registering mobile entry data will be described based on the flowchart of FIG. First, a new mobile entry data area (211 to 217) is secured in the mobile entry data table 210 (step S11). Then, the area ID 201, the call sign 202, the X coordinate 203, the Y coordinate 204, and the detection time 205 input from the moving body input unit 7 are stored in the secured moving body entry data area (steps S12 to S15).

  Next, the aircraft type is determined from the input X coordinate 203 and Y coordinate 204 of the moving body (step S16). In step S16, the aircraft type is determined based on the X coordinate 203 and the Y coordinate 204 in the runway range 101, the spot range 102, and the runway and the spot other than the spot shown in FIG. 3 (steps S16 to S18). .

  That is, when the X coordinate 203 and the Y coordinate 204 are within the runway range 101 of FIG. 3, “arrival aircraft” is set as the aircraft type 217 (step S17). If the X coordinate 203 and the Y coordinate 204 are within the spot range 102, “departure aircraft” is set in the aircraft type 217 (step S18). Then, “wait for new instruction” is set in the dynamic state 217 of the secured mobile entry data area (step S19).

  In addition, the display update of the airport surface shown in step S8 of FIG. 19 refers to the airport surface information DB1 and the mobile body information DB2, and displays the mobile body symbol 103 (see FIG. 3) on the airport surface (FIG. 2). ).

(Processing of voice recognition unit 12, guidance instruction analysis unit 14, and voice analysis unit 15)
Next, the phonetic pattern for the departure aircraft and arrival aircraft shown in FIGS. 10 and 11, transition diagrams of guidance patterns for departure aircraft and arrival aircraft in FIGS. 16 and 17, the flowchart in FIG. 21, and guidance route calculation parameters in FIG. The flow of processing performed by the speech recognition unit 12, the guidance instruction analysis unit 14, and the speech analysis unit 15 will be described using the utterance example of the controller in FIG.

  As shown in FIG. 22, the voice analysis unit 15 shown in FIG. 1 outputs the voice data 601 (“JAL365 cleared to land RWT27”) spoken by the controller input from the voice input unit 5 to the voice recognition unit 12. To do. Then, based on the word dictionary data 11a and the sentence pattern pattern dictionary data 11b, the voice recognition unit 12 determines the sentence pattern ID (= 19) 602, the first phrase (“JAL365”: call sign) 603, and the second phrase of the arrival machine. (“Cleared to land”) 604 and the third phrase (“RWY27”) 605 are acquired as a speech recognition result (step S21 in FIG. 21). The voice recognition result is output to the voice analysis unit 15.

  Next, the voice analysis unit 15 confirms whether or not the call sign of the first phrase (“JAL365”) acquired from the voice recognition unit 12 has been registered in the mobile unit entry data of the mobile unit information DB 2 (step S22).

  If the call sign has already been registered in the mobile entry data, the voice analysis unit 15 uses the sentence pattern ID (= 19) 602 of the arrival machine, the first phrase (“JAL365”: call sign) 603, and the second phrase. (“Cleared to land”) 604 and the third phrase (“RWY27”) 605 are input to the guidance instruction analysis unit 14. Then, the voice analysis unit 15 acquires the guidance instruction ID (“H”) 501, the movement source edge name (“E5”) 504, and the movement destination edge name (“NULL”) 505 from the guidance pattern information storage unit 13 ( Step S23).

  Next, the voice analysis unit 15 includes the current dynamic state 217 and the current guidance instruction ID 218 of the mobile body in the mobile body entry data table (see FIG. 6) of the mobile body information DB2, and the arrival pattern guidance pattern transition table. With reference to (FIG. 17), it is determined whether or not the transition of the guidance instruction indicated by the guidance instruction ID 218 of FIG. 6 is possible (step S24).

  In the determination of the validity of the guidance instruction in step S24, when the transition of the runway or taxiway is possible as seen from the guidance pattern transition table, parameters for calculating the guidance route (501 to 505) shown in FIG. 18 are set. Then, the data is output to the input / output control unit 9 (step S25), and the process is terminated.

(Processing of input / output control unit 9 and guidance route calculation unit 10)
Next, the flow of processing performed by the input / output control unit 9 and the guidance route calculation unit 10 of FIG. 1 will be described using the flowchart of FIG. 23 and the guidance route information diagram of FIG. 9.

  The input / output control unit 9 outputs the guidance route calculation parameters shown in FIG. 18 input from the voice analysis unit 15 to the guidance route calculation unit 10. The guidance route calculation unit 10 refers to the route information DB 3 to calculate a guidance route 704 for guiding the moving body shown in FIG. 9 from the movement source edge name 504 and the movement destination edge name 505, and the edge name is set. A guidance route list is output (step S26).

  As shown in FIG. 9, the guide route list 701 is referred to using the movement source 702, the movement destination 703, and the current position (edge) of the moving object as keys, and the guidance route from the current position (edge) to the movement destination (FIG. 9). 9) is returned as a character string to the output parameter. For example, in the guide route 723, it means passing through the guide routes of E25, E24, E23, E13, E14, and E9.

  Next, the input / output control unit 9 stores the guidance route list calculated by the guidance route calculation unit 10 in the route information DB 3 (step S27). Then, the input / output control unit 9 updates the dynamic state 217, the guidance instruction ID 218, the movement source edge name 219, and the movement destination edge name 220 of the moving object information DB 2 with the current information (step S28).

  Next, the input / output control unit 9 refers to the airport surface information DB1 to display the airport surface on the display unit 18, and refers to the mobile body information DB2 to display a mobile body symbol on the display unit 18 to display the route information DB3. , The route line of the moving body is displayed on the display unit 18 (step S29).

(One specific example)
Next, a specific example of the airport air traffic control system of the present invention will be described using the flowchart of FIG. 24 and the guidance route display screens shown in FIGS.
The flowchart of FIG. 24 shows an example of a voice call in which the controller guides the aircraft using the voice input unit 5, and steps S31, S33, and S35 are the departure aircraft 1001 identified by the call sign “JAL365” (FIG. Steps S32, S34, and S36 are guidance instructions for the arrival machine 1002 (see FIGS. 27 to 30) identified by the call sign “ANA798”.

  First, in a state where there is no moving body in the airport plane, that is, in an initial state, as shown in FIG. 25, when the sensor detects a departure machine 1001 that is a moving body, the moving body input unit 7 detects the sensor of the moving body 1001. The moving body information 200 (see FIG. 8) is output to the moving body position analyzing unit 8. In this example, the sensor detection mobile body information 200 of the mobile body 1001 has an identification ID 201 “ID1”, a call sign 202 “JAL365”, an X coordinate 203 “500”, a Y coordinate 204 “0”, and a detection time 205. Is “08:00:00”.

  Then, the moving body position analyzing unit 8 analyzes the input sensor detection moving body information 200 and stores it in the moving body information data table 210 of the moving body information DB2.

  For the identification ID 211, the call sign 212, the X coordinate 213, the Y coordinate 214, and the detection time 215 of the moving body information data table 210, the values of the sensor detection moving body information 200 input by the moving body input unit 7 are set as they are. That is, the identification ID 211 is set to “ID1”, the call sign 212 is set to “JAL365”, the X coordinate 213 is set to “500”, the Y coordinate 214 is set to “0”, and the detection time 215 is set to “08:00:00”.

  Next, the moving body position analysis unit 8 refers to the airport surface information DB 1 and calculates the appearance position of the moving body, that is, the correlation position in the airport surface information of the X coordinate 213 and the Y coordinate 214. In this example, since the moving body is located within the spot area 102, the type of aircraft is determined as “departure aircraft”. Therefore, the moving body position analysis unit 8 sets “departure aircraft” to the aircraft type 216 in FIG. 6. Further, “SPOT3” is set to the movement source edge name 219 by searching for a spot located in the vicinity of the X coordinate 213 and the Y coordinate 214.

  In this state, since a departure machine 1001 (see FIG. 25), which will be described later, is a moving body detected for the first time, “wait for new instruction” is set in the dynamic state 217 of FIG. And after performing the process which sets the information regarding the mobile body 1001 to the mobile body information data table 210 of FIG. 6, the same content is stored in mobile body information DB2. Subsequently, the input / output control unit 9 displays the airport surface shape on the display unit 18 with reference to the airport surface information DB1, and displays the mobile body symbol in the airport surface shape with reference to the mobile body information DB2. To do. Further, the guide route is displayed with reference to the route information DB 3. By performing the above processing, as shown in FIG. 25, the departure machine 1001 is displayed on the display screen of the display unit 18 for the first time.

(First voice instruction processing example)
Next, the controller confirms the result displayed on the display unit 18 (see FIG. 25). Then, as shown in FIG. 24, in order to guide the moving body 1001 as the departure machine to the runway RWY 27, the controller makes a pushback instruction as a first guidance instruction from the voice input unit 5 to the pilot of the moving body 1001. Say “JAL365 push back approved RWY27” <Japan Air Three Six Push Back Approve Runway to Seven> (Step S31).

  The voice input unit 5 outputs the input utterance to the voice analysis unit 15. Then, the voice analysis unit 15 uses the voice recognition unit 12 to obtain a sentence pattern ID and a phrase group of the input utterance. Specifically, the voice recognition unit 12 detects the words “JAL365”, “push back approved”, and “RWY27” registered as word dictionary data 11a with reference to the dictionary 11 for the input utterance, Referring to the sentence pattern pattern data 11b, a sentence pattern ID = 1 (301 in FIG. 10) whose sentence pattern matches <C / S> push back approved <rwy-n> is detected, and the first phrase = “JAL365” ", The second phrase =" push back approved ", and the third phrase =" RWY27 "are detected. That is, the speech analysis unit 15 utters and repeats the sentence pattern ID = 1, the first phrase = “JAL365”, the second phrase = “push back approved”, and the third phrase = “RWY27” detected by the speech recognition unit 12. To the unit 16 and the guidance instruction analysis unit 14. At this time, as shown in FIG. 26, the display screen of the display unit 18 displays “E25 → E24” (see FIG. 5), which is a display route for guiding the departure aircraft.

  The utterance recurrence unit 16 outputs the prepared audio reproduction data corresponding to the input first to third phrases to the audio output unit 17. Then, the audio output unit 17 reproduces an audio “three six five pushback upgrade runway to seven”.

  On the other hand, the guidance instruction analysis unit 14 refers to the mobile body information DB 2 and inputs the input sentence pattern ID = 1 and the first to third phrases to the call of the first phrase via the guidance pattern information storage unit 13. A guidance instruction ID (501 in FIG. 18) and an aircraft type (arriving aircraft: 503) corresponding to the sign are calculated.

  And the guidance instruction | indication analysis part 14 searches the call sign 212 in the mobile body information data table 210 registered into mobile body information DB2 from the head first by using 1st phrase = "JAL365" as a key first. Thus, when a call sign that matches “JAL365” is detected in the moving body information data table 210, the guidance instruction analysis unit 14 detects the aircraft type 216 = “departure aircraft” and the source edge name 219 = “SPOT3” is output to the voice analysis unit 15.

  In addition, the guidance instruction analysis unit 14 sets “RWY27” to the destination edge name 220 of the call sign in the moving body information data table 210 for the third phrase = “RWY27” and the destination edge name = “RWY27”. "Is output to the voice analysis unit 15.

  And the guidance instruction | indication analysis part 14 detects guidance instruction | indication ID = "A" (401a) corresponding to the said phrase with reference to the guidance pattern information storage part 13 by making a 1st phrase-a 3rd phrase into a key, and the detection The result is output to the voice analysis unit 15.

  As a result, the guidance instruction analysis unit 14 performs guidance instruction ID = “A”, call sign = “JAL365”, aircraft type = “departure aircraft”, source edge name = “SPOT3”, destination edge name = “ RWY27 "is output to the voice analysis unit 15 as a guidance route calculation parameter.

  Further, the voice analysis unit 15 outputs the guidance route calculation parameter detected by the guidance instruction analysis unit 14 to the input / output control unit 9. The input / output control unit 9 registers and sets the input guidance route calculation parameter in the route information DB 3 using the guidance route calculation unit 10.

Next, the guidance route calculation unit 10 provides guidance instruction ID = “A”, call sign = “JAL365”, aircraft type = “departure aircraft”, source edge name = “SPOT3”, destination, which are guidance route calculation parameters. Using the edge name = “RWY27”, the airport surface information DB1, and the guidance route route table 701 (see FIG. 9), an edge name list indicating the guidance route is calculated.
Further, the guide route route table 701 is searched using the movement source edge name = “SPOT3” and the movement destination edge name = “RWY27” as keys, the movement source edge name 702 is “SPOT3”, and the movement destination edge name 703 is “RWY27”. The guidance route list of row 723 corresponding to “= E25 → E24 → E23 → E13 → E14 → E9” is calculated. When the above processing is completed, the input / output control unit 9 stores the guidance route list calculated by the guidance route calculation unit 10 and the call sign in association with each other in the route information DB 3.

  And the input / output control part 9 updates the display of the display part 18 with reference to airport surface information DB1, moving body information DB2, and route information DB3. FIG. 26 shows the display screen of the display unit 18 after the first voice instruction (step S31 in FIG. 24) after the display unit 18 enters the state of FIG. That is, as shown in FIG. 26, the departure aircraft pushes back and moves to the position shown in FIG.

(Second voice instruction processing example)
Next, a processing example of the second voice instruction that is executed after the first voice instruction process will be described.
When the display screen of FIG. 26 is displayed on the display unit 18, the controller inputs a landing permission to the moving body 1002 entering the runway, so the voice input unit 5 sends the pilot of the moving body 1002 to the pilot. The landing guidance instruction “ANA798 cleared to land RWY27” <All Nippon Seven Nine Eight Clear to Land Runway to Seven> (step S32) is uttered. The display screen of the display unit 18 at this stage is shown in FIG. Then, the voice input unit 5 outputs the input utterance to the voice analysis unit 15. The voice analysis unit 15 uses the voice recognition unit 12 to obtain a sentence pattern ID and a phrase group of an utterance.

That is, FIG. 27 shows a state in which the departure machine 1001 has finished the pushback from SPOT3 to node N19 shown in FIG. 5 and has received an instruction from the controller in step S31 shown in FIG. "Waiting for instruction from" 223 (see FIG. 8).
In addition, the state where the arrival machine 1002 appears in the runway area 101 as a new moving body is also displayed in FIG. This state is the state in which the arrival aircraft 1002 receives the instruction of Step S32 from the controller from the “START (arrival aircraft)” state of FIG. 17 waiting for an instruction from the controller, that is, the state transition of FIG. The state of (H) is shown.

  Specifically, the speech recognition unit 12 detects the words “ANA798”, “cleared to land”, and “RWY27” registered as word dictionary data 11 a with reference to the dictionary 11 in the input utterance. . Then, referring to the sentence pattern pattern data 11b, the sentence pattern ID = 19 (325) matching the sentence pattern <C / S> cleared to land <rwy-n> is detected and the first phrase = “ANA798” The second phrase = “cleared to land” and the third phrase = “RWY27” are detected.

  Here, the voice analysis unit 15 utters the sentence pattern ID = 19, the first phrase = “ANA798”, the second phrase = “cleared to land”, and the third phrase = “RWY27” detected by the voice recognition unit 12. The data is output to the repetition unit 16 and the guidance instruction analysis unit 14.

  Then, the utterance recurrence unit 16 outputs the audio reproduction data prepared in advance corresponding to the input first to third phrases to the audio output unit 17. Then, the audio output unit 17 reproduces the audio “All Nippon Seven Nine Eight Clear to Land Runway to Seven”.

  On the other hand, the guidance instruction analysis unit 14 refers to the mobile body information DB 2, and inputs the sentence pattern ID = 19 and the first to third phrases, through the guidance pattern information storage unit 13, for the call of the first phrase. The guidance instruction ID 501 and the aircraft type 503 (see FIG. 18) of the guidance route calculation parameter corresponding to the sign are detected.

  Further, the guidance instruction analysis unit 14 first searches the call sign 212 (see FIG. 6) in the mobile body information data table 210 registered in the mobile body information DB 2 from the top using the first phrase = “ANA798” as a key. . When a call sign that matches “ANA798” is detected in the moving body information data table 210, the voice analysis unit 216 = “arrival aircraft” and the source edge name 219 = “E5” of the call sign are detected. 15 is output.

  Then, the guidance instruction analyzer 14 sets “E6” to the destination edge name 220 of the call sign in the moving body information data table 210 for the third phrase = “RWY27”, and the destination edge name = “E6”. "Is output to the voice analysis unit 15 (see FIG. 18).

  Next, the guidance instruction analysis unit 14 refers to the guidance pattern information storage unit 13 using the first to third phrases as keys, detects the guidance instruction ID = “H” (401h) corresponding to the phrase, The detection result is output to the voice analysis unit 15.

  As a result, the guidance instruction analysis unit 14 performs guidance instruction ID = “H”, call sign = “ANA798”, aircraft type = “arrival aircraft”, source edge name = “E5”, destination edge name = “ E6 ″ is output to the voice analysis unit 15 as a guidance route calculation parameter.

  Next, the voice analysis unit 15 outputs the guidance route calculation parameter detected by the guidance instruction analysis unit 14 to the input / output control unit 9. Then, the input / output control unit 9 sets the route information DB 3 via the guidance route calculation unit 10 for the guidance route calculation parameters.

  Specifically, the guidance route calculation unit 10 includes guidance instruction ID = “H”, which is a guidance route calculation parameter, call sign = “ANA798”, aircraft type = “arrival aircraft”, source edge name = “E5”, and The destination edge name = “E6” is sent to the input / output control unit 9. Then, an edge name list indicating a guidance route is calculated with reference to the airport surface information DB1 and the guidance route route table 701 (see FIG. 9). Subsequently, by searching the guide route route table 701 using the movement source edge name = “E5” and the movement destination edge name = “E6” as keys, the movement source edge name 702 is “E5” and the movement destination edge name 703 is The guide route list corresponding to “E6” = “E5 → E4 → E3 → E2 → E6” (see FIG. 5) is calculated. This route is the route shown for the arrival machine 1002 in FIG. The input / output control unit 9 stores the guidance route list calculated by the guidance route calculation unit 10 and the call sign in association with each other in the route information DB 3.

(Third voice instruction processing example)
In addition, the controller guides the moving to the runway to the moving body 1001 of the departure aircraft that is in the state of waiting for the completion of the pushback completion by the first voice instruction. Therefore, the voice input unit 5 utters “JAL365 RWY27 approved taxi into position and hold” <Japan Air Three Six Runway to Seven Taxi into position and hold> (step S33). This third voice instruction “JAL365 RWY27 approved taxi into position and hold” means to enter the runway, enter the takeoff position and wait.

  The voice input unit 5 outputs the input utterance to the voice analysis unit 15, and obtains a sentence pattern ID and a phrase group of the utterance through the voice recognition unit 12. Specifically, the speech recognition unit 12 detects the words “JAL365”, “RWY27”, and “approved taxi into position and hold” registered as word dictionary data 11a with reference to the dictionary 11 by referring to the input utterance. Then, referring to the sentence pattern pattern data 11b, the sentence pattern ID = 14 (314) in which the sentence pattern matches <c / s> <rwy-n> approved taxi into position and hold is detected. At the same time, the first phrase = “JAL365”, the second phrase = “RWY27”, and the third phrase = “approved taxi into position and hold” are detected.

  The voice analysis unit 15 then detects the sentence pattern ID = 14, the first phrase = “JAL365”, the second phrase = “RWY27”, and the third phrase = “approved taxi into position and hold” detected by the voice recognition unit 12. Is output to the utterance recurrence unit 16 and the guidance instruction analysis unit 14.

  The utterance recurrence unit 16 outputs audio reproduction data for preparing the input first to third phrases in advance to the audio output unit 17. Then, the voice output unit 17 outputs a voice “Japan Air Six Five Runway to Seven Taxi Into Position and Hold”.

  On the other hand, the guidance instruction analysis unit 14 refers to the mobile body information DB 2, and inputs the sentence pattern ID = 14 and the first to third phrases, through the guidance pattern information storage unit 13, for the call of the first phrase. The guidance instruction ID (501) and the aircraft type (503) of the guidance route calculation parameter corresponding to the sign are detected.

  That is, the guidance instruction analysis unit 14 first searches the call sign 212 in the mobile body information data table 210 registered in the mobile body information DB 2 using the first phrase = “JAL365” as a key from the top. When a call sign that matches “ANA798” is detected in the moving body information data table 210, the voice analysis unit 15 sets the aircraft type 216 = “departure aircraft” and the source edge name 219 = “E24” of the call sign. Output to.

  Further, the guidance instruction analysis unit 14 sets “E9” to the destination edge name 220 of the call sign in the moving body information data table 210 for the second phrase = “RWY27” and the destination edge name = “E9”. "Is output to the voice analysis unit 15.

  Next, the guidance instruction analysis unit 14 refers to the guidance pattern information storage unit 13 using the first to third phrases as keys, and detects the guidance instruction ID = “F” (401f in FIG. 16) corresponding to the phrase. The detection result is output to the voice analysis unit 15.

  As a result, the guidance instruction analysis unit 14 performs guidance instruction ID = “F”, call sign = “JAL365”, aircraft type = “departure aircraft”, source edge name = “E24”, destination edge name = “E9”. "Is output to the voice analysis unit 15 as a guidance route calculation parameter.

  Then, the voice analysis unit 15 outputs the guidance route calculation parameter detected by the guidance instruction analysis unit 14 to the input / output control unit 9. Then, the input / output control unit 9 sets the route information DB 3 via the guidance route calculation unit 10 as follows.

  The guidance route calculation unit 10 includes guidance instruction ID = “F”, call sign = “JAL365”, aircraft type = “departure aircraft”, source edge name = “E24”, destination edge name = “E9” is input to the input / output control unit 9. Then, with reference to the airport surface information DB1 and the guidance route route table 701 (FIG. 9), an edge name list representing the guidance route is calculated. The guide route route table 701 is searched using the movement source edge name = “E24” and the movement destination edge name = “E9” as keys, and the movement source edge name 702 corresponds to “E24” and the movement destination edge name 703 corresponds to “E9”. Guide route list = “E24 → E23 → E13 → E14 → E9” (see FIG. 5). The input / output control unit 9 stores the guidance route list calculated by the guidance route calculation unit 10 and the call sign in association with each other in the route information DB 3.

  Next, the input / output control unit 9 updates the display screen of the display unit 18 with reference to the airport surface information DB1, the moving body information DB2, and the route information DB3. The display screen shown in FIG. 28 is after the second voice instruction process (step S32) and the third voice instruction process (step S33) are completed when the display screen shown in FIG. This is a display screen displayed on the display unit 18. In other words, as shown in FIG. 28, the display unit 18 displays “E5 → E4 → E3 → E2 → E6” which is the guidance route list of the arrival aircraft 1002 and “E24 → E23” which is the guidance route list of the departure aircraft 1001. → E13 → E14 → E9 ”is displayed.

  Thus, FIG. 28 shows that the departure machine 1001 is “moving on the guideway” 225 (see FIG. 7) in response to the instruction from the controller in step S33 of FIG. 24 from the state of FIG. . This state corresponds to the state transition (F) in FIG. That is, as described above, FIG. 28 illustrates an example in which the guidance route calculation unit 10 obtains and displays the guidance route “E24 → E23 → E13 → E14 → E9”.

  Subsequently, the processing procedure of the fourth voice instruction (step S34) and the fifth voice instruction (step S35) is the same as the processing procedure of the second voice instruction (step S32) described above, and the description thereof will be omitted. . 29 and 30 show a state where the display of the display unit 18 is updated after the fourth voice instruction (step S34) and the fifth voice instruction (step S35).

  That is, FIG. 29 shows that the departure machine 1001 has further received a guidance instruction of “moving on guideway” 225 (see FIG. 7) in response to the instruction from step S35 of FIG. 24 from the controller. Indicates. The state of this guidance instruction corresponds to the state transition (G) in FIG. That is, an example is shown in which the route “E24 → E23 → E13 → E14” (see FIG. 5) that has passed through the guidance route “E24 → E23 → E13 → E14 → E9” is deleted from the screen. FIG. 29 also shows that the arrival machine 1002 is moving on the guidance route “E6”.

  FIG. 30 shows a state in which the departure machine 1001 has arrived at the runway RWY 27 and the guidance instruction is “END” from the state of FIG. 29. In this state, the guide route “E9” (see FIGS. 29 and 5) through which the departure machine has passed is also deleted. Further, the arrival machine 1002 receives the guidance instruction in step S36 of FIG. 24 from the controller, and indicates that it is “moving on the taxiway” 225 (see FIG. 7). The state of this guidance instruction corresponds to the state transition (M) in FIG. That is, an example is shown in which the guidance route calculation unit 10 newly obtains and displays a guidance route “E10 → E15 → E17” (see FIG. 5) from E6 to SPOT1.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various application examples are provided without departing from the gist of the present invention described in the claims. Variations can be included.

  As described above, according to the present invention, it is possible to visually check the guidance route instructed from the utterance instructed to the aircraft without changing the operation of the controller, and it is possible to find a guidance error due to a mistake. In addition, by providing a function to repeat the instructed utterance, it is possible to discover false guidance by hearing in addition to vision, and safer aviation guidance can be achieved.

  DESCRIPTION OF SYMBOLS 1 ... Airport surface information DB, 2 ... Mobile body information DB, 3 ... Path | route information DB, 4 ... Man-machine information DB, 5 ... Voice influential part, 6 ... Operation input part, 7 ... Mobile body input part, 8 ... Mobile body Position analysis unit, 9 ... input / output control unit, 10 ... guidance route calculation unit, 11 ... dictionary, 12 ... voice recognition unit, 13 ... guidance pattern information storage unit, 14 ... guidance instruction analysis unit, 15 ... voice analysis unit, 16 ... Speech replay part, 17 ... Audio output part, 18 ... Display part, 101 ... Runway area, 102 ... Spot area, 1001 ... Departure machine, 1002 ... Arrival machine

Claims (5)

Airport surface information storage means for storing shape data necessary for control display such as runways, taxiways and spot positions on the airport surface;
Mobile body position analysis means for detecting a mobile body including an aircraft or a vehicle existing on the airport surface and analyzing the current position;
Display means for displaying the position of the moving body analyzed by the moving body position analyzing means as a symbol on a screen;
Operation input means for selecting the moving body symbolized by the display means;
Voice input means for inputting the utterance of the controller;
Analyzing the utterance input from the voice input means, voice analysis means for extracting the identification of the moving body and a guidance instruction to the moving body,
A current path detected by the moving body position detecting means, and a guidance instruction to the moving body extracted by the voice analyzing means as inputs, and a guidance path calculating means for calculating a guidance path of the moving body;
An air traffic control system for airports.   2. The airport air traffic control system according to claim 1, wherein the voice analysis unit further includes an utterance recurrence unit that recites a guidance instruction to the moving body input from the voice input unit. And guidance instruction analyzing means for analyzing the guidance instruction by the voice analyzing means;
Mobile body information storage means for storing the state of the guidance instruction for each mobile body;
Guidance pattern information storage means for storing a guidance pattern for performing a guidance instruction for voice input to the mobile body;
The airport air traffic control system according to claim 1, further comprising:   The display means simultaneously displays a current position of the moving body detected by the moving body position detecting means and a guide route calculated from a voice movement instruction analyzed by the moving position analyzing means. Item 4. An air traffic control system for an airport according to any one of Items 1 to 3. Mobile body position analysis means for detecting the position of the mobile body on the airport surface and analyzing the current position;
Voice input means for inputting the utterance of the controller;
A guide pattern storage unit for storing a guide pattern to the mobile body;
Guidance instruction analysis means for analyzing a guidance instruction to the moving body by voice from the voice input means based on the guidance pattern information;
Display means for simultaneously displaying the current position of the moving body analyzed by the moving body position analyzing means and the guidance route calculated from the movement instruction by voice analyzed by the guidance instruction analyzing means,
An air traffic control system for airports.

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