JP2001273600A - Airport surveillance equipment - Google Patents

Abstract

(57) [Summary] [Problem] To realize reliable airport surveillance economically. SOLUTION: An aircraft identification radio wave transmitting unit 1, an aircraft identification radio wave receiving unit 3, and a specific radio wave receiving unit 4 are respectively installed at main places where an aircraft passes on an airport surface, and the identification radio wave transmitting unit 2 is installed on all aircraft at the airport. It is mounted so that the identification radio wave unique to the aircraft is inductively reflected in response to the specific radio wave transmitted from the aircraft identification radio wave transmission unit 1. The identification radio wave from the identification radio wave transmission unit 2 is received by the aircraft identification radio wave reception unit 3 and the identification radio wave is analyzed, whereby the aircraft located at the reception point can be identified. Further, the position of the identified aircraft can be specified from the position information of the receiving unit 3. In addition, the specific radio wave receiving unit 4 monitors the on / off of the reception of the specific radio wave due to the passage of the aircraft, so that the passing time of the aircraft can be determined. Based on the above detection information, a history of changes in the position of each aircraft is obtained, and the positions of the aircraft are symbolically displayed on an airport map.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention locates and identifies all aircraft present in an airport, visually displays the aircraft positions on an airport map with aircraft symbols, and controls the minimum required for control. The present invention relates to an airport surface monitoring device that supports airfield control operations by displaying flight plan information associated with aircraft symbols.

[0002]

2. Description of the Related Art In a conventional airport surveillance apparatus, a method of displaying an aircraft image obtained by an airport surveillance radar (ASDA) as an analog image is used. Recently, GPS (Global Positioning System)
A method of observing the position of each aircraft using satellites is also used in combination. However, in this case, GP
It is assumed that an S receiver is mounted.

[0003] By the way, on an airport surface where there are many departures and arrivals, many aircraft are changing their positions every moment, and it is no longer possible to control them visually. For this reason, the radar screen based on ASDA is referred to as described above. However, in this method, although a method of performing automatic tracking by image processing and initial symbolization is also being studied, there are problems such as occurrence of a situation where continuous tracking cannot be performed.

[0004] Airport surface monitoring by GPS using satellites is based on the premise that a GPS receiver is installed on the aircraft side, and it is still necessary to wait a considerable period of time until all aircraft are equipped with GPS as standard equipment. There is a problem that will not be realized if.

[0005]

As described above, in ASDA used for conventional aeronautical surveillance, a method of automatically tracking by image processing and initial symbolization has been studied, but continuous tracking cannot be performed. There is a problem such as a situation.

[0006] Airport surface monitoring by GPS using satellites is based on the premise that a GPS receiver is installed on the aircraft side, and it is still necessary to wait a considerable period of time until all aircraft are equipped with GPS as standard equipment. There is a problem that will not be realized if.

The present invention has been made to solve such a problem, and an object of the present invention is to provide an airport surveillance apparatus that realizes reliable airport surveillance economically.

[0008]

In order to achieve the above object, the present invention has the following characteristic configuration.

(1) An identification information transmitting device mounted on all aircraft on the airport surface and transmitting predetermined individual aircraft identification information in response to a specific radio wave, and the identification information transmitting device installed at a main portion of the airport surface and A specific radio wave transmitting device for transmitting radio waves, an aircraft identification information transmitted from the aircraft-mounted identification information transmitting device, an identification information receiving device for transmitting the identification information of the own device together with the received information, and A plurality of sensor units, each of which includes an aircraft passage determination unit that determines the passage of an aircraft from a level change, and a position and a model of the aircraft from the aircraft identification information and the reception device identification information transmitted from the identification information reception device of the plurality of sensor units. Discriminating and identifying the passing position of the aircraft from the discrimination result of the aircraft passage discriminating means, and based on the identification information, the position and model information of all aircraft in the airport plane. Characterized by comprising a separate aircraft information processing means.

(2) In the configuration of (1), the aircraft passage judging means receives a specific radio wave transmitted from the specific radio wave transmitting device, and judges that the aircraft has passed based on a change in the level of the received radio wave. Features.

(3) In the configuration of (1), the aircraft information processing means identifies an aircraft located between the installation locations of the sensor section from the determination result of the aircraft passage determination means.

(4) In the configuration of (1), further, display means for displaying a symbol of the position of the aircraft determined by the aircraft information processing means on an airport surface map is provided.

(5) In the configuration of (4), the display means adds the model information determined by the aircraft information processing means to a symbol on the airport surface map and displays it.

(6) In the configuration of (1), the aircraft information processing means obtains a history of the determination result and the determination time information of the aircraft passage determination means of each of the plurality of sensor units for each aircraft, thereby obtaining a history of the aircraft. It is characterized in that the position is tracked and determined.

That is, in the airport surface monitoring apparatus according to the present invention, a simple transponder (identification information transmitting apparatus) used in a vehicle identification apparatus or the like and an aircraft determine a situation in which tracking is ambiguous as in image processing. By using together with the passage discriminating means for indicating that the vehicle has passed the position, the position is identified in units of control sections, the aircraft position and the aircraft identification information are updated as needed, and the aircraft symbol and the aircraft symbol are displayed on the airport map. By displaying the related information attached to the tag as a tag or the like, reliable airport surface monitoring can be realized economically.

[0016]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows a configuration of an airport surface monitoring apparatus according to the present invention. An aircraft identification radio wave transmitting unit 1 is installed at a required location on a route along which an aircraft travels and transmits a specific radio wave. From to the aircraft on the route.

The identification radio wave transmitting unit 2 is mounted on all aircraft using the airport, receives a specific radio wave transmitted from the aircraft identification radio wave transmitting unit 1, and inductively reflects the identification radio wave unique to the aircraft. Aircraft are equipped with transponders that emit their own identification information on demand, but this device cannot be used in airports because of its high transmission power. For this reason, it is assumed here that a simple transponder such as a wireless card is attached to a predetermined portion of the aircraft.

The aircraft identification radio wave receiving unit 3 receives the identification radio wave unique to the aircraft transmitted from the identification radio wave transmitting unit 2 mounted on the aircraft, and converts the received radio wave into an information code capable of identifying the aircraft (hereinafter, aircraft identification radio wave information). The aircraft identification radio wave information is sent to the aircraft logic check unit 8 together with the identification information of the receiving unit.

The specific radio wave receiving unit 4 is paired with the aircraft identification radio wave transmitting unit 1 and is located at a position where the specific radio wave from the aircraft identifying radio wave transmitting unit 1 is cut off by the aircraft when the aircraft passes a predetermined position. And normally (when the specific radio wave from the transmission unit 1 is not blocked by the aircraft), receives the specific radio wave transmitted from the aircraft identification radio wave transmission unit 1.

The specific radio wave reception on / off detection unit 5 detects that the specific radio wave received by the specific radio wave reception unit 4 has been interrupted by passing through the aircraft, and receives an off signal at the timing of the interruption. An ON signal is generated at the start timing, and the detection output is sent to the aircraft logic check unit 8.

The air traffic control information storage unit 6 stores in advance the latest daily plan information (FDP) for aircraft using the airport, instruction information from the air traffic controller (used runway, etc.), and SPOT management information (used SPOT information, etc.). ) Is stored. In addition, plan information and control result information of the aircraft that has already completed takeoff and landing and the aircraft that is scheduled to take off and land at a predetermined time ahead are also stored.

FIG. 2 shows an example of information stored in the air traffic control information storage unit 6. In this example, items include a reference number, a flight number, a model, a wake turbulence classification, a scheduled departure time, a scheduled arrival time, a departure place, a destination, a used SPOT number, a used runway, and a monitoring state.

Here, the monitoring status item of the aircraft plan information to be monitored at the airport is set to "1". An aircraft that has never been monitored is set to “0”, and an aircraft that has completed takeoff and landing after being monitored and is no longer being controlled is set to “2”. In this example, reference numbers 001 to 022 indicate that the plan information indicates that takeoff and landing have been completed, reference number 023 indicates an airport surface monitoring target device, and reference numbers 024 to 032 indicate an unmonitored target device. ing.

The aircraft identification radio wave information storage unit 7 stores the aircraft identification radio wave information set in advance in the identification radio wave transmitting unit 2 mounted on all aircrafts using the airport.

FIG. 3 shows an example of information stored in the aircraft identification radio wave information storage 7. In this example, the identification radio wave information code corresponding to the reflected radio wave of the aircraft to be monitored at the airport surface, the flight number corresponding to this code, and the corresponding status information indicating whether the information code is currently associated are listed. Have been. When the correspondence state information is “0”, no association is made, and when “1”, there is association. It is reset to "0" when takeoff and landing is completed and it is no longer subject to control.

The aircraft logic check unit 8 receives the aircraft identification radio wave information and the reception unit identification information from the aircraft identification radio wave reception unit 3, and detects that the radio wave is cut off by the specific radio wave reception on / off detection unit 5. Then, the aircraft is specified with reference to the radio wave information stored in the aircraft identification radio wave information storage unit 7. The identified aircraft is stored in the air traffic control information storage
6 to check whether the aircraft is stored in the air traffic control information storage unit 6 and the aircraft information, the passing position, and the tracking information from the information in the airport surface knowledge information storage unit 11 together with the identification code of the aircraft registered as the plan information. The predicted positions obtained by the processing are obtained and stored in the aircraft movement information storage unit 9, respectively.

The aircraft movement information storage unit 9 stores the aircraft identification information and the position information obtained from the aircraft identification radio wave information and the reception unit identification information from the aircraft identification radio wave reception unit 3 installed at various places by the aircraft logic check unit 8. At the moment, dynamic movement information for each aircraft monitoring the airport surface is stored. More specifically, it includes a management unit illustrated in FIG. 4 and a position information storage unit illustrated in FIG.

In the example shown in FIG. 4, the control number, the airport surveillance aircraft reference number, the flight number, the departure / arrival aircraft type (1 indicates the departure aircraft, 2 indicates the arrival aircraft), model, and the number of current location information , The current position number, the previous position number, and the next predicted position number.

In the example shown in FIG. 5, for each management number shown in FIG. 4, the position number P of the specific radio wave receiving unit 4 on the airport map, and the specific radio wave receiving unit 4 is changed from on to off. The obtained passage start time S and the passage completion time E obtained by changing the specific radio wave receiver 4 from off to on are shown in chronological order. Here, the time is represented by four digits of MMS for convenience, and 22:00 MM
(Minute) means SS (second) (22:00 is omitted). The suffix i of P, S, and E indicates an area such as a spot, a taxiing way, and the like, and j indicates the subdivided area. The management number 1 represents the departure aircraft, the management number 2 represents the arrival aircraft, and the management number 3 represents the departure aircraft. If the departure aircraft has not responded on the runway for a certain period of time, it is determined that the aircraft has taken off as 9999.

The aircraft display processing section 10 edits the current airport plane display information from the information in the air traffic control storage section 6, the aircraft movement information storage section 9 and the airport plane knowledge information storage section 11, and displays the aircraft on the map of the airport plane. And the aircraft identification number are displayed on the airport surface display unit 12.

The airport plane knowledge information storage section 11 is provided with transmission / reception sections 1, 3, and 4 for detecting image information such as an airport runway, taxiways, buildings, and the like for displaying airport plane monitoring information and detecting the position of an aircraft. A point area, a tracking area where the transmitting / receiving units 1, 3, and 4 are not installed, and traveling knowledge of the aircraft are stored.

FIG. 6 shows an example of information stored in the airport plane knowledge information storage unit 11. In FIG. 6, Rij indicates the specific radio wave receiving unit 4 at the Pij point, and SRij indicates the aircraft identifying radio wave transmitting unit 1 and the aircraft identifying radio wave receiving unit 3 at the Pij point.
Here, Pij surrounded by a dotted-line square is transmitting / receiving units 1, 3,
4 indicates a detection point, Pij surrounded by a dotted ellipse indicates a point outside the detection of the transmission / reception units 1, 3, and 4, and SPk indicates a k-th parking spot position.

The airport surface monitoring display unit 12 displays airport surface monitoring information from the aircraft display processing unit 10.

In the above configuration, the aircraft identification radio wave transmitting unit 1, the aircraft identification radio wave receiving unit 3, and the specific radio wave receiving unit 4
Each is installed at the point where the aircraft passes. In the example shown in FIG. 6, the dotted arrow indicates the exchange of radio waves, and the solid line indicates the connection state. All the aircraft identification radio receivers 3 installed at each point are directly connected to the aircraft logic checker 8, and the specific radio receiver 4 is turned on / off the specific radio reception.
The detection unit 5 is connected to the aircraft logic check unit 8.

In the present embodiment, the specific radio wave reception o
The n / off detection function unit 5 is one common unit that detects on / off signals of the radio wave signals received from all the specific radio wave reception units 4. However, in another embodiment, the n / off detection function unit 5 is a specific radio wave reception unit 4. A specific radio wave reception on / off detection unit may be provided for each set and connected to the aircraft logic check unit 8. Also, a method may be used in which received radio signals from some specific radio wave receiving units 4 are grouped, and on / off is collectively detected for each group.

The airport monitoring device having the above configuration will be specifically described with reference to an airport surface.

First, at the airport shown in FIG.
A case in which the TTT111 flight located at the location No. has moved to the location P83 will be described.

The aircraft identification radio wave transmitting unit 1 indicated by SR83 keeps transmitting a certain radio wave to the specific radio wave receiving unit 4 indicated by R83. When the aircraft TTT111 (hereinafter referred to as T flight) enters the point P83, the aircraft identification radio wave receiving unit 3 indicated by SR83 receives the identification radio wave of the passing aircraft T flight, converts it into aircraft identification radio wave information, It is sent to the aircraft logic check unit 8 together with the receiver identification information.

On the other hand, the specific radio wave receiving unit 4 indicated by R83 normally receives a specific radio wave, and constantly transmits the specific radio wave to the specific radio wave reception on / off detecting unit 5. The aircraft is P8
When the vehicle enters 3, the specific radio wave transmitted from the SR 83 is blocked, so that the radio wave intensity transmitted to the specific radio wave reception on / off detection unit 5 becomes equal to or less than the threshold value. At this time, off
The signal is sent to the aircraft logic check unit 8. When the aircraft passes and the specific radio wave reception state is reached again, the specific radio wave on /
When the radio wave intensity becomes equal to or higher than the threshold value,
The n signal is sent to the aircraft logic check unit 8.

Here, the first step of aircraft position detection always starts when the reception of the specific wave is changed from on to off. If the aircraft identification number is obtained in this first step, the planned travel route on the airport surface is predicted by the used spot number. That is, when the signal changes from off to on, the aircraft moves to the next location where the transmission / reception units 1, 3, and 4 are installed, as shown at each aircraft travel location in the layout map on the airport plane map. As a result, the position is updated by the tracking processing. Next, at a certain point
When it changes from to off, the position is updated. The history of the position of each aircraft is obtained by the on / off detection by the receiving unit 4 at each point. This history is stored in the aircraft movement information storage unit 9.

In this embodiment, a specific aircraft is switched from off to o
n, and if it does not change from on to off at another point, the above-described tracking processing causes the transmission / reception units 1, 3, 4
It manages the location as if it was moved to the next point without the location. However, as another embodiment, by setting the transmitting and receiving units 1, 3, and 4 in a fine-grained manner, a specific aircraft can be turned off from on at any of the transmitting and receiving installation points.
May be detected.

It is assumed that the transmission / reception units 1, 3, and 4 can continuously detect only a specific section, and the other sections may be combined, for example, by a tracking process.

Hereinafter, description will be made with reference to FIGS.

Upon receiving the off signal, the aircraft logic check unit 8 checks the identification information received from the same point P83 with the information stored in the aircraft identification radio wave information storage unit 7 to determine that the flight is a T flight. For flight T, relevant information is registered in advance in flight control information storage unit 6 from flight plan information, a control instruction from a controller, and SPOT management information. By referring to this information, the PPO SPO
The position of the T flight from the T position is managed by the management number 1. The monitoring status is already “1” in the air traffic control information storage unit 6, and information up to Pij = 82 of the management number 1 in the position information storage unit of the aircraft movement information storage unit 9 has been updated.

It is confirmed that the next predicted position of the management unit is P83, and that the entry positions of the aircraft match, and the current position number (→ 83) of the management unit, the previous position number (→ 82), the next The predicted position number (→ 88) and the ninth information in the position information storage unit are Pij = 83 (the entry point of the aircraft) and Sij = 3
430 (the time when the time changes from on to off)).
At the same time, the value of the ninth Sij = 3430 in the previous eighth Eij
(Time at which the state changes from on to off in P83) is written.

When the flight T moves to the point P88 and moves away from the point P83, the radio wave transmitted from the SR83 is detected by the specific radio wave reception on / off detector 5 as having a radio wave intensity equal to or higher than a threshold, and the on signal is detected. This is transmitted to the aircraft logic check unit 8.

Upon receiving the on signal, the aircraft logic check unit 8 determines that the flight is a T flight by comparing the identification radio wave information received from the P83 point with the information stored in the aircraft identification radio wave information storage unit 7. . For flight T, flight plan information, control instructions from the controller, SPO
Related information is registered in the air traffic control information storage unit 6 from the T management information (see FIG. 2). By referring to this information, the position of the T flight from the SPOT position of P10 is designated as the management number 1.
It is managed by turn. The monitoring status is already "1" in the air traffic control information storage unit 6, and the information up to Pij = 83 of the management number 1 in the position information storage unit in the aircraft movement information storage unit 9 has been updated.

The next predicted position of the management unit is P88, and it is confirmed that the approach positions of the aircraft are the same, and the current position number (→ 88) of the management unit, the previous position number (→ 83), the next Of the predicted position number (→ 89) and the tenth information of the position information part are Pij = 88 (the entry point of the aircraft) and Sij = 35
It is updated to 50 (the time from on to off). At the same time, the value of the tenth Sij = 3550 (P
(Time at which it is turned on from off in step 83). The aircraft display processing unit 10 displays the new position of the T flight on the airport surface monitoring display unit 12 based on the information stored in the aircraft movement information storage unit 9 and the airport surface knowledge information storage unit 11.

FIGS. 7 to 15 show an example in which a plurality of aircraft are simultaneously monitored based on the above processing operation.

FIG. 7 shows a predicted travel route from each spot of the departure aircraft to the runway when the runway is used from the RWY 34 side, and FIG. 8 shows a departure aircraft when the runway is used from the RWY 16 side. It shows a predicted traveling route from each spot to the runway. An example airport surface is Inner Taxi W
It has ay and Outer Taxi Way, and departures are required to leave the Outer Taxi Way as soon as possible.

FIG. 9 shows a predicted travel route from the runway of the arriving aircraft to each spot when the runway is used from the RWY 34 side, and FIG. 10 shows the predicted travel route when the runway is used from the RWY 16 side. It shows a predicted traveling route from the runway to each spot. An example airport surface is Inner Taxi
It has a Way and an Outer Taxi Way, and arrival aircraft are required to enter the Inner Taxi Way as much as possible.

Based on the basic traveling described above, the departure aircraft TTT 111 flight, NNN 335 flight, and arrival flight JJJ shown in FIG.
FIGS. 11 to 15 show that the position change between the spot and the runway when the flight 224 takes off and arrives corresponds to the position information shown in FIG. The plot points in each figure indicate the time timings shown in FIG.

As described above, according to the configuration of this embodiment, a reflection communication medium for transmitting individual identification information in response to a specific radio wave is mounted on each aircraft, and the specific radio wave is Transmitter, reflection information (aircraft identification radio wave information)
Along with the receiving unit, an aircraft passage determination means that utilizes the fact that specific radio waves are blocked by the passage of aircraft is installed, and these are comprehensively identified and processed, and the position of each aircraft is identified by comparing it with aircraft planning information. Are sequentially displayed and the history is taken.

Thus, conventional airport surveillance radars (ASDAs) can be used while minimizing the investment required on the aircraft side.
, Eliminate situations where tracking is ambiguous,
It will be possible to support airport surface monitoring work more than before.
In addition, by displaying the aircraft symbol and part of the flight plan information required for control on the airport map along with the aircraft symbol, there is no need to visually match the aircraft and flight ticket information, greatly increasing the control work load. It is possible to reduce the number.

It should be noted that the present invention is not limited to the above-described embodiment, and may have a function of independently detecting that the vehicle has blocked the front without using a specific radio wave.

[0057]

As described above, according to the present invention, it is possible to provide an airport surveillance apparatus which realizes reliable airport surveillance economically.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of an airport surface monitoring device according to an embodiment of the present invention.

FIG. 2 is an exemplary view showing an example of information stored in an air traffic control information storage unit of the embodiment.

FIG. 3 is an exemplary view showing an example of information stored in an aircraft identification radio information storage unit according to the embodiment;

FIG. 4 is an exemplary view showing an example of management information of a management unit provided in the aircraft movement information storage unit of the embodiment.

FIG. 5 is an exemplary view showing an example of information stored in a position information storage unit provided in the aircraft movement information storage unit of the embodiment.

FIG. 6 is an exemplary view showing an example of information stored in an airport surface knowledge information storage unit of the embodiment.

FIG. 7 shows a runway RWY as a processing example of the embodiment.
FIG. 7 is a model diagram showing a predicted traveling route from each spot of a departure aircraft to a runway when used from the side of a departure aircraft.

FIG. 8 shows an example of processing according to the embodiment, in which the runway is RWY
FIG. 7 is a model diagram showing a predicted traveling route from each spot of a departure aircraft to a runway when used from the 16 side.

FIG. 9 shows an example of processing according to the embodiment, in which the runway is RWY
FIG. 9 is a model diagram showing a predicted traveling route from the runway of the arriving aircraft to each spot when used from the 34 side.

FIG. 10 shows an example of processing according to the embodiment, in which the runway is RW
FIG. 9 is a model diagram showing a predicted traveling route from a runway of an arriving aircraft to each spot when used from the Y16 side.

11 is a departure TTT111 flight shown in FIG. 2, NN
When flight N335 and flight JJJJ224 arrive and depart,
FIG. 6 is a first model diagram showing that a position change between a spot and a runway corresponds to the position information shown in FIG. 5.

12 is a departure TTT111 flight shown in FIG. 2, NN
When flight N335 and flight JJJJ224 arrive and depart,
FIG. 6 is a second model diagram showing that a position change between the spot and the runway corresponds to the position information shown in FIG. 5.

13 is a departure TTT111 flight shown in FIG. 2, NN
When flight N335 and flight JJJJ224 arrive and depart,
FIG. 6 is a third model diagram showing that a position change between the spot and the runway corresponds to the position information shown in FIG. 5.

14 is a departure TTT111 flight shown in FIG. 2, NN
When flight N335 and flight JJJJ224 arrive and depart,
FIG. 6 is a fourth model diagram showing that the position change between the spot and the runway corresponds to the position information shown in FIG. 5.

FIG. 15: Departure TTT111 flight shown in FIG. 2, NN
When flight N335 and flight JJJJ224 arrive and depart,
FIG. 6 is a fifth model diagram showing that a position change between the spot and the runway corresponds to the position information shown in FIG. 5.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Aircraft identification radio wave transmission unit 2 ... Identification radio wave transmission unit 3 ... Aircraft identification radio wave reception unit 4 ... Specific radio wave reception unit 5 ... Specific radio wave reception on / off detection unit 6 ... Air traffic control information storage unit 7 ... Aircraft identification radio wave information Storage unit 8 ... Aircraft logic check unit 9 ... Aircraft movement information storage unit 10 ... Aircraft display processing unit 11 ... Airport plane knowledge information storage unit 12 ... Airport plane monitoring display unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (reference) G01S 13/91 F term (reference) 5H180 AA26 CC12 FF01 FF03 FF13 FF22 FF32 5J070 AC01 AE04 AF01 AK15 BB01 BC06 BC13 BG27 BG28 BG29

Claims (6)

[Claims] 1. An identification information transmitting device which is mounted on all aircraft on an airport and transmits predetermined individual aircraft identification information in response to a specific radio wave; A specific radio wave transmitting device for transmitting the aircraft identification information transmitted from the aircraft-mounted identification information transmitting device, identification information receiving device for transmitting the identification information of the own device along with the received information,
A plurality of sensor units each including an aircraft passage determination unit that determines the passage of an aircraft from a change in the level of a received radio wave; and an aircraft based on the aircraft identification information and the reception device identification information transmitted from the identification information reception device of the plurality of sensor units. Aircraft information processing means for discriminating the position and model of the aircraft, identifying the passing position of the aircraft from the discrimination result of the aircraft passing discriminating means, and discriminating the position and model information of all aircraft in the airport plane based on the identification information. An airport surface monitoring device, comprising: 2. The airplane passing determination unit according to claim 1, wherein the specific radio wave transmitted from the specific radio wave transmitting device is received, and the passing of the aircraft is determined from a change in the level of the received radio wave. Airport surveillance equipment. 3. The aircraft information processing unit identifies an aircraft located between the installation locations of the sensor unit from the determination result of the aircraft passage determination unit.
Airport surface monitoring device as described. 4. The airport surface monitoring device according to claim 1, further comprising display means for displaying a symbol of the position of the aircraft determined by the aircraft information processing means on an airport surface map. 5. The airport surface monitoring apparatus according to claim 4, wherein the display unit displays the model information determined by the aircraft information processing unit by adding the model information to a symbol on the airport surface map. 6. The aircraft information processing means performs tracking determination of an aircraft position by taking a history of determination results and determination time information of the aircraft passage determination means of each of the plurality of sensor units for each aircraft. The airport surface monitoring device according to claim 1, wherein