JP2003006799A - Aircraft operation management support system - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To provide an aircraft operation management support system for assisting a small aircraft such as a helicopter to safely operate. SOLUTION: An operation management facility 21 installed on the ground,
In the aircraft operation management support system 11 including the navigation support device 52 mounted on the emergency helicopter 51 and capable of communicating with the operation management facility 21, the operation management ground facility 21 stores area information on a predetermined area that is predetermined. Based on the aircraft information of the emergency helicopter 51 transmitted from the navigation support device 52 and the regional information, the image processing apparatus generates image data of a surrounding image indicating a situation around the emergency helicopter 51. Then, the image data is transmitted to the navigation support device 52, and the navigation support device 52 displays the image data sent from the navigation management facility 21 on the on-board notification device 54 based on the aircraft information.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation management support system for an aircraft that supports operation management of an aircraft such as a helicopter based on information from an operation management ground facility installed on the ground and an aircraft in flight.

[0002]

2. Description of the Related Art Various conventional techniques related to flight management of small aircraft such as helicopters have been disclosed. Japanese Laid-Open Patent Publication No. 10-221108 uses a global positioning system (abbreviation: GPS) to display the current altitude, position, map, and the like based on GPS signals from artificial satellites, and to display a navigation route. A helicopter navigation operation information device for displaying and a control method are disclosed.

Regarding the use of GPS, JP-A-11-
Japanese Laid-Open Patent Publication No. 316126 discloses a car navigation device with a weather data receiving function, which is provided with a receiving means for receiving weather information from a meteorological satellite in a car navigation device using GPS, and displays the weather information overlaid on map information. Has been done. Regarding the meteorological data, JP-A-11-
In 160452, the radar system is mounted on the air vehicle,
A meteorological data display device for acquiring data such as rainfall data according to altitude is disclosed. A system for mounting such a radar device called a weather radar on an aircraft to measure a weather target such as raindrops, cloud particles and snowflakes with the weather radar and observing weather information has been studied. Such a weather radar radiates microwave pulses toward a weather target, receives the reflected signal, detects the power intensity of the received signal, and estimates the weather target to determine the weather condition. Observe.

As a conventional technique for displaying a map on the display means and various information, Japanese Patent Laid-Open No. 2000-181 is known.
Japanese Unexamined Patent Publication No. 346 discloses a video map cooperation system that three-dimensionally displays an image captured by a moving body moving in the sky and a map on a display unit.

Regarding the search for the route of the aircraft, Japanese Patent Laid-Open No. 6-
Japanese Patent No. 84100 and Japanese Patent No. 2812639 disclose a route search system and a route search method for searching a flight route to a target point based on a threat and a flight environment. Further, in Japanese Patent Application Laid-Open No. 9-44796, G
A mobile body guiding system is disclosed which guides a mobile body to a destination by using PS.

The operation of a small aircraft such as a helicopter is carried out by visual flight by the operator's eyes, and in order to visually confirm the surroundings and routes of the aircraft,
The visibility is important. Techniques for measuring and determining visibility are disclosed in JP-A-62-174632, JP-A-63-188741, and JP-A-4-38.
No. 444 and Japanese Patent Application Laid-Open No. 11-282058.

In order to measure the visibility, a method in which an observer visually observes an object whose distance is known in advance and the visibility is measured depending on which object can be seen, and the visibility is measured using a visibility measuring device. There is a method of measuring. The method of measuring the visibility of a visibility measuring device is to measure the visibility based on the light transmittance, with the light emitting part and the light receiving part facing each other, and the amount of light emitted from the light emitting part scattered backward. There is a method of measuring the visibility by doing so, which has been put to practical use. This type of visibility measuring device is used for the runway visual range (RunwayVisual Rang
e; Abbreviation: RVR).

[0008]

Most of the operations of helicopters, especially during disasters and emergencies, follow the visual flight method (abbreviation: VFR). And monitoring. During disasters and emergencies, a large number of aircraft are concentrated in a specific area, increasing the risk of air collision. The helicopter operator in such an area will not be able to confirm the aircraft information such as the type of other aircraft, the position of the other aircraft, and the direction of travel of the other aircraft by the operator's visual inspection, and verbal information by wireless voice communication from the air traffic control system. Perform situational awareness between.

However, when it is difficult to visually monitor the surroundings such as a large amount of work for the pilot's control and the visibility of the surroundings is poor, the other devices cannot be confirmed and the discovery of the other devices is delayed. In addition, since it is not possible to set wireless communication during low-altitude flight, it is difficult for the operator to obtain verbal information from the air traffic control organization by wireless voice communication. Furthermore, during low-altitude flight, the air traffic control agencies often fall outside the range of the airspace surveillance radar that monitors the airspace around the airways and airports. Can't recognize.

In addition, airports not equipped with airspace surveillance radar,
At heliports and off-airfields, the understanding of the surrounding airspace on the ground depends on verbal information from the aircraft operator via wireless voice communication.

Although a system for preventing collision between aircrafts, a system mainly for large passenger planes, has been put to practical use, a system sufficiently adapted to the characteristics of a small aircraft such as a helicopter has not been put to practical use. In addition, a system that can also use information used in a system for preventing collision between aircrafts for monitoring by an air traffic control organization has not been put into practical use.

Regarding the measurement of the visibility, it takes a lot of labor for the observer to observe the object, and it is necessary to input the observation result to some means. This is not a problem at airports where specialized personnel for measuring visibility and input means can be prepared.However, for example, heliports and off-airfields require manpower to be unmanned and labor-saving. Instead, it is desired that the visibility can be automatically measured at any time. In addition, it is desired that the visibility at a point on a route such as a mountain be automatically measured at any time without requiring human intervention.

The visibility measurement using the visibility measuring device is
This is the principle of determining the visibility by measuring the light transmittance or the backscattering of light in the atmosphere where the equipment is installed, and is therefore effective when measuring the visibility around the runway during takeoff and landing of an aircraft. However, when measuring the visibility of a pass, which is important when a small aircraft such as a helicopter is navigating through the pass, for example, the atmospheric condition above the pass is more important than the atmospheric condition at the foot of the pass where the equipment is installed. It is important for a helicopter to navigate, so equipment that can only measure the visibility of the installation site cannot handle it.

In addition, there is no system that supports the safe operation of a small aircraft such as a helicopter in consideration of weather conditions, visibility, and aircraft information of the surrounding airspace, especially in an emergency and a disaster, by combining the above-mentioned technologies. .

Therefore, an object of the present invention is to provide an operation management support system for an aircraft, which supports the safe operation of a small aircraft such as a helicopter.

[0016]

DISCLOSURE OF THE INVENTION The present invention provides an aircraft operation including an operation management ground facility installed on the ground and an operation management onboard device mounted on an aircraft and capable of communicating with the operation management ground facility. In the management support system, the operation management ground facility has area information storage means for storing area information relating to a predetermined area, and is based on the aircraft information of the aircraft transmitted from the operation management onboard device and the area information. , Generate image data of the surrounding image showing the surroundings of the aircraft, and send this image data to the flight management onboard device,
The flight management onboard device is an aircraft flight management support system characterized by displaying image data sent from the flight management ground facility based on the aircraft information.

According to the present invention, the flight management ground facility generates image data of the surrounding image of the aircraft based on the area information and the aircraft information, and transmits the image data to the flight management onboard device.
The flight management onboard device displays the received image data by superimposing the aircraft information on the surrounding image based on the aircraft information. As a result, the aircraft operator can easily understand the surroundings of the aircraft based on the displayed image while understanding the landmarks to be used as the landmarks. The burden on the aircraft can be reduced and the aircraft can be operated safely.

In the present invention, the operation management ground facility is
The image data of the surrounding image is generated based on the area information including the weather information.

According to the present invention, since the regional information includes the weather information, the operator of the aircraft can easily grasp the surrounding conditions of the aircraft including the weather condition based on the displayed image. Therefore, it is possible to reduce the burden on the operator in operating the aircraft by the visual flight method and to operate the aircraft more safely.

In the present invention, the operation management ground facility also provides regional information including three-dimensional topographical data in the vicinity of the landing candidate point,
Stored in the regional information storage means, based on the regional information and the aircraft information transmitted from the aircraft, to generate image data of a discrete surrounding image along the approach route to the landing candidate point of the aircraft, and to the aircraft It is characterized by transmitting.

According to the present invention, the operation management ground facility determines the landing candidate point of the aircraft based on the area information including the three-dimensional topographical data in the vicinity of the landing candidate point and the aircraft information transmitted from the aircraft. Image data of discrete surrounding images along the approach route is generated and transmitted to the aircraft, and the flight management onboard device displays the received image data by superimposing the aircraft information. As a result, the aircraft operator can easily understand the situation around the aircraft on the approach route to the candidate landing site based on the displayed image, and operate the aircraft using the visual flight method. ,
In particular, it can reduce the operator's burden on the operation at the time of landing and can land the aircraft more safely.

Further, according to the present invention, the operation management onboard device transmits the aircraft information including the identification code of the own aircraft and receives the aircraft information including the identification code of the other aircraft transmitted from the other aircraft, In addition to the aircraft information of the aircraft, it is characterized by including an on-board informing means for informing the aircraft information of the other aircraft.

According to the invention, the flight management onboard device transmits aircraft information including the identification code of the own aircraft, and receives aircraft information including the identification code of the other aircraft transmitted from the other aircraft, Since the aircraft information of the own aircraft and the other aircraft is notified by the onboard alerting means, the operation management onboard device collectively notifies the operator of the aircraft information of the own aircraft and the other aircraft via the onboard alerting means. As a result, the aircraft operator can easily understand the surrounding conditions of the aircraft based on the aircraft information of the own aircraft and other aircraft notified, and the operator's burden on the operation of the aircraft by the visual flight method is reduced. It is possible to operate the aircraft more safely while reducing the

Further, the present invention is characterized in that the flight management ground facility includes ground reporting means for reporting aircraft information transmitted and received from the aircraft.

According to the present invention, the operation management ground facility notifies the controller of the operation management ground facility of the received aircraft information by the ground notification means, and therefore, the controller, based on the notified aircraft information, The situation of the aircraft can be easily grasped, the burden on the controller for the control work can be reduced, and the aircraft can be operated more safely.

Further, the present invention is characterized in that the operation management ground facility determines the visibility at the predetermined observation position based on the observation result of whether or not the landmark can be visually recognized from the predetermined observation position.

According to the present invention, the operation management ground facility determines the visibility at the predetermined observation position based on the observation result, so that the flight route with good visibility can be planned based on this visibility. it can.

According to the present invention, the operation management ground facility further comprises a contrast ratio between the luminance value of the image portion of the landmark and the luminance value of the surrounding image portion based on the image of the landmark near the observation position. Is greater than or equal to a predetermined threshold value, it is determined that the landmark can be visually recognized, and when the contrast ratio is less than the threshold value, visibility determination processing is performed to determine that the landmark cannot be visually recognized.

According to the invention, the operation management ground facility is based on the image near the landmark imaged from the observation position,
When the contrast ratio between the brightness value of the image portion of the landmark and the brightness value of the surrounding image portion is equal to or greater than a predetermined threshold value,
It is determined that the landmark can be visually recognized, and when the contrast ratio is less than the threshold value, the visibility determination process is performed to determine that the landmark cannot be visually recognized. Based on this, the visibility can be accurately determined.

According to the present invention, the operation management ground facility extracts feature points of the landmark based on the image of the vicinity of the landmark imaged from the observation position, and identifies the feature point position on the image as the feature point. Is compared with a reference position on an image set in advance, the characteristic point position and the reference position are matched, and the visibility determination process is performed.

According to the present invention, the operation management ground facility is based on the image near the landmark imaged from the observation position,
The feature point of the landmark is extracted, the feature point position on the image of this feature point is compared with the reference position on the preset image, the feature point position and the reference position are matched, and the visibility determination process is performed. Therefore, even if the feature point position on the image near the landmark imaged from the observation position deviates from the predetermined position due to some factor such as the deviation of the visual axis of the camera, accurate visibility determination processing can be performed. .

Further, according to the present invention, the operation management ground facility contrasts the luminance value of the mountain image portion with the luminance value of the background image portion based on the image near the ridgeline of the mountain captured from a predetermined observation position. When the ratio is equal to or greater than a predetermined threshold value, it is determined that the ridgeline can be visually recognized.When the contrast ratio is less than the threshold value, ridgeline determination processing is performed to determine that the ridgeline cannot be visually recognized. It is characterized in that the altitude of the highest position of the ridge line that can be visually recognized is obtained from the ridge line determination processing result based on the altitude table indicating the relationship.

According to the present invention, the operation management ground facility calculates the brightness value of the image portion of the mountain and the brightness value of the image portion of the background based on the image near the ridgeline of the mountain captured from the predetermined observation position. When the contrast ratio is greater than or equal to a predetermined threshold value, it is determined that the ridgeline is visible, and when the contrast ratio is less than the threshold value, ridgeline determination processing is performed to determine that the ridgeline is invisible. Since the altitude of the highest position of the ridge line that can be visually recognized is obtained from the ridge line judgment processing result based on the altitude table that represents the relationship with, it is possible to determine the visibility from the sky above the observation position to the ground. If the aircraft is operated below the altitude based on the altitude, the operator of the aircraft can visually check the ground from above the observation position. According to the maneuvers by, it can be operated safely.

[0034]

1 is a block diagram showing an aircraft operation management support system 11 according to an embodiment of the present invention. FIG. 2 shows an emergency helicopter 51 and a helicopter 57.
It is a perspective view which shows A and 57B. The aircraft operation management support system 11 is configured to include an operation management facility 21 and an emergency helicopter (hereinafter sometimes referred to as “emergency helicopter”) 51.

[Operation Management] Operation management facility 21 which is a ground facility
Is a flight plan support device 22, a flight information processing device 23, a regional information storage device 24, an emergency disaster information management device 25, a relay station 26, cameras 27, 119 reporting position specifying device 28, information transmission processing device 29, ground notification device. 31 and a training system 61.

The flight plan support device 22 is realized by a computing device such as a personal computer (abbreviation: PC) and a workstation (abbreviation: WS), and the emergency helicopter 51 and the helicopter 57 (hereinafter, the emergency helicopter 51 and the helicopter 57 are connected to each other). Together with "helicopters 51, 57"), a flight route that allows safe navigation to the destination is planned, and the navigation positions of the helicopters 51, 57 are set using, for example, an airspace monitoring radar (not shown). Then, the helicopters 51 and 57 are guided to the destination by wireless voice communication.

The flight information processor 23 is a PC and WS.
And the like, and transmits aircraft information relating to the navigation positions of the helicopters 51, 57 to the helicopters 51, 57. In addition, the navigation information processing device 23 uses the weather satellite 72.
It receives meteorological observation information such as the atmosphere of the earth, the state of the ground and the sea surface transmitted from, and based on the meteorological observation information,
A flight plan is created by predicting the weather information about the weather conditions of the waypoints and destinations on the operating route planned by the flight plan support device 22 and the weather conditions of the waypoints and the destinations on the operating route to create the forecast weather information. Information obtained by adding weather information and predicted weather information to the planned operation route of the support device 22,
Helicopter 5 via relay station 26 and communication satellite 73
Send to 1,57. Further, the navigation information processing device 23 acquires the weather information and the predicted weather information created by the weather information service 78. The weather information and the predicted weather information are stored in the area information storage device as area information.

The flight information processor 23 is a helicopter 5
1, 57 based on the aircraft information transmitted from the aircraft information and the regional information stored in the regional information storage device 24, which will be described later, image data of the surrounding image showing the situation around each helicopter 51, 57 in which it is navigating. The generated image data is transmitted to the helicopters 51 and 57.

Further, the flight information processing apparatus 23 receives medical-related information transmitted from the hospital system 76 and transmits it to the emergency helicopter 51 by wireless communication via the relay station 26 and the communication satellite 73. The hospital system 76 is realized by a computing device such as a PC and WS, and includes an acceptable number of patients according to a symptom of each medical facility, such as burn and severe trauma, a medical doctor and a doctor on duty, regarding a plurality of medical facilities. Medical information such as a doctor's name and a specialty medical field is stored. This medical-related information can be referred to from outside via an electric communication line, and the operation management facility 2
It is stored in the area information storage device 24 of No. 1 and serves as a reference material for an operation plan in an emergency. The hospital system 76 can also account for medical facilities such as surgical treatment costs. In order to perform the accounting process, the emergency disaster information management device 2
The emergency medical progress information regarding the operation of the emergency helicopter 51 and the in-flight treatment created by 5 is acquired from the aircraft operation management support system 11. The hospital system 76 performs accounting processing based on the acquired emergency medical progress information, and creates a statement such as operating costs and medical costs of the emergency helicopter 51. Furthermore, the hospital system 76, based on the information about the condition of the patient, the disaster scale, and the like created by the emergency disaster information management device 25, which is acquired from the aircraft operation management support system 11, is an emergency manual prepared by the medical facility. Provide medical manuals to medical facility personnel such as doctors and nurses.

The navigation information processing device 23 stores information from the camera 27 installed at a predetermined observation position and the terminal device 30 carried by the weather observer arranged at the observation position, and the area information processing device 24. Performs visibility determination processing based on the distance from the observation position of the camera 27 to the landmark,
The visibility at the observation position required for the visual flight of the emergency helicopter 51 and the helicopter 57 is determined. Further, the navigation information processing device 23 receives the aircraft information transmitted from the helicopters 51 and 57 directly or via the relay station 26 and the communication satellite 73, and displays the received aircraft information on the display unit of the ground alerting device 31. And inform the controller.

The area information storage device 24 serving as area information storage means is realized by a storage device such as a hard disk drive (abbreviation: HDD), and geographical information such as map data of each area and three-dimensional topographical data, landmarks. Area information necessary for planning the operation of the emergency helicopter 51 including landmark information such as shape and position, weather information, forecast weather information, visibility information, medical-related information, and off-shore landing site information is compiled into a database. Will be remembered. The emergency disaster information management device 25 is a computing device such as a PC and WS, and an H
It is realized by a storage device such as a DD and creates and stores a medical procedure and disaster countermeasure manual.

The ground alarm device 31 is a display unit realized by a display device such as a liquid crystal display device, a voice synthesizer,
The operation management facility 21 is configured by including an audio output unit realized by an amplifier and a speaker, and displaying the content to be notified on the display unit or outputting the audio from the audio output unit.
To the air traffic controller.

The 119 report position specifying device 28 finds out the telephone number of the telephone device 75 which made the 119th call, and searches the address of the position where the telephone device 75 is installed based on the telephone number. The information transfer processing device 29 is a PC and WS.
Details including a time-series plan that shows the departure point, the waypoint, the destination, etc. based on the flight route plan realized by the flight plan support device 22 and the flight information processing device 23, which is realized by a computing device such as A flight plan including various flight plans is created and transmitted to the satellite airport operation management console 77, and weather information and the like are received from the satellite airport operation management console 77.

The satellite airport operation management console 77 is a terminal device such as a PC and a WS, which is installed in offices of regional airports and offices of major operating companies, and which can also be used in offices of small and medium-sized airports. The flight plan can be submitted via the telecommunication line. The satellite airport operation management console 77 can be installed in heliports, disaster sites, hospitals, etc., receives and displays aircraft information transmitted from aircraft in the surrounding airspace, and transmits instructions to the aircraft to perform local flight management. Alternatively, it may be a terminal device capable of performing pseudo airport control.

FIG. 3 is a diagram showing an example of a two-dimensional display in which the map of the aircraft information of the own aircraft and other aircraft is superimposed on the display unit of the onboard notification device 54. FIG. 4 is a diagram showing a three-dimensional display example in which the aircraft information of the own aircraft and other aircraft is superimposed on the map on the display unit of the onboard notification device 54. FIG. 5 is a diagram showing a two-dimensional display example in which the aircraft information of other aircraft is superimposed on the map on the display unit of the onboard alerting device 54. FIG. 6 is a diagram showing a display example of weather information on the display unit of the onboard notification device 54. FIG. 7 is a diagram showing a three-dimensional display example in which the topographical information and the aircraft information of the own aircraft are superimposed on each other on the display unit of the onboard alerting device 54.

Emergency helicopter 51 and helicopter 57
Is equipped with a navigation support device 52, an aircraft mutual position monitoring device 53, and an onboard notification device 54. In the present embodiment, the navigation management onboard device includes a navigation support device 52, an aircraft mutual position monitoring device 53, and an onboard notification device 54. The onboard notification device 54 is configured to include a display unit realized by a display device such as a liquid crystal display device, and a voice output unit realized by a voice synthesizer, an amplifier, a speaker, etc., and the contents to be notified are displayed on the display unit. The helicopters 51, 5 can be displayed by displaying or outputting the sound from the sound output unit.
Notify the 7 pilot. The navigation support device 52 is the relay station 2
6 and communication satellite 73 to receive information about the operation route transmitted from the operation management facility 21 and notify the operators of the helicopters 51 and 57 via the onboard notification device 54.

The aircraft mutual position monitoring device 53 receives information from the position information satellite 71 which is a navigation satellite, creates aircraft information including the navigation position of the own aircraft based on the information, and uses the aircraft information. The operator is notified via the upper notification device 54. Further, the aircraft mutual position monitoring device 53 communicates with other aircraft to transmit the aircraft information of the aircraft including the navigation position of the aircraft and the identification code of the aircraft, and the navigation position of the aircraft and the aircraft position of the other aircraft. The aircraft information of the other aircraft including the identification code is received, and the navigation position of the own aircraft and the navigation position of the other aircraft and the identification code are collectively reported to the operator via the onboard alerting device 54.

The mutual aircraft position monitoring device 53 is a Global Positioning System (abbreviation: GP).
S) is used to measure the navigation position of the aircraft and the information including the map around the navigation position of the aircraft and the navigation position of the aircraft is compiled and notified to the operator via the onboard alerting device 54. In addition, helicopters 57A and 57B (hereinafter referred to as “other aircraft 57A and 57A”, which are other aircraft equipped with the aircraft mutual position monitoring device 53).
Other device 57A, which is transmitted from
Other devices 57A and 57 similarly measured at 57B
The aircraft information of the other aircraft 57A, 57B including the navigation position of B and the identification codes of the other aircraft 57A, 57B is received, and the geographical information is displayed on the display unit of the onboard alerting device 54 as shown in FIGS. 3 and 5. The aircraft information of the own aircraft and the other aircraft 57A, 57B is overlaid and displayed two-dimensionally.

The navigation position measurement using GPS is carried out from a plurality of position information satellites (specifically, four if there is no need for altitude information) (hereinafter sometimes referred to as "GPS satellites") 71. A GPS signal including an identification code unique to each GPS satellite, orbit information, and time information transmitted is received, and the navigation position is measured based on the information included in the GPS signal.

For the communication between the helicopters 51 and 57, the communication between the helicopters 51 and 57 and the operation management facility 21, and the communication between the helicopters 51 and 57 and the relay station 26, it is possible to use a plurality of aircraft at the same time. It is a division multiplexing method. Time Division Multiplexing uses the entire communication bandwidth to
Communication is performed by one carrier, a frame with a fixed time period is divided into multiple time slots with multiple time intervals, and each time slot is used as a communication channel, and multiple pieces of information are assigned to each communication channel for communication. is there.

The communication between the helicopters 51 and 57, the communication between the helicopters 51 and 57 and the operation management facility 21, and the communication between the helicopters 51 and 57 and the relay station 26 are such that the helicopters 51 and 57 can see each other, Line-of-sight communication in a state in which the helicopters 51, 57 and the operation management facility 21 can see each other, and a state in which the helicopters 51, 57 and the relay station 26 can see each other, 30 MH
Ultra high frequency wave of z or more and 300 MHz or less (abbreviation: VHF) or extremely high frequency wave of 300 MHz or more and 3 GHz or less (abbreviation: U)
HF) electromagnetic waves are used. When line-of-sight communication is difficult due to the influence of the terrain at the navigation position, line-of-sight communication is performed by satellite communication via the communication satellite 73. The aircraft mutual position monitoring device 53 is provided with communication means (not shown) for performing such communication. Also, for example, the relay station 2
6 is difficult to communicate with the emergency helicopter 51, the relay station 26 and the emergency helicopter 51 are connected via the relay station 26 and the helicopter 57 capable of the line-of-sight communication with the emergency helicopter 51.
Communicate with. In this way, the relay station 26 and the helicopters 51 and 57 can always communicate with each other.

The aircraft information transmitted from the helicopters 51 and 57 includes the navigation position of the aircraft itself, specifically, the latitude, longitude and altitude of the aircraft measured based on the information contained in the received GPS signal. Other than the information including the three-dimensional navigation position, the navigation speed of the aircraft, the navigation direction of the aircraft, and the identification code of the aircraft, mission information such as the mission of the aircraft, the status of mission execution and the destination, For example, it includes aircraft information regarding the state of the aircraft such as remaining fuel, local weather information near the navigation position, predicted weather information near the navigation route, and visibility information. The signal transmitted from one of the helicopters 51 and 57 may be transmitted directly or from the other helicopter 51, 57.
57, the relay station 26 and the communication satellite 73 to be received by the operation management facility 21.

The navigation support device 52 and the aircraft mutual position monitoring device 53 mounted on the helicopters 51 and 57 (hereinafter,
"Navigation support device 52, 53" is a collection of the above two devices.
The aircraft information of other aircraft including the position of the other aircraft and the behavior of the other aircraft that are navigating around the aircraft and the map information around the aircraft are collected, and the onboard notification device is provided. The operator is notified via the display unit 54. The navigation support devices 52 and 53 are provided in order to support the safe and efficient operation of the own aircraft based on the geographical information of the own aircraft and the aircraft information of other aircraft that are navigating around the own aircraft. The distance to the aircraft, the navigation speed of the aircraft, etc. are set, and the information thus set is notified to the operator via the onboard notification device 54.

Further, the navigation support devices 52 and 53 emphasize and display aircraft information of the other aircraft, which have a possibility of collision with the aircraft, among the other aircraft around the aircraft on the display unit of the onboard alerting device 54. A warning message is output from the voice output unit of the onboard notification device 54 to notify the operator, and a navigation instruction for collision avoidance is displayed on the display unit of the onboard notification device 54 to notify the operator. Further, the navigation support devices 52 and 53 are used in the operation management facility 2
1 receives the operation route information regarding the operation route, and notifies the operator of the operation route information via the onboard notification device 54. Further, the navigation support devices 52, 52 receive the weather information and the weather prediction information transmitted from the operation management facility 21, and display them on the display unit of the onboard notification device 54 as shown in FIG. FIG. 6 shows meteorological information at the takeoff / landing field H2 of FIG. The weather information and the weather prediction information may be displayed on the display unit of the onboard notification device 54 by being superimposed on other information, for example, geographical information as shown in FIG.

The display portion of the onboard alerting device 54 is, for example, a small liquid crystal display device (abbreviation: LCD) which can be attached to and detached from the navigation support devices 52 and 53. However, in an aircraft such as a helicopter having a relatively large instrument panel. If so, a large display device fixed to the instrument panel, such as a cathode ray tube (abbreviation: CRT)
Display device may be used.

Onboard alerting device 5 shown in FIGS. 4 and 7.
The image data of the surrounding image three-dimensionally displayed on the display unit 4 is displayed by the navigation information processing device 23.
Geographical information included in the regional information stored in the regional information storage device 24 based on the navigation position and the navigation direction of the helicopters 51, 57 included in the aircraft information transmitted from the navigation support devices 52, 53 of 1, 57. Is used to generate a topographic image around the navigation positions of the helicopters 51 and 57, and based on the aircraft information of the other aircraft, an image of the aircraft showing the other aircraft is generated. An image representing the weather condition around the navigation position such as rain and clouds is generated based on the cloud height, and these images are superimposed and generated. The image data of the image generated in this way is transmitted to the helicopters 51 and 57, and the navigation support device 52 of the helicopters 51 and 57 receives the image data and further displays the navigation data of its own navigation position in the image. , And the aircraft information such as the navigation speed and the navigation direction are overlapped as shown in FIG. At the same time, the navigation support device 52 of the helicopter 51, 57 outputs the aircraft information such as the navigation position, the navigation speed and the navigation direction of the aircraft and the weather information via the voice output unit of the onboard notification device 54. To inform.

Further, the operation information processing device 23 causes the helicopters 51, 57 to be at a predetermined altitude along the approach route of the helicopters 51, 57 along the approaching landing candidate point or at a predetermined time interval near the scheduled landing time. The helicopter 51, 57 generated using the geographical information included in the regional information stored in the regional information storage device 24 based on the navigation position, the traveling speed and the navigation direction of the helicopter 51, 57 included in the aircraft information transmitted from the aircraft. Landform image around the candidate landing point, and an image of an aircraft showing other aircraft around the candidate landing point generated based on aircraft information of the other aircraft, and weather, cloud amount, and clouds included in visibility and meteorological information. Image data of an image generated by superimposing an image representing weather conditions around a candidate landing site such as a cloud, which is generated based on the height, is transmitted. The navigation support device 52 of the helicopter 51, 57 receives the image data, superimposes the aircraft information such as the navigation position, the navigation speed, and the navigation direction of the aircraft on the image, and displays the information on the onboard notification device 54. To be displayed on the department. At the same time, the navigation support device 52 of the helicopter 51, 57 outputs the aircraft information such as the navigation position, the navigation speed and the navigation direction of the aircraft and the weather information via the voice output unit of the onboard notification device 54. To inform.

As described above, according to the aircraft operation management support system 11 of the present embodiment, the operation management facility 21 stores the regional information on the predetermined area stored in the regional information storage device 24 and the navigation support device 52. Based on the aircraft information of the emergency helicopter 51 transmitted from 53, the emergency helicopter 5
1. Generate image data of the surrounding image showing the surrounding situation of 1.
This image data is transmitted to the navigation support devices 52 and 53, and the navigation support devices 52 and 53 draw the image data sent from the operation management facility 21 based on the aircraft information, for example, the topography around the emergency helicopter 51. Since the aircraft image such as the navigation position, the navigation speed and the navigation direction of the aircraft is displayed on the surrounding image in a superimposed manner, the operator of the emergency helicopter 51 can determine the situation around the emergency helicopter 51 based on the displayed image. Can be easily grasped, the burden on the operator for operating the emergency helicopter 51 by the visual flight system can be reduced, and the emergency helicopter 51 can be operated safely and promptly.

Further, according to the aircraft operation management support system 11 of the present embodiment, the operation management facility 21 generates the image data of the surrounding image based on the regional information including the weather information, and transmits it. The navigation support devices 52 and 53 are
Based on the aircraft information, the image data sent from the operation management facility 21 is displayed, for example, on the terrain around the emergency helicopter 51, and on the surrounding image in which the weather and clouds are drawn, such as the navigation position, navigation speed, and navigation direction of the aircraft. Aircraft information can be overlaid and displayed. As a result, the operator of the emergency helicopter 51 can easily grasp the situation around the emergency helicopter 51 including the weather condition based on the displayed image, and the operation of the emergency helicopter 51 by the visual flight method can be performed. In addition to reducing the burden on the operator, the emergency helicopter 51
Can be operated more safely.

Further, according to the aircraft operation management support system 11 of the present embodiment, the operation management facility 21 obtains the three-dimensional topographical data in the vicinity of the candidate landing site, for example, the altitude and the three-dimensional shape of mountains and buildings. The area information including the area information is stored in the area information storage device 24, and based on the aircraft information transmitted from the emergency helicopter 51, image data of discrete surrounding images along the approach route of the emergency helicopter 51 to the landing candidate point, for example, Every predetermined altitude along the approach route to the candidate landing site,
And image data of surrounding images at predetermined time intervals near the scheduled landing time are generated and transmitted to the emergency helicopter 51.
The navigation support devices 52, 53 use the image data sent from the operation management facility 21 on the basis of the aircraft information, for example, the terrain around the aircraft, the weather, and the surroundings at predetermined intervals or at predetermined time intervals where clouds are drawn. Aircraft information such as the navigation position, navigation speed, and navigation direction of the aircraft can be superimposed and displayed on the image. Emergency helicopter 5
The operator of No. 1 can easily grasp the situation around the aircraft on the approach route to the candidate landing site based on the image displayed, and the operation of the emergency helicopter 51 by the visual flight method. In particular, it is possible to reduce the burden on the operator especially for the operation at the time of landing and to land the emergency helicopter 51 more safely.

Further, according to the aircraft operation management support system 11 of the present embodiment, the navigation support devices 52 and 53 transmit the aircraft information including the identification code of the own aircraft and the other aircraft transmitted from the other aircraft. The navigation support device 5 includes the onboard notification device 54 that receives the aircraft information including the identification code and notifies the aircraft information of the other aircraft in addition to the aircraft information of the own aircraft.
2 collects the aircraft information of the own aircraft and other aircraft and visually informs the operator visually via the display unit of the onboard alerting device 54 and auditorily via the voice output unit of the onboard alerting device 54. Can be notified. This allows the aircraft pilot to
Based on the notified aircraft information of the aircraft and other aircraft, the situation around the emergency helicopter 51 can be easily grasped,
It is possible to reduce the burden of the operator on the operation of the emergency helicopter 51 by the visual flight method and to operate the emergency helicopter 51 more safely.

Further, according to the aircraft operation management support system 11 of the present embodiment, since the operation management facility 21 includes the ground notification device 31 for notifying the aircraft information transmitted and received from the helicopters 51, 57, the operation management facility 21 21 is capable of notifying the controller of the operation management facility 21 visually of the aircraft information via the display unit of the ground notification device 31 and aurally via the voice output unit of the ground notification device 31. it can. As a result, the controller of the operation management facility 21 can easily grasp the situation of the helicopters 51 and 57 based on the notified aircraft information, reduce the burden on the controller for the control work, and reduce the helicopter 51, 57 can be operated more safely.

FIG. 8 is a diagram showing the camera 27 and the image 101 of the mountain 102 taken by the camera 27, and FIG.
FIG. 11 is a perspective view showing the mountain 102 captured by the camera 27, and FIG. 10 is a plan view showing the relationship between the observation position 104 of the camera 27 and the mountain 102. The landmarks are fixedly set in advance, such as mountains 102 and buildings. The night landmark may also be a lighted building, such as a steel tower with an aviation obstruction light. Camera 27
Is realized by, for example, a digital camera, is installed at a predetermined observation position 104, and images a landmark. The distance from the observation position 104 of the camera 27 to the landmark is stored in the regional information storage device 24 when the landmark is the mountain 102,
It is measured in advance based on three-dimensional map data including the altitude of the mountain 102 and stored in the area information storage device 24. The image data obtained by capturing the image of the landmark is transmitted to the navigation information processing device 23 via an electric communication line.

The navigation information processing device 23 receives the image data transmitted from the camera 27, and calculates the brightness values of the portion where the image of the landmark and the portion where the background image is shown in the image data. When the contrast ratio of the two brightness values is equal to or more than a predetermined threshold value, it is determined that the landmark can be visually recognized, and when the contrast ratio is less than the predetermined threshold value, it is determined that the landmark cannot be visually recognized. Visibility determination processing is performed. When the navigation information processing device 23 performs such visibility determination processing and determines that the landmark can be visually recognized,
The visibility at the observation position of the camera 27 is determined based on the distance from the observation position of the camera 27 stored in the area information processing device 24 to the landmark.

Further, the navigation information processing device 23 stores the reference image data, which is the image data of the landmark imaged by the camera 27 in the daytime when the visibility is good in advance, in the area information storage device 24, and the landmark information in the reference image data is stored. Of the feature points, for example, feature points such as mountain peaks when the landmark is a mountain are stored in the area information storage device 24. The navigation information processing apparatus 23 compares the characteristic point data in the image data captured by the camera 27 with the characteristic point data of the reference image data, and if the two characteristic point data are different, the characteristic point of the reference image data is compared. After matching the data,
Visibility determination processing is performed. Thereby, even if the characteristic point position on the image near the landmark imaged from the observation position deviates from the predetermined position due to some reason, the visibility determination process can be accurately performed.

FIG. 11 is a view showing the mountain 102A when a part of the ridgeline 105 is not visible. Flight information processor 24
Is the luminance value of the image portion of the mountain 102A and the luminance value of the background image portion in the image data, based on the image data of the image near the ridgeline 105 of the mountain 102A captured by the camera 27 in advance. When the contrast ratio is greater than or equal to a predetermined threshold value, the ridge line 105
It is determined that a can be visually recognized, and when the contrast ratio is less than the threshold value, the ridgeline determination processing is performed to determine that the ridgeline 105b cannot be visually recognized.
The boundary 105c between the 5a and the invisible ridge line 105b is obtained, and the ridge line that can be visually recognized from the ridge line determination processing result is stored based on the elevation table stored in the area information storage device 24 and indicating the relationship between the position on the ridge line and the elevation of the mountain 102A. Of the boundary 105c between the visible ridgeline 105a and the invisible ridgeline 105b is obtained. As a result, the helicopter 5 near the observation point 104
When 1,57 are sailing, the ground can be visually recognized and the ship can be safely sailed if the sailing is carried out at the obtained altitude h1 or less.

The elevation table uses the coordinates such as the latitude and longitude of the observation position and the elevation data such as a numerical map to obtain the observation position 1
The three-dimensional coordinates of the contact point with the mountain of the tangent line that touches the mountain passing through 04 are obtained, the altitude of the mountain is obtained from the three-dimensional coordinate of the contact point, and the position on the screen is determined using the mounting angle of the camera 27 and the viewing angle data. It is created by taking correspondence with.

FIG. 12 shows the observation position 10 on the display section of the onboard alerting device 54 mounted on the helicopters 51 and 57.
It is a figure which shows the example of a display of 4A, 104B, 104C. FIG. 13 (1) is a diagram showing an image captured by the camera at the observation position 104A, and FIG. 13 (2) is an observation position 104B.
It is a figure which shows the image which the camera of FIG.
[Fig. 4] is a diagram showing an image captured by a camera at an observation position 104C. The operator of the helicopter 51, 57 operates the input means (not shown) of the navigation support device 52, 53 when the helicopter 51, 57 is displayed on the display unit of the onboard notification device 54 as shown in FIG. FIG. 13 is displayed on the display unit of the upper notification device 54.
It can be displayed as shown in (1) to (3), which allows the operator to know the approximate visibility at each of the observation positions 104A to 104C. Also, at this time, the observation positions 104A to 10A through 10
The visibility at 4C can be notified to the operator by a display and voice such as "The visibility at the observation position ●● is xx km."

As described above, the camera 27 installed at the predetermined observation position 104 images the landmark and the visibility is determined based on the image data.
A weather observer is arranged in place of the camera 27 in 04, and the weather observer visually sees the landmark and observes how the weather observer sees the landmark on the terminal device 27 carried by the weather observer. Information including the position, landmarks, and the visibility of the landmarks by the visual observation of the weather observer, such as “at observation position ●● ×
Input information such as "I saw a mountain" and send it to the operation management facility 21 via a telecommunication line. Flight management facility 2
The navigation information processing device 23 of No. 1 is based on the received observation position, the visibility of the landmark and the landmark visually observed by the weather observer, and the landmark information included in the area information stored in the area information storage device 24. The visibility at the observation position may be obtained.

The visibility thus obtained is transmitted from the operation information processing device 23 of the operation management facility 24 to the helicopters 51 and 57 via the relay station 26 and the communication satellite 73, or the operation management facility 21 is illustrated. No Display on the display device.

As described above, according to the aircraft operation management support system 11 of the present embodiment, the operation management facility 21 performs the predetermined observation based on the observation result of whether the landmark can be visually recognized from the predetermined observation position. Since the visibility at the position is determined, it is possible to plan a flight route with a good visibility based on this visibility.

Further, according to the aircraft operation management support system 11 of the present embodiment, the operation management device 21 determines the brightness value of the image portion of the landmark based on the image near the landmark imaged from the observation position. When the contrast ratio with the brightness value of the surrounding image portion is equal to or more than a predetermined threshold value, it is determined that the landmark can be visually recognized, and when the contrast ratio is less than the threshold value, it is determined that the landmark cannot be visually recognized. Since the visibility determination processing is performed, the visibility can be accurately determined based on the quantitative visibility determination processing by such easy image processing.

Further, according to the aircraft operation management support system 11 of the present embodiment, the operation management facility 21 extracts the characteristic points of the landmark based on the image near the landmark imaged from the observation position, The feature point position on the image of this feature point is compared with the reference position on the image set in advance, the feature point position and the reference position are matched, and the visibility determination process is performed.
For example, even if the feature point position on the image near the landmark imaged from the observation position deviates from a predetermined position due to some reason, the visibility determination process can be accurately performed.

Further, according to the aircraft operation management support system 11 of the present embodiment, the operation management facility 21 determines the brightness value of the mountain image portion based on the image near the ridgeline of the mountain imaged from the predetermined observation position. When the contrast ratio between the image and the brightness value of the background image portion is greater than or equal to a predetermined threshold value, it is determined that the ridgeline is visible, and when the contrast ratio is less than the threshold value, the ridgeline is determined to be invisible. Judgment processing is performed, and based on the elevation table that represents the relationship between the position on the ridgeline and the altitude, the altitude of the highest position of the ridgeline that can be visually recognized is obtained from the ridgeline judgment processing result. If the emergency helicopter 51 is operated below the altitude based on the altitude that can be determined, the operator of the emergency helicopter 51
Since the ground can be visually confirmed from above the observing position, the operator can safely navigate in accordance with the visual operation of the operator.

FIG. 14 is a diagram showing a navigation route displayed on the display unit of the onboard alerting device 54, which is determined based on the visibility. In the first flight route 106 shown in FIG. 14, the emergency helicopter 51, which is planned by the flight plan support device 22 without considering the weather information, the weather forecast information, and the visibility, can reach the destination as soon as possible. It is a navigation route that can be done. 14
The second flight route 107 shown in FIG.
Reference numeral 2 is an operation route planned by considering the weather information, the weather prediction information, and the visibility so that the emergency helicopter 51 can safely reach the destination. The second operation route 107 has a better visibility than the first operation route 106, and the operator of the emergency helicopter 51 can easily and safely operate in accordance with the VFR.

FIG. 15 shows the helicopter 5 in an emergency.
It is a figure which shows communication between 1,57A, 57B and the operation management facility 21. FIG. 16 shows an operation management facility 21 in an emergency.
3 is a flowchart showing a processing procedure in FIG. The emergency helicopter 51 is an emergency medical air transport (abbreviation: EMS) helicopter that transports a patient injured in a disaster.

The processing procedure is started in step s0, and proceeds to step s1. In step s1, when the 119 report position identifying device 28 receives the emergency call from the telephone device 75, the process proceeds to step s2. In step s2, the 119 report position identification device 28 searches for the address and longitude of the position where the telephone device 75 is installed, and proceeds to step s3. In step s3, the flight plan support apparatus 22 issues a dispatch instruction to the emergency helicopter 51, and proceeds to step s4.

In step s4, the flight plan support device 22
Is the position at which the fuel amount of the emergency helicopter 51, the telephone device 75 searched in step s2, is further installed based on the terrain information, the medical-related information, the off-airfield information, etc. stored in the area information storage device 24. Calculate the estimated time to reach the takeoff and landing site H1 near the
8 Plan an operation route to the off-airfield landing site H1 in consideration of the estimated arrival time to the off-airfield landing site H1 and a service route to the hospital considering the hospital that is ready to accept patients. After that, go to step s5.

In step s5, the information transfer processing device 29
Creates a flight plan based on the flight route planned in step s4, transmits it to the satellite airport flight management console 77, and proceeds to step s6. In step s6, the navigation information processing apparatus 23 determines the weather information and the forecast weather information based on the weather observation information transmitted from the weather satellite 72, and the camera 2
7 and the visibility based on the information such as image data transmitted from the terminal device 30 carried by the weather observer.
And transmit to the emergency helicopter 51 via the communication satellite 73,
Go to step s7.

At step s7, the navigation information processing device 23
Takes into consideration the weather information, the weather prediction information, and the visibility, confirms the flight route planned in step s4 and, if necessary, reviews it, and proceeds to step s8. In step s8, the operation information processing apparatus 23 sends the information including the hospital route such as the operation route confirmed in step s7 and the medical treatment method for the patient and the cost related to the medical care, which is transmitted from the hospital system 76, to the emergency helicopter. Then, the procedure proceeds to step s9, and all procedures are completed.

FIG. 17 is a diagram showing a display example of the operating route 109 to the off-airfield landing site H1 which is the destination of the emergency helicopter 51, which is displayed on the display unit of the onboard alerting device 54 mounted on the emergency helicopter 51. Is. In accordance with the above-described processing procedure, the flight plan support device 22 requires prediction according to the address and longitude of the position where the telephone device 75, which has been searched by the 119 report position specifying device 28, is installed, up to and near the off-field landing site H1. The time is calculated, and the operation route 109 to the off-airfield landing site H1 is planned in consideration of the estimated arrival time of the ambulance 108 at the off-airfield landing site H1.

FIG. 18 shows a navigation route 1 to the hospital Hs1 which is the destination of the emergency helicopter 51 carrying a patient, which is displayed on the display section of the onboard alerting device 54 mounted on the emergency helicopter 51.
It is a figure which shows 10. On the display section of the onboard notification device 54,
A plurality of hospitals Hs1 and Hs2 that are candidates for transporting the patient are displayed, and the highest priority hospital Hs1 that is most ready to accept the patient is displayed. The navigation information processing device 23 selects a plurality of hospitals located relatively close to the off-field landing site H1 according to the hospital information stored in the regional information storage device 24, and accepts the patients of each hospital from the hospital system 76 of each hospital. Based on your posture,
The top priority hospital is selected and the hospital position information of each hospital is transmitted to the emergency helicopter 51. As a result, an emergency helicopter 5
There is no need to wait for 1 to wait for the ambulance 108 to come, and it is possible to transport patients efficiently, promptly and safely.

Flight management facility 21 and helicopters 51, 57
The voice communication with is mainly performed using aviation radio, but the mobile phone device 74 may be used to supplement this aviation radio. The mobile phone device 74 can be used at least on the ground, and at least can send and receive e-mail. Prior to takeoff, the operator of the helicopter 51, 57 uses the mobile telephone device 74 to send the takeoff position information, the identification code of the aircraft, the destination, the departure time, and the estimated arrival time of the aircraft to the email. Describe and send to the operation management facility 21. When the helicopters 51 and 57 arrive at the destination, they send an e-mail to the operation management facility 21 stating that they have arrived at the destination.

The operation management facility 21 can also reply to the mobile phone device 74 an e-mail with weather information of the destination attached to the e-mail received before the takeoff of the emergency helicopter 51. When the operation management facility 21 does not receive an email from the operator of the emergency helicopter 51 stating that the emergency helicopter 51 has arrived at the destination even at the estimated arrival time of the emergency helicopter 51, the operation management facility 21 The display device provided in the facility 21 displays a warning that the emergency helicopter 51 has not arrived at the destination. This can support more reliable operation of the emergency helicopter 51.

FIG. 19 is a perspective view showing the training system 61. The training system 61 is included in the operation management facility 21, and includes a center command training device 62, a training simulation device 63, and an emergency helicopter training device 64. The center command training device 62, the training simulation device 63, and the emergency helicopter training device 64 are calculation devices such as WS,
It is configured to include a storage device such as an HDD and a display device such as an LCD.

The center commanding and training device 62 stores the image of the emergency helicopter 51 during navigation taken by the image pickup means mounted on the emergency helicopter 51 in normal times and in an emergency, and at the same time, the geography of the emergency helicopter 51 at that time. Store various information such as information and create a scenario assuming an emergency. The training simulation device 63 is the center command training device 62.
According to the scenario created by
Training is provided to instruct the emergency helicopter 51 from the operation management facility 21 in normal times and during emergencies. The emergency helicopter control training device 64 is a simulator having the same control device and instrument panel as the emergency helicopter 51.
According to the scenario created by
Conduct emergency pilot training for the emergency helicopter 51. The trainee 111 conducts training by operating the control device according to the image displayed on the display device and the display unit of the onboard notification device 54 provided on the instrument panel. As a result, the trainee can carry out emergency operation training without operating the actual emergency helicopter 51, and can only perform training for terrain proficiency and situation judgment in the actual operation route of the emergency helicopter 51. Instead, comprehensive training in cooperation with the hospital system 76 can be performed.

In this embodiment, the operation management facility 21
Is a fixed facility that cannot be moved, but may be a facility equipped with self-propelled means, for example, and can be moved to the disaster site when a disaster occurs. Further, the operation management facility 21 predicts a change in the disaster based on the database of the disasters that occurred in the past and is stored in the regional information storage device 24, performs a disaster simulation, and formulates an appropriate countermeasure for the prediction. However, an accurate instruction can be given to the site.

In this embodiment, the emergency helicopter 51 is
Although the EMS helicopter is used, the present invention is not limited to this, and may be, for example, a disaster prevention helicopter, a firefighting helicopter, a police helicopter, a Self-Defense Forces helicopter, an emergency material transportation helicopter, or a news helicopter, and an aircraft is not limited to a helicopter, for example, a small aircraft, Any aircraft such as a vertical take-off and landing aircraft and a Self-Defense Force aircraft that travels according to VFR may be used, and the present invention is applicable to such aircraft.

[0089]

According to the present invention as set forth in claim 1, the operation management ground facility is provided with area information on a predetermined area stored in the area information storage means and the aircraft information transmitted from the operation management onboard device. Based on the aircraft information, image data of the surrounding image showing the surrounding situation of the aircraft is generated, and this image data is transmitted to the flight management onboard device, and the flight management onboard device is sent from the flight management ground facility. Image data
Based on the aircraft information, for example, the aircraft image showing the topography around the aircraft is overlaid with the aircraft information such as the navigation position, the navigation speed and the navigation direction of the aircraft. It is possible to easily grasp the situation around the aircraft based on the image displayed, reduce the operator's burden on the operation of the aircraft by the visual flight method, and safely operate the aircraft.

According to the second aspect of the present invention, the operation management ground facility generates the image data of the surrounding image based on the area information including the weather information and transmits the image data. The image data sent from the operation management ground facility, based on the aircraft information, for example, the terrain around the aircraft, and the surrounding image in which the weather and clouds are drawn,
It is possible to superimpose and display aircraft information such as its own navigation position, navigation speed, and navigation direction. This allows the aircraft operator to easily understand the surrounding conditions of the aircraft, including the weather conditions, based on the displayed image, and reduce the operator's burden on the operation of the aircraft by the visual flight method. In addition, the aircraft can be operated more safely.

According to the present invention as set forth in claim 3, the operation management ground facility comprises three-dimensional topographical data in the vicinity of the landing candidate point,
Area information including elevations and three-dimensional shapes such as mountains and buildings is stored in the area information storage means, and discrete along the approach route to the landing candidate point of the aircraft based on the aircraft information transmitted from the aircraft. Image data of a typical surrounding image, for example, a predetermined altitude along the approach route to the landing candidate point, and the image data of the surrounding image for each predetermined time interval near the scheduled landing time is generated and transmitted to the aircraft,
The flight management onboard device uses the image data sent from the flight management ground facility based on the aircraft information, for example, the surrounding image of the aircraft around the terrain, the weather, and the clouds at predetermined altitudes or at predetermined time intervals at which clouds are drawn. The aircraft information such as the navigation position, the navigation speed, and the navigation direction of the aircraft can be superimposed and displayed. As a result, the aircraft operator can easily understand the surroundings of the aircraft on the approach route to the candidate landing site based on the displayed image. In particular, it is possible to reduce the operator's burden on the operation especially at the time of landing and to land the aircraft more safely.

According to the fourth aspect of the present invention, the operation management onboard device transmits aircraft information including the identification code of the own aircraft, and aircraft information including the identification code of the other aircraft transmitted from the other aircraft. In addition to the aircraft information of its own aircraft, it includes onboard notification means for notifying the aircraft information of other aircraft. Of the aircraft information can be collectively notified to the operator visually and audibly. As a result, the aircraft operator can easily understand the surrounding conditions of the aircraft based on the aircraft information of the own aircraft and other aircraft notified, and the operator's burden on the operation of the aircraft by the visual flight method is reduced. It is possible to operate the aircraft more safely while reducing the

According to the fifth aspect of the present invention, the operation management ground facility includes the ground notification means for notifying the aircraft information transmitted and received from the aircraft. The aircraft information can be notified to the controller of the operation management ground facility visually and audibly, for example. This allows the controller of the flight management ground facility to easily understand the aircraft's status based on the reported aircraft information, reducing the burden on the controller for the control work and operating the aircraft more safely. can do.

According to the sixth aspect of the present invention, the navigation ground facility determines the visibility at the predetermined observation position based on the observation result of whether the landmark can be visually recognized from the predetermined observation position. , Based on this visibility, it is possible to plan a flight route with a good visibility.

According to the seventh aspect of the present invention, the operation management ground facility determines the brightness value of the image portion of the landmark and the surrounding image portion based on the image of the landmark near the observation position. When the contrast ratio with the brightness value is equal to or more than a predetermined threshold value, it is determined that the landmark can be visually recognized, and when the contrast ratio is less than the threshold value, the visibility determination process is performed to determine that the landmark cannot be visually recognized. Therefore, the visibility can be accurately determined based on the quantitative visibility determination processing by such easy image processing.

According to the present invention of claim 8, the operation management ground facility extracts feature points of the landmark based on the image of the vicinity of the landmark imaged from the observation position, and the image of the feature point is extracted. The above feature point position is compared with a preset reference position on the image, the feature point position and the reference position are matched, and the visibility determination processing is performed. Even if the position of the feature point on the image near the landmark deviates from the predetermined position, the visibility determination process can be accurately performed.

According to the ninth aspect of the present invention, the operation management ground facility uses the brightness value of the mountain image portion and the background image portion based on the image near the ridgeline of the mountain captured from the predetermined observation position. When the contrast ratio with the brightness value of is greater than or equal to a predetermined threshold value, it is determined that the ridgeline can be visually recognized, and when the contrast ratio is less than the threshold value, ridgeline determination processing is performed to determine that the ridgeline cannot be visually recognized, Since the elevation of the highest visible ridgeline is obtained from the ridgeline determination processing result based on the elevation table that shows the relationship between the position on the ridgeline and the elevation, it is possible to determine the visibility from the sky above the observation position to the ground. , If the aircraft is operated below the altitude based on the altitude obtained by this, the operator of the aircraft can visually confirm the ground from above the observation position. According maneuvering visually the operator, it can be operated safely.

[Brief description of drawings]

FIG. 1 is a block diagram showing an aircraft operation management support system 11 according to an embodiment of the present invention.

FIG. 2 Emergency helicopter 51 and helicopter 57A,
FIG. 57B is a perspective view showing 57B.

FIG. 3 is a diagram showing a two-dimensional display example in which a map of aircraft information of the own aircraft and other aircraft is superimposed on the display unit of the onboard notification device 54.

FIG. 4 is a diagram showing a three-dimensional display example in which a map of aircraft information of the own aircraft and other aircraft is superimposed on the display unit of the onboard notification device 54.

FIG. 5 is a diagram showing a two-dimensional display example in which a map of aircraft states of other aircraft is superimposed on the display unit of the onboard alerting device 54.

FIG. 6 is a diagram showing a display example of weather information on a display unit of the onboard notification device 54.

FIG. 7 is a diagram showing a three-dimensional display example in which the topographical information and the aircraft information of the own aircraft are superimposed on each other on the display unit of the onboard alerting device 54.

8 is a camera 27 and a mountain 10 captured by the camera 27. FIG.
It is a figure which shows the image 101 of 2.

9 is a perspective view showing a mountain 102 imaged by a camera 27. FIG.

10 is a plan view showing a relationship between an observation position 104 of the camera 27 and a mountain 102. FIG.

FIG. 11: Mountain 102 when a part of ridgeline 105 is not visible
It is a figure which shows A.

FIG. 12 shows observation positions 104A and 104 on the display unit of the onboard notification device 54 mounted on the helicopters 51 and 57.
It is a figure which shows the example of a display of B and 104C.

13 (1) is a diagram showing an image captured by a camera at an observation position 104A, and FIG. 13 (2) is a diagram showing an image captured by a camera at an observation position 104B;
FIG. 13C is a diagram showing an image captured by the camera at the observation position 104C.

FIG. 14 is a diagram showing a navigation route determined based on visibility, which is displayed on the display unit of the onboard notification device 54.

FIG. 15 is a helicopter 51, 57A, in an emergency.
FIG. 57 is a diagram showing communication between 57B and the operation management facility 21.

FIG. 16 is a flowchart showing a processing procedure in the operation management facility 21 in an emergency.

FIG. 17 is an onboard alerting device 54 mounted on the emergency helicopter 51.
It is a figure which shows the example of a display of the operation route 109 to the off-airfield landing field H1 which is the destination of the emergency helicopter 51 displayed on the display part.

FIG. 18 is an onboard alerting device 54 mounted on the emergency helicopter 51.
It is a figure which shows the operation route 110 to the A hospital Hs1 which is the destination of the emergency helicopter 51 which conveys a patient displayed on the display part.

FIG. 19 is a perspective view showing a training system 61.

[Explanation of symbols]

11 Aircraft operation management system 21 Flight Management Facility 24 area information storage device 31 ground alarm 51 Emergency Helicopter 52 Navigation support device 53 Aircraft Mutual Position Monitoring System 54 Onboard notification device 57 helicopter

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) // G01S 5/14 G01S 5/14 13/93 13/93 P (72) Inventor Naohiko Kuratani Kakamigahara, Gifu Prefecture Ichikawasaki-cho 1 Kawasaki Heavy Industries Gifu Factory F-term (reference) FF33 LL02 LL07 5J062 AA01 AA05 BB03 CC07 HH05 5J070 AE04 BG03

Claims (9)

[Claims] 1. An operation management ground facility installed on the ground,
In an aircraft operation management support system that includes an operation management onboard device that is mounted on an aircraft and is capable of communicating with an operation management ground facility, the operation management ground facility stores regional information storage that stores regional information related to a predetermined predetermined area. Means for generating the image data of the surrounding image showing the situation around the aircraft based on the aircraft information of the aircraft transmitted from the flight management onboard device and the area information, and managing the image data. An aircraft operation management support system, characterized in that the operation management onboard device displays image data sent from an operation management ground facility based on the aircraft information. 2. The aircraft operation management support system according to claim 1, wherein the operation management ground facility generates image data of surrounding images based on area information including weather information. 3. The operation management ground facility stores area information including three-dimensional topographical data in the vicinity of a landing candidate point in area information storage means, and based on the area information and aircraft information transmitted from an aircraft, Generates image data of discrete surrounding images along the approach route to the candidate landing point of the aircraft,
The aircraft operation management support system according to claim 1 or 2, wherein the system is transmitted to the aircraft. 4. The operation management onboard device transmits aircraft information including an identification code of the own aircraft, and receives aircraft information including an identification code of the other aircraft transmitted from another aircraft to receive the aircraft information of the own aircraft. The aircraft operation management support system according to any one of claims 1 to 3, further comprising on-board informing means for informing aircraft information of other aircraft in addition to the information. 5. The aircraft operation management support system according to any one of claims 1 to 4, wherein the flight management ground facility includes ground notification means for reporting aircraft information transmitted and received from the aircraft. 6. The operation management ground facility is based on an observation result of whether or not a landmark can be visually recognized from a predetermined observation position,
The aircraft operation management support system according to any one of claims 1 to 5, wherein the visibility at a predetermined observation position is determined. 7. The operation management ground facility predetermines the contrast ratio between the brightness value of the image portion of the landmark and the brightness value of the surrounding image portion based on the image of the landmark near the observation position. 7. The visibility determining process is performed when it is equal to or more than a threshold value, and it is determined that the landmark can be visually recognized, and when the contrast ratio is less than the threshold value, it is determined that the landmark cannot be visually recognized. Aircraft flight management support system. 8. The operation management ground facility extracts feature points of the landmark based on an image of the landmark near the observation position, and sets the feature point position on the image of the feature point in advance. The flight management support system for an aircraft according to claim 7, wherein the visibility determination process is performed by comparing the reference position on the image with the reference position and matching the feature point position with the reference position. 9. The operation management ground facility determines in advance the contrast ratio between the luminance value of the mountain image portion and the luminance value of the background image portion based on the image near the ridgeline of the mountain captured from a predetermined observation position. When it is equal to or greater than the threshold value, it is determined that the ridgeline can be visually recognized.When the contrast ratio is less than the threshold value, ridgeline determination processing is performed to determine that the ridgeline cannot be visually recognized, and the relationship between the position of the ridgeline and the altitude is determined. The elevation of the highest position of the ridge visible from the ridge determination processing result is obtained based on the elevation table that is represented.
An operation management support system for an aircraft according to any one of 1.