JP2022125679A - Track evaluation device and track evaluation method - Google Patents

Abstract

To calculate an index that makes an air traffic controller feel unnatural based on an output value of a radar or a sensor to visualize it so as to be visually recognizable by the air traffic controller.SOLUTION: A track evaluation device includes: means for reading track information for each of the aircraft identifiers; means for calculating a value of a predetermined index based on the read track information; and means for comparing the calculated value of the index with a first threshold and a second threshold associated with the index to determine which of a first state, a second state, and a third state the value of the index indicates. The track evaluation device further includes: means for reading data of the index corresponding to retrieval conditions received from a user terminal to read map data related to position information of the read data of the index; and means for mapping a first display, a second display, and a third display corresponding to the first state, the second state, and the third state, respectively, at a position of the map data corresponding to respective position information of the data of the index.SELECTED DRAWING: Figure 5

Description

The present invention relates to a track evaluation device and a track evaluation method.

Conventionally, air traffic controllers use systems for air traffic control to grasp the situation of aircraft and perform air traffic control (Patent Documents 1 and 2). This system uses various types of radars and sensors to acquire aircraft information and output the results. The output results contain errors, and the system performs processing such as error correction on the output results and displays the position information of the aircraft on the terminal of the air traffic controller.

Almost the same basic specifications of such systems are adopted overseas. Organization for the Safety of Air Navigation: defined internationally by the so-called “Eurocontrol” (Non-Patent Document 1).

JP-A-2002-31542 JP 2016-62450 A

European Aviation Safety Agency, "EUROCONTROL Specification for ATM Surveillance System Performance (EUROCONTROL-SPEC-0147)", September 2015

As mentioned above, the output results of radar and sensors contain errors. Although error correction is performed in conventional systems, there are still uncorrected errors. For example, aircraft position information may not match the actual aircraft position.

The requirements and indicators such as accuracy defined in Non-Patent Document 1 are minimum requirements to be satisfied. For this reason, even when the error range of radar and sensor output satisfies the requirements and accuracy stipulated in Non-Patent Document 1, air traffic control An officer may feel that the movement of the aircraft displayed on the screen is "unnatural". For example, except during takeoff and landing, the aircraft should be flying straight at a given altitude and at a constant speed, but it may appear as if it is flying in a zigzag manner on the screen. Radar and sensor output that air traffic controllers feel is "unnatural" interferes with actual air traffic control operations.

The present invention has been made to solve such problems. It is an object of the present invention to provide a track evaluation device and a track evaluation method for quantitatively measuring the Another object of the present invention is to provide a track evaluation apparatus and a track evaluation method that calculate the index from output values of radar and sensors and visualize it so that an air traffic controller can visually recognize it.

A track evaluation apparatus, which is one aspect of the present invention, comprises means for reading track information for each aircraft identifier, means for calculating a value of a predetermined index based on the read track information, and a value of the calculated index. means for comparing a value to at least a first threshold and a second threshold associated with said indicator to determine whether the value of said indicator is indicative of a first state, a second state or a third state; Prepare.

According to the present invention, it is possible to quantify an index that makes an air traffic controller feel unnatural, calculate the quantified index from the output value of the air route monitoring sensor device, and visualize it. By scrutinizing the values of each visualized indicator, it becomes possible to adjust the radar and sensors.

A detailed understanding of the embodiments disclosed herein can be obtained from the following description, taken in conjunction with the accompanying drawings.
1 is an overall diagram illustrating an air traffic control system including a track evaluation device according to the present invention; FIG. 1 is a system configuration diagram of a track evaluation device according to an embodiment of the present invention; FIG. It is a figure which shows an example of the data structure of track information. It is a figure which shows an example of the data structure of index information. It is a flow chart explaining an example of processing which a track evaluation device concerning the present invention performs. It is a figure explaining the processing flow which calculates advancing direction change rate. FIG. 5 is a diagram illustrating a processing flow for calculating cumulative speed change; FIG. 10 is a diagram showing an example of map data after arbitrary indices have been mapped;

(overall structure)
FIG. 1 is an overall diagram illustrating an air traffic control system 1 including a track evaluation device 20 according to the present invention. The air traffic control system 1 includes an air route monitoring sensor device 10 , a track evaluation device 20 , a user terminal 30 and an aircraft 40 . The air route monitoring sensor device 10 is connected to the track evaluation device 20 and the user terminal 30 so as to be able to communicate with each other. The track evaluation device 20 may or may not be communicatively connected to the user terminal 30 .

The air route monitoring sensor device 10 acquires information of the aircraft 40 via various types of radars and sensors, performs error correction on the output, fusion processing of outputs from multiple sensors, etc. 30 provides information for air traffic control. The air route monitoring sensor device 10 includes an information processing device 11 and a plurality of sensors 12 that are communicably connected to each other.

The information processing device 11 performs error correction, fusion processing of outputs from a plurality of sensors, and the like so as to satisfy the requirements and accuracy defined in Non-Patent Document 1, and stores the processed data as track information. The processed data is transmitted to the track evaluation device 20 and the user terminal 30 by the air route monitoring sensor device 10 .

The sensor 12 outputs received data and measurement data regarding the aircraft 40 to the information processing device 11 . The sensor 12 may be a known sensor device or radar device such as SSR (Secondary Surveillance Radar), WAM (Wide Area Mulitilateration), ADS-B (Automatic Dependent Surveillance-Broadcast). Sensor devices and radar devices may also be included.

As known to those skilled in the art, the SSR is a radar that obtains necessary information by receiving a signal in response to a transponder mounted on a responding aircraft 40 in response to an interrogation signal from an interrogating source. system. WAM further evolves multilateration (a system in which three or more ground receiving stations receive signals transmitted from the transponders of aircraft traveling in the airport and measure their positions from the difference in the reception time). It is a control system that can monitor up to the sky. ADS-B is a sensor that receives information such as an identifier, current position (longitude/latitude), altitude, and airspeed from the transponder of aircraft 40 .

A track evaluation device 20 is a device used by an analyst. The track evaluation device 20 acquires and accumulates the track information of the aircraft 40 from the air route monitoring sensor device 10, calculates a predetermined index based on the accumulated information, and performs processing to visualize the calculated index. . The index calculation processing and the index visualization processing are executed when an analyst who receives a request from an air traffic controller operates or at predetermined time intervals. The track evaluation device 20 may store the visualized data in the track evaluation device 20 , or may transmit the data to the information processing device 11 for storage in the information processing device 11 .

User terminals 30 are terminals used by air traffic controllers. The user terminal 30 communicates with the air route monitoring sensor device 10 to obtain information desired by the air traffic controller. In one embodiment of the present invention, the user terminal 30 can communicate with the track evaluation device 20 to obtain information desired by the air traffic controller.

(System configuration)
FIG. 2 is a system configuration diagram of the track evaluation device 20 according to the embodiment of the present invention. As shown in FIG. 2, the track evaluation device 20 includes a control unit 201, a main storage unit 202, an auxiliary storage unit 203, and an interface (IF) unit 204, which are interconnected by a bus 220 or the like, like a general computer. and an output unit 205 . The track evaluation device 20 includes track information 206, index information 207, and map data 208 in a file/database format.

The control unit 201 , also called a central processing unit (CPU), controls each component of the track evaluation device 20 and performs data calculation. and execute it.

The main storage unit 202 is also called a main memory, and stores various types of received data, computer-executable instructions, data after arithmetic processing according to the instructions, and the like.

Auxiliary storage unit 203 is a storage device represented by a hard disk (HDD), SSD (Solid State Drive), or the like, and stores data and programs for a long period of time.

The embodiment of FIG. 2 describes an embodiment in which the control unit 201, the main storage unit 202, and the auxiliary storage unit 203 are provided inside the same computer. By using a plurality of main storage units 202 and auxiliary storage units 203, it is possible to realize parallel distributed processing by a plurality of computers. Further, as another embodiment, it is possible to install a plurality of servers for the track evaluation device 20 and share one auxiliary storage unit 203 among the plurality of servers.

The IF unit 204 serves as an interface when data is transmitted and received between other systems and devices, and is an interface (input unit) that receives various commands and input data (various masters, tables, etc.) from the system operator. I will provide a.

The output unit 205 provides a display screen for displaying processed data, printing means for printing the data, and the like. In addition, the output unit 205 can generate map data in which the indices after the calculation processing are mapped, and can transmit the generated map data to the user terminal 30 via the air route monitoring sensor device 10 or directly.

Components similar to the control unit 201 , the main memory unit 202 , the auxiliary memory unit 203 , the interface (IF) unit 204 and the output unit 205 also exist in the air route monitoring sensor device 10 and the user terminal 30 .

The track information 206 stores the track information of the aircraft 40 received from the air route monitoring sensor device 10 . FIG. 3 is a diagram showing an example data structure of the track information 206 according to the embodiment of the present invention. Track information 206 includes aircraft identifier 301, time 302 and coordinates 303, but is not limited to these data items and may include other data items (eg, aircraft speed, altitude).

The aircraft identifier 301 indicates an identifier that can identify an aircraft (for example, aircraft name (flight number), etc.). A time 302 indicates the time when the information on the aircraft 40 was acquired via the sensor 12 . Coordinates 303 indicate the position information of the aircraft. The position information of the aircraft may be any information that can specify the position, and may be, for example, a combination of latitude and longitude, or altitude.

Returning to FIG. 2 , the index information 207 stores index information calculated by the track evaluation device 20 . FIG. 4 is a diagram showing an example of the data structure of index information 207 according to the embodiment of the present invention. Index information 207 includes aircraft identifier 301, time 302, coordinates 303, heading change rate 401, cumulative speed change 402, first determination result 403, and second determination result 404, but is limited to these data items. It can contain other data items as well. The aircraft identifier 301, the time 302 and the coordinates 303 are as described above with reference to FIG. 3, so description thereof will be omitted.

The heading change rate 401 indicates the rate of change in the heading direction of the aircraft at predetermined time intervals (for example, every 1 second or 2 seconds). A method of calculating the heading change rate 401 will be described later.

Cumulative velocity change 402 is a value based on the difference in velocity between two or more locations. A method for calculating the cumulative speed change 402 will be described later.

The first determination result 403 indicates the result of determining whether the value of the traveling heading change rate 401 at an arbitrary position is normal, requires caution, or is abnormal. A second determination result 404 indicates the result of determining whether the value of the cumulative speed change 402 at an arbitrary position is normal, requires caution, or is abnormal. In this specification, three types of determination results, "normal", "caution", and "abnormal" will be described, but the number of types of determination results may change according to the number of thresholds to be described later. When these determination results are displayed on the map data, each determination result may be displayed in a different color or may be displayed with a different mark.

Returning to FIG. 2 again, the map data 208 stores map data necessary for air traffic control. Map data has position information (for example, latitude and longitude).

(Processing Flow: Operation of Track Evaluation Device)
The operation of the track evaluation device 20 for realizing track evaluation according to the present invention will be described below. As a premise for starting this processing flow, the air traffic controller feels that the flight route displayed on the user terminal 30 is "unnatural", and then requests an analysis from the analyst, and the analyst performs an operation. Alternatively, the process starts when the user terminal 30 transmits a detailed information acquisition request to the track evaluation device 20 .

FIG. 5 is a flowchart illustrating an example of processing executed by the track evaluation device 20 according to the present invention. In the processing flow of FIG. 5, the track evaluation device 20 calculates an index based on the track information received from the air route monitoring sensor device 10, maps the calculated index on map data according to a predetermined threshold value, and performs visualization processing. Processing contents for displaying the visualized map data on the output unit 205 and/or the user terminal 30 will be described. In this specification, the heading change rate and the cumulative speed change are described as examples of indices, but similar processing can be performed for other indices.

At S<b>501 , the air route monitoring sensor device 10 transmits to the track evaluation device 20 the track information acquired from the sensor 12 and subjected to error correction processing, fusion processing of outputs from multiple sensors, and the like. The track evaluation device 20 receives the track information from the track monitoring sensor device 10 and stores it in the track information 206 .

In S502, the track evaluation device 20 reads the track information stored in the track information 206 for each aircraft identifier 301, and based on the read track information, calculates predetermined indices, that is, heading change rate and cumulative Calculate velocity change. The process of calculating heading change rate and cumulative speed change is further described with reference to FIGS. 6 and 7. FIG.

FIG. 6 illustrates the processing flow for the track evaluation device 20 to calculate the heading change rate. Table 1 is an example of track information read by the track evaluation device 20 in S502. In the description of the processing flow in FIG. 6, it is assumed that the track information in Table 1 has been read.

At S601, the track evaluation device 20 calculates the velocity V2 and the traveling direction θ2 at time T2 based on the coordinate X1 at time T1 and the coordinate X2 at time T2 for aircraft ABC. The speed V2 and the traveling direction θ2 are called "values at the first point".

At S602, the track evaluation device 20 calculates the velocity V3 and traveling direction θ3 at time T3 based on the coordinate X2 at time T2 and the coordinate X3 at time T3 for aircraft ABC. The velocity V3 and the traveling direction θ3 are called "values at the second point".

At S603, the track evaluation device 20 calculates the heading change rate for the aircraft ABC at time T3 according to the following equation.
Heading change rate at time T3=(θ3−θ2)÷(T3−T2) Equation (1)
The track evaluation device 20 performs a heading change rate calculation process for each aircraft at each time, and stores each calculated value in the heading change rate 401 of the index information 207 .

Next, referring to FIG. 7, a processing flow for calculating the cumulative speed change by the track evaluation device 20 will be described. This embodiment will also be described based on the values shown in Table 1 as an example of the track information read by the track evaluation device 20 .

At S701, track evaluation device 20 calculates velocity V2 at time T2 for aircraft ABC based on coordinate X1 at time T1 and coordinate X2 at time T2. The velocity V2 is called "the velocity at the first point".

In S702, track evaluation device 20 calculates velocity V3 at time T3 for aircraft ABC based on coordinate X2 at time T2 and coordinate X3 at time T3, and calculates velocity V3 at time T3 and coordinate X3 at time T4. The velocity V4 at time T4 is calculated based on the coordinate X4. The velocity V3 is called "the velocity at the second point", and the velocity V4 is called the "velocity at the third point".

At S703, track evaluation device 20 calculates the cumulative speed change for aircraft ABC at time T4 according to the following equation.
Cumulative speed change at time T4=(V3-V2) ² +(V4-V3) ² Formula (2)
The track evaluation device 20 performs calculation processing of cumulative speed change at each time of each aircraft, and stores each calculated value in the cumulative speed change 402 of the index information 207 .

While the embodiment of the present invention determines the cumulative speed change by summing the squares of the differences between two speeds, other embodiments of the present invention determine the cumulative speed change by summing the squares of the differences between three or more speeds. The velocity change may be determined, or it may be determined by adding the absolute values of the velocity differences.

Returning to FIG. 5, in S503, the track evaluation device 20 reads the values of the heading change rate 401 and the cumulative speed change 402 for each time T and each coordinate X of the aircraft ABC from the index information 207. FIG. The track evaluation device 20 compares each value of the heading change rate 401 with a predetermined first threshold value and a second threshold value, and the heading change rate 401 at a certain time T and the coordinate X is within the normal range and requires caution. and abnormality.

As mentioned above, depending on the flight range, the aircraft should have a definite flight, such as flying straight and at a constant speed. For this reason, for example, if the value of the heading change rate 401 is less than the first threshold, it is “normal”; If there is, it can be judged as "abnormal".

The track evaluation device 20 compares each value of the cumulative speed change 402 with predetermined third and fourth threshold values, and the cumulative speed change 402 at a certain time T and coordinate X falls within the normal range, Determine which of the abnormalities. For example, if the value of the cumulative speed change 402 is less than the third threshold, it is “normal”; ” can be determined.

The track evaluation device 20 stores the determination result for the heading change rate 401 in the first determination result 403 , and stores the determination result for the cumulative speed change 402 in the second determination result 404 .

In the above-described embodiment, the process of determining the two indicators of "traveling direction change rate" and "cumulative speed change" using two thresholds has been described, but the scope of the present invention is not limited to these embodiments. . The track evaluation device 20 may be configured to perform calculation processing for other indexes, or may be configured to perform detailed classification by setting the number of thresholds to three or more.

In S504, the track evaluation device 20 extracts index information based on search conditions (aircraft identifier, date and time, content of index (e.g. heading change rate), etc.) received from the IF unit 204 (input unit) or the user terminal 30. 207 to read the corresponding data (for example, data shown in Table 1), and read the map data associated with the read information of the coordinates 303 from the map data 208 . For example, if the latitude and longitude of the readout coordinates 303 indicate the Kanto region, the map data of the Kanto region is displayed. Read from data 208 .

The track evaluation device 20 maps a display corresponding to the content of the read first determination result 403 to the position on the map data corresponding to the coordinates 303 . For example, the track evaluation device 20 associates the first determination result 403 with the coordinates 303 with "O" when the first determination result 403 is "normal", "△" when the first determination result 403 is "caution necessary", and "X" when the first determination result 403 is "abnormal". Map to the position on the map data. In the present embodiment, it has been explained that displays such as "○", "△", and "X" are mapped to the map data. For example, the determination result of each point may be displayed with a specific color or pattern, or may be displayed with a specific mark.

The track evaluation device 20 displays map data after the mapping process on the output unit 205 as a search result. The track evaluation device 20 can also transmit map data after mapping processing to the user terminal 30 via the air route monitoring sensor device 10 or directly. In response to this, the user terminal 30 displays the map data after the mapping process on the display. FIG. 8 is a diagram showing an example of map data after an arbitrary index (for example, heading change rate) has been mapped. In FIG. 8 , each determination result determined by the first threshold and the second threshold (in this example, each of “normal”, “caution”, and “abnormal” is given a specific color) is displayed in a predetermined are mapped on the map at time intervals of (for example, every 2 seconds), but the scope of the present invention is not limited thereto. As described above, the number of thresholds may be three or more, and map data after mapping processing can be displayed according to the number of thresholds.

The analyst can refer to the map data displayed on the output unit 205 and explicitly specify the point of the wake that feels "unnatural". The air traffic controller can refer to the map data displayed on the user terminal 30 and explicitly identify the point of the track that feels "unnatural". If it is possible to specify the point of the wake that feels "unnatural", it becomes possible to investigate the cause of that point, change various settings of the sensor 12, and improve the logic of the information processing device 11.

Although the principles of the present invention have been described with reference to illustrative embodiments, those skilled in the art will appreciate that various embodiments can be implemented that change in arrangement and detail without departing from the spirit of the invention. will understand. That is, the present invention can be embodied as, for example, a system, device, method, program, storage medium, or the like.

REFERENCE SIGNS LIST 10 air route monitoring sensor device 11 information processing device 12 sensor 20 track evaluation device 30 user terminal 40 aircraft 201 control unit 202 main storage unit 203 auxiliary storage unit 204 IF unit 205 output unit 206 track information 207 index information 208 map data

Claims (7)

means for reading track information for each aircraft identifier;
means for calculating a value of a predetermined index based on the read track information;
Comparing the calculated value of the indicator to at least a first threshold and a second threshold associated with the indicator to determine whether the value of the indicator corresponds to a first state, a second state, or a third state. A track evaluation device comprising: means for reading the data of the index corresponding to the search condition received from the input unit or the user terminal, and reading the map data associated with the position information of the read data of the index;
A first display, a second display, and a third display corresponding to the first state, the second state, and the third state, respectively, are displayed at the position of the map data corresponding to the position information of each of the index data. 2. The track evaluator of claim 1, further comprising: means for mapping the representation of the three. means for displaying said map data comprising said first representation, said second representation and said third representation mapped onto an output and/or transmitting said map data to said user terminal for display on said user terminal; 3. The track evaluator of claim 2, further comprising: 2. The track evaluation device according to claim 1, wherein said index is at least one of heading change rate and cumulative speed change. For each aircraft identifier,
Calculate the value of the first point based on the first position information at the first time and the second position information at the second time,
calculating a value of a second point based on the second location information at the second time and the third location information at the third time;
The track evaluation device according to claim 4, wherein the heading change rate at the third time is calculated based on the value at the first point and the value at the second point. For each aircraft identifier,
Calculate the speed of the first point based on the first position information at the first time and the second position information at the second time,
calculating the velocity at the second point based on the second position information at the second time and the third position information at the third time;
calculating the speed at the third point based on the third position information at the third time and the fourth position information at the fourth time;
The cumulative speed change at the fourth time is calculated based on the difference between the speed at the second point and the speed at the first point and the difference between the speed at the third point and the speed at the second point. 5. The track estimator of claim 4, wherein: A track evaluation method performed by a track evaluation device, comprising:
reading track information for each aircraft identifier;
calculating a value of a predetermined index based on the read track information;
Comparing the calculated value of the indicator to at least a first threshold and a second threshold associated with the indicator to determine whether the value of the indicator corresponds to a first state, a second state, or a third state. A track evaluation method comprising:

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