Flying object, air traffic control system, method for identifying a flying object, and computer readable medium

Abstract

An aircraft (2) according to the present embodiment is provided with a fuselage ID control unit (15) that stores a fuselage ID of the aircraft, the fuselage ID being changed according to a prescribed change pattern, and a communication unit (14) that transmits the fuselage ID. A control system (3) according to the present embodiment is provided with a communication unit (4) that acquires a first fuselage ID and position information transmitted by the aircraft (2), and an identification unit (5) that identifies the aircraft (2) using the first fuselage ID. When the communication unit (4) has acquired a second fuselage ID different from the first fuselage ID after acquiring the first fuselage ID, the identification unit (5) determines whether the second fuselage ID indicates the aircraft (2) based on a change between the position information when the first fuselage ID is acquired and the position information when the second fuselage ID is acquired.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a flying object, an air traffic control system, a method for identifying a flying object, and a computer-readable medium. BACKGROUND

[0002] In recent years, research and development of flying objects such as flying cars have been active. For example, Patent Literature 1 discloses a flying vehicle operation system under the control of an air traffic control system that controls the operation of a flying vehicle. In the flying vehicle operation system, the operation of the flying vehicle from takeoff within a first takeoff and landing area to landing within a second takeoff and landing area is automatically performed.

[0003] LIST OF CITATIONS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Laid-Open Patent Application No. 2017-151839 SUMMARY

[0006] TECHNICAL PROBLEM

[0007] In the future, as the number of flying objects increases, the density of air flying objects will increase, which increases the risk of collision of two flying objects. In order to fly safely, a flying object needs to fly while communicating with an air traffic control system. In order for the air traffic control system to identify a flying object, each flying object needs to transmit a body ID as body identification information in the same manner as a flying vehicle.

[0008] On the other hand, since anyone can identify a flying object by receiving a body ID transmitted by a flying object, the safety risk increases.

[0009] The present disclosure is made to solve such a problem, and aims to provide a flying object, an air traffic control system, a method for identifying a flying object, and a computer-readable medium that can improve the safety of a flying object.

[0010] SOLUTION TO PROBLEM

[0011] A flying object according to the present disclosure includes:

[0012] a body ID control unit configured to hold a body ID of the flying object that is changed according to a predetermined change pattern; and

[0013] a communication unit configured to transmit the body ID.

[0014] An air traffic control system according to the present disclosure includes:

[0015] a communication unit configured to acquire a first body ID and position information transmitted from a flying object; and

[0016] an identifying unit configured to identify the flying object using the first fuselage ID, wherein

[0017] when the communication unit acquires a second fuselage ID different from the first fuselage ID after acquiring the first fuselage ID, the identifying unit determines whether the second fuselage ID indicates the flying object based on a change between the location information at the time of acquiring the first fuselage ID and the location information at the time of acquiring the second fuselage ID.

[0018] A method for identifying a flying object according to the present disclosure includes:

[0019] acquiring a first fuselage ID and location information transmitted from a flying object; and

[0020] identifying the flying object using the first fuselage ID, wherein

[0021] when a second fuselage ID different from the first fuselage ID is acquired after acquiring the first fuselage ID, determining whether the second fuselage ID indicates the flying object based on a change between the location information at the time of acquiring the first fuselage ID and the location information at the time of acquiring the second fuselage ID.

[0022] A computer-readable medium according to the present disclosure stores a program for causing a computer to execute the following processing:

[0023] acquiring a first fuselage ID and location information transmitted from a flying object; and

[0024] identifying the flying object using the first fuselage ID, wherein

[0025] when a second fuselage ID different from the first fuselage ID is acquired after acquiring the first fuselage ID, determining whether the second fuselage ID indicates the flying object based on a change between the location information at the time of acquiring the first fuselage ID and the location information at the time of acquiring the second fuselage ID.

[0026] Advantages of the present invention

[0027] According to the present disclosure, it is possible to provide a flying object, an air traffic control system, a method for identifying a flying object, and a computer-readable medium that can improve the safety of a flying object. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a block diagram illustrating a configuration of a flying object identification system according to a first example embodiment;

[0029] Figure 2 illustrates an example of a fuselage ID table according to the first example embodiment;

[0030] Figure 3is a flowchart showing operation of the air traffic control system according to the first example embodiment;

[0031] Figure 4 is a block diagram showing a configuration of the flying object recognition system according to the second example embodiment;

[0032] Figure 5 is a block diagram showing a configuration of the flying object according to the second example embodiment;

[0033] Figure 6 is a block diagram showing a configuration of the air traffic control system according to the second example embodiment;

[0034] Figure 7 is a flowchart showing operation of the air traffic control system according to the second example embodiment;

[0035] Figure 8 is a flowchart showing operation of the air traffic control system according to the second example embodiment;

[0036] Figure 9 is a block diagram showing a configuration of the flying object recognition system according to the third example embodiment;

[0037] Figure 10 is a flowchart showing operation of the air traffic control system according to the third example embodiment;

[0038] Figure 11 is a block diagram showing a configuration of the flying object recognition system according to the fourth example embodiment;

[0039] Figure 12 shows a correspondence relationship between a permission level and flying object information according to the fourth example embodiment;

[0040] Figure 13 is a flowchart showing operation of the air traffic control system according to the fourth example embodiment;

[0041] Figure 14 is a block diagram showing a configuration of the flying object recognition system according to the fifth example embodiment;

[0042] Figure 15 is a flowchart showing operation of the air traffic control system according to the fifth example embodiment; and

[0043] Figure 16 is a block diagram showing an example of a configuration of the flying object, the air traffic control system, and the control device in the communication terminal according to each example embodiment. DETAILED DESCRIPTION

[0044] EXAMPLE EMBODIMENTS

[0045] Hereinafter, specific example embodiments to which the present disclosure is applied will be described in detail with reference to the accompanying drawings. However, the present disclosure is not limited to the following example embodiments. In addition, the following description and drawings have been appropriately simplified for the sake of clarity of description.

[0046] (First Example Embodiment)

[0047] Figure 1 is a block diagram showing a configuration of a flying object recognition system 1 according to the first example embodiment. The flying object recognition system 1 includes a flying object 2 and an air traffic control system 3.

[0048] The flying object 2 is, for example, a rotorcraft having a rotor, such as a drone, an unmanned aerial vehicle (UAV), a flying car, a vertical take-off and landing aircraft (VTOL), or the like. The flying object 2 generates lift and thrust by rotating the rotor to be driven. The flying object 2 can be an unmanned aerial vehicle that carries luggage or the like or a manned aerial vehicle that has passengers on board.

[0049] The flying object 2 has a body ID as its own body identification information. Different flying objects 2 have different body IDs, and no flying objects 2 have the same body ID. The flying object 2 has a communication unit 14 and a body ID control unit 15. The communication unit 14 and the body ID control unit 15 can be software or modules in which processing is performed by a processor that executes a program stored in a memory. Alternatively, the communication unit 14 and the body ID control unit 15 can be hardware such as a circuit or a chip.

[0050] The communication unit 14 transmits the body ID. The communication unit 14 performs wireless communication with the ground side, that is, with the air traffic control system 3. The communication unit 14 performs wireless communication with the air traffic control system 3 in accordance with a frequency, a transmission power, and the like determined in advance with the air traffic control system 3. For example, the communication unit 14 can perform processing in accordance with a communication standard defined by the Third Generation Partnership Project (3GPP), such as 5G and 4G, or can perform processing in accordance with a communication standard such as Wi-Fi (registered trademark) and Bluetooth (registered trademark). The communication unit 14 transmits a radio signal to the air traffic control system 3. The communication unit 14 receives a radio signal from the air traffic control system 3. In this way, data and information can be transmitted and received between the flying object 2 and the air traffic control system 3. The communication unit 14 transmits the body ID and position information about the flying object 2 to the air traffic control system 3.

[0051] Furthermore, the communication unit 14 can transmit the aircraft ID not only to the air traffic control system 3 but also to communication terminals such as smartphones. In this case, the aircraft ID transmitted by the aircraft 2 can be obtained, for example, by installing a pre-defined application on a smartphone. Additionally, the communication unit 14 can transmit the aircraft ID of another aircraft 2 to other aircraft 2, receive aircraft IDs from other aircraft 2, and transmit and receive aircraft IDs between aircraft 2.

[0052] The fuselage ID control unit 15 controls the changing and sending of the fuselage ID. The fuselage ID control unit 15 stores the fuselage ID corresponding to the aircraft 2, which changes according to a predetermined change pattern. The fuselage ID can change, for example, at predetermined intervals or at specified time points, and the timing of the fuselage ID change can be set at a time desired by the user or others. For example, the fuselage ID can change as the number of flights increases or after multiple flights.

[0053] For example, as a predetermined change mode, the fuselage ID control unit 15 can, as Figure 2 Multiple fuselage IDs are pre-created as described in the fuselage ID table, and then the fuselage IDs are changed at predetermined intervals. Communication unit 14 can send the fuselage ID table stored in fuselage ID control unit 15 to air traffic control system 3. In this way, fuselage ID control unit 15 can share the fuselage ID change pattern with air traffic control system 3, which controls the flight of the corresponding aircraft 2. Alternatively, communication unit 14 can receive the fuselage ID table from air traffic control system 3. Therefore, the fuselage ID change pattern of aircraft 2 is shared between aircraft 2 and air traffic control system 3.

[0054] exist Figure 2 In the fuselage ID table shown, the fuselage ID at the start of flight (0 minutes after flight start) is #0, the fuselage ID 10 minutes after flight start is #1, the fuselage ID 20 minutes after flight start is #2, and the fuselage ID 30 minutes after flight start is #3. Note that... Figure 2 The fuselage ID table in the table is an example, and any fuselage ID can be generated. For example, the fuselage ID control unit 15 or the air traffic control system 3 can use an algorithm or a random number generation function to generate the fuselage ID. The fuselage ID can be a randomly generated ID or an ID that changes based on at least one of the number of flights of the aircraft 2 and the duration of each flight.

[0055] The flying object 2 flies according to a predetermined flight plan while wirelessly communicating with the air traffic control system 3. The flying object 2 can autonomously fly along a flight path from a takeoff location to a landing location. For example, the flying object 2 takes off from a takeoff and landing facility and flies along a flight path based on the flight plan. When the flying object 2 flies to a landing location corresponding to a destination, it lands at the landing location. The flight path is a three-dimensional path from the takeoff location to the landing location. The takeoff and landing facility can be designated in advance as the takeoff and landing locations. The takeoff and landing locations can be any location as long as there is space for landing. Of course, the takeoff and landing locations can be the same location.

[0056] The control of the flying object 2 can be switched between automatic driving and manual control performed by a pilot. For example, in an area with many obstacles, such as an urban area, the flying object 2 can be configured to automatically drive and switch to manual control in an emergency, because the pilot is required to have advanced control skills.

[0057] The air traffic control system 3 is a flight management and control system. The air traffic control system 3 is a hardware device (computer device) for flight management and air traffic control of the flying object 2 and is installed in a flight management center. The air traffic control system 3 is not limited to, for example, a single physical device, but can be cooperated by a plurality of processors to perform the processes described later.

[0058] In addition, an air traffic control center that communicates with a plurality of flight management centers can be provided with the air traffic control system 3 to control a wide area. In this way, the air traffic control system 3 of the flight management center and the air traffic control system 3 of the air traffic control center communicate with each other to control the flying object 2 within a wide area.

[0059] The air traffic control system 3 has a communication unit 4 and an identification unit 5. The communication unit 4 and the identification unit 5 can be software or modules in which processes are performed by a processor that executes a program stored in a memory. Alternatively, the communication unit 4 and the identification unit 5 can be hardware such as a circuit or a chip.

[0060] The communication unit 4 acquires the fuselage ID transmitted from the flying object 2 and the position information about the flying object 2. The communication unit 4 also acquires the fuselage ID and the position information about the flying object 2 at different timings.

[0061] The identification unit 5 identifies the flying object 2 using the fuselage ID received from the flying object 2. For example, the identification unit 5 can be configured to pre-store a table in which the fuselage ID and the flying object are associated, and extract the flying object associated with the received fuselage ID by referring to the table.

[0062] Here, the communication unit 4 can acquire different fuselage IDs from the flying object 2 at different timings. In this case, the recognition unit 5 determines whether the fuselage ID different from the first fuselage ID indicates the flying object 2 associated with the first fuselage ID based on a change between the position information acquired together with the first fuselage ID and the position information acquired together with the fuselage ID different from the first fuselage ID. The change in the position information can be indicated by using, for example, a distance between the position information acquired at different timings. For example, the recognition unit 5 can determine that when the change in the position information is within a predetermined range, the fuselage ID different from the first fuselage ID indicates the flying object 2 associated with the first fuselage ID.

[0063] Reference will now be made to Figure 3 The operation of the air traffic control system 3 according to the first example embodiment will be described. Figure 3 is a flowchart illustrating the operation of the air traffic control system 3 according to the first example embodiment.

[0064] First, the communication unit 4 acquires a first fuselage ID and position information about the flying object 2 (S1). To distinguish the fuselage IDs from each other, the initial fuselage ID is referred to as the first fuselage ID, and the changed fuselage ID is referred to as the second fuselage ID. Next, the recognition unit 5 identifies the flying object 2 using the first fuselage ID (S2). Thereafter, the air traffic control system 3 communicates with the flying object 2 that transmitted the first fuselage ID to perform flight management and air traffic control of the flying object 2.

[0065] Thereafter, when the communication unit 4 has not acquired the second fuselage ID and position information about the flying object 2 that transmitted the second fuselage ID (S3, No), the air traffic control system 3 continues to perform flight management and air traffic control of the flying object 2 that transmitted the first fuselage ID identified by the recognition unit 5.

[0066] On the other hand, when the communication unit 4 acquires the second fuselage ID and position information about the flying object 2 that transmitted the second fuselage ID (S3, Yes), the recognition unit 5 determines whether the flying object 2 that transmitted the second fuselage ID is the same as the flying object 2 that transmitted the first fuselage ID based on a change between the position information at the time of acquisition of the first fuselage ID and the position information at the time of acquisition of the second fuselage ID. For example, the recognition unit 5 determines whether the change between the position information at the time of acquisition of the first fuselage ID and the position information at the time of acquisition of the second fuselage ID is less than or equal to a threshold value (S4). When the distance between the position information acquired at different timings is less than or equal to a predetermined threshold value (e.g., 50 m) (S4, Yes), the recognition unit 5 determines that the flying object 2 that transmitted the second fuselage ID and the flying object 2 that transmitted the first fuselage ID are the same flying object 2 (S5).

[0067] When the distance between the position information acquired at different timings is greater than a preset threshold (S4, No), the recognition unit 5 recognizes the flying object 2 that transmitted the second body ID as a different flying object 2 from the flying object 2 that transmitted the first body ID (S6). The air traffic control system 3 recognizes the flying object 2 that transmitted the first body ID and the flying object 2 that transmitted the second body ID as different flying objects 2, and performs flight management and air traffic control.

[0068] As described above, the flying object 2 according to the first example embodiment can improve safety by changing the body ID. On the other hand, if the flying object 2 arbitrarily changes the body ID, the air traffic control system 3 can no longer recognize the flying object 2, which can lead to a loss of flight safety. On the other hand, the air traffic control system 3 according to the first example embodiment can recognize the flying object 2 by using the position information about the flying object 2 even if different body IDs are acquired at different timings. Thus, the air traffic control system 3 can recognize or specify the flying object 2 that changes its body ID to be transmitted in consideration of safety.

[0069] (Second Example Embodiment)

[0070] Figure 4 is a block diagram illustrating a configuration of a flying object recognition system 100 according to a second example embodiment. The flying object recognition system 100 includes a flying object 20 and an air traffic control system 30.

[0071] Figure 5 is a block diagram illustrating a configuration of the flying object 20 according to the second example embodiment. The flying object 20 includes a flight control unit 11, a drive mechanism 12, a sensor 13, a communication unit 14, a body ID control unit 15, a display unit 16, and a battery 17. In the flying object 20 according to the second example embodiment, components similar to those according to the first example embodiment are denoted by the same reference numerals, and detailed description thereof is omitted as appropriate.

[0072] The flight control unit 11 controls each component that constitutes the flying object 20. The drive mechanism 12 includes a rotor and an electric motor thereof, and generates a lift force and a thrust force for flight. The flight control unit 11 outputs a drive signal for controlling the drive mechanism 12. For example, when the flying object 20 has a plurality of rotors, the flight control unit 11 controls the drive mechanism 12 so that the drive mechanism 12 independently drives the rotors.

[0073] The flight control unit 11 stores the flight plan in a memory or the like. The flight control unit 11 can store the flight plan received from the air traffic control system 30 in the memory, or can store the flight plan inputted from the user of the flight object 20 in the memory. In the case of automatic driving, the flight control unit 11 controls the driving mechanism 12 to fly in accordance with the flight plan. When the position of the flight object 20 deviates from the flight path due to wind or other factors, the flight control unit 11 controls the driving mechanism 12 so that the flight object 20 approaches the flight path. The flight control unit 11 can detect the position of the flight object 20 by using the sensor 13. The flight control unit 11 controls the driving mechanism 12 based on the detection result of the sensor 13.

[0074] The sensor 13 detects information on the flight state of the flight object 20. The sensor 13 has, for example, a gyro sensor for detecting the attitude of the fuselage and a position sensor for detecting the position of the fuselage. As the position sensor, a satellite positioning sensor such as a GPS (Global Positioning System) can be used, for example. The flight control unit 11 identifies the position of the corresponding flight object based on the information acquired by the sensor 13. Specifically, the flight control unit 11 identifies the three-dimensional position of the flight object 20 based on, for example, the positioning information received by the sensor 13 from a plurality of satellites. The communication unit 14 transmits the fuselage ID and the position information related to the position identified by the flight control unit 11. In addition, the number of sensors 13 is not limited to one, but can be plural.

[0075] The flight object 20 can be provided with a display unit 16 that indicates the flight state, the congestion state, the fuselage information, or the like during the flight to the passenger. The content displayed on the display unit 16 can be changed in accordance with the information on the flight object 20. For example, the content displayed on the display unit 16 can be changed in accordance with the information on whether the flight object 20 is a manned aircraft or an unmanned aircraft. Alternatively, the content displayed on the display unit 16 can be changed in accordance with the information on whether the flight object 20 is in automatic operation or manual operation. If the flight object 20 is an unmanned aircraft, the display unit 16 can be omitted. The battery 17 supplies power to each device constituting the flight object 20.

[0076] With the above components, the flight object 20 can fly while communicating with the air traffic control system 30.

[0077] Figure 6 is a block diagram of the air traffic control system 30 according to the second example embodiment. The air traffic control system 30 includes a communication unit 4, an identification unit 5, a generation unit 6, a storage unit 7, and an estimation unit 8. In the air traffic control system 30 according to the second example embodiment, components similar to those according to the first example embodiment are denoted by the same reference numerals, and detailed description thereof is omitted as appropriate.

[0078] The communication unit 4 performs wireless communication with the flying object 20 to acquire body information including a body ID and position information about the flying object 20. The body information can include performance information related to the performance of the flying object 20. The performance information includes data related to the weight, size, flyable time, turning ability, wind resistance, flight speed, and flight altitude of the flying object 20. The performance information can include data related to the remaining battery level and remaining fuel level during flight. The performance information can also include information indicating whether the flying object 20 is a manned aircraft or an unmanned aircraft. The body information can include information indicating whether the flying object 20 is an emergency body such as a police, fire, or ambulance.

[0079] The communication unit 4 performs wireless communication with the flying object 20 in accordance with a frequency, transmission power, and the like predetermined in advance with the flying object 20. For example, the communication unit 4 can perform processing in accordance with a communication standard defined by 3GPP such as 5G and 4G, or can perform processing in accordance with a communication standard such as Wi-Fi (registered trademark) and Bluetooth (registered trademark). The communication unit 4 transmits a radio signal to the flying object 20. The communication unit 4 receives a radio signal from the flying object 20. In this way, data and information can be transmitted and received between the flying object 20 and the air traffic control system 30.

[0080] The generation unit 6 generates a flight plan including a flight path and a flight schedule based on a predetermined takeoff time of the flying object 20 and movement information related to a destination acquired by the communication unit 4. The predetermined takeoff time can be a current time or a previously predetermined registered time. The predetermined takeoff time and the destination can be information directly input to the air traffic control system 30 by a user of the flying object 20 or a user of the air traffic control system 30. The destination can be a place name, a facility name, an address, coordinates (latitude and longitude), or the like. Alternatively, the destination can be an ID or the like of a takeoff and landing facility itself, and the movement information can include a transit port between a takeoff and landing site.

[0081] The flight path is a movement path from a takeoff site to a landing site corresponding to the destination. The flight path is information indicating a trajectory of a target position through which the flying object 20 passes. Furthermore, in the flight path, a predetermined flight time can be associated with each target position. The flight path may, for example, be a set of three-dimensional coordinates indicating a target position. Specifically, the flight path can be data in which three-dimensional coordinates are arranged along a time series. The flight path is generated by connecting the three-dimensional coordinates.

[0082] The generating unit 6 can generate the flight path based on the performance information. For example, the generating unit 6 generates the flight path so as to satisfy the performance indicated by the performance information. The performance information is the weight, size, flyable time, turning ability, wind resistance, flight speed, and flight altitude of the flying object 20. The performance information can include the current remaining battery level and the current remaining fuel level. For example, if the power is from an electric motor, the remaining battery level is included in the performance information, and if the power is from an internal combustion engine, the remaining level of fuel (e.g., gasoline) is included in the performance information. Alternatively, when a fuel cell is used as the battery 17, the remaining level of fuel such as hydrogen is included in the performance information. When an internal combustion engine and an electric motor are used together as the power, both the remaining battery level and the remaining fuel level can be included in the performance information.

[0083] For example, when the flyable duration is included as the performance information, the generating unit 6 generates the flight path so as not to exceed the flyable duration. Specifically, for the flying object 20 having a short flyable duration, the generating unit 6 reduces the flight distance and generates the flight path so as not to exceed the flyable duration. Obviously, the generating unit 6 can generate the flight path so as to satisfy the performance other than the flyable duration. The communication unit 4 transmits the generated flight plan to the flying object 20.

[0084] The storage unit 7 stores the body information acquired from the flying object 20 and the flight plan generated by the generating unit 6. The storage unit 7 also stores the body ID table indicating the change pattern of the body ID transmitted by the flying object 20.

[0085] Even if the body ID of the flying object 20 is changed, the recognizing unit 5 recognizes the flying object 20 associated with the acquired body ID based on the body ID table stored in the storage unit 7 in addition to the change between the position information acquired at different timings. The recognizing unit 5 can recognize the flying object 20 by referring to the flight plan in addition to the body ID and the position information. The recognizing unit 5 can improve the accuracy of recognizing the flying object 20 by comparing the position information on the flying object 20 with the flight plan of the flying object 20.

[0086] When the radio communication between the air traffic control system 30 and the flying object 20 is disconnected, the estimating unit 8 estimates the position of the flying object 20 in flight based on the position information on the flying object 20 at the time of the communication disconnection and the flight plan. For example, the estimating unit 8 calculates the speed and direction of the flying object 20 from the position information until the communication disconnection, and estimates the position of the flying object 20 using the flight path and the flight schedule of the flight plan after the communication disconnection.

[0087] When the communication is resumed, the recognition unit 5 recognizes the flying object 20 by comparing the fuselage ID of the flying object 20 located at the estimated position with the fuselage ID based on the fuselage ID table. In addition, the recognition unit 5 recognizes the flying object 20 by comparing the position of the flying object 20 when the communication is resumed with the estimated position of the flying object 20 when the communication is resumed.

[0088] Figure 7 is a flowchart showing the operation of the air traffic control system 30 according to the second example embodiment. Since Figure 7 S11 to S14 in Figure 3 S1 to S4 in Figure 3 are the same as those in

[0089] If the change between the position information at the time of acquisition of the first fuselage ID and the position information at the time of acquisition of the second fuselage ID is equal to or less than a threshold value (S14, Yes), the recognition unit 5 refers to the change pattern of the fuselage ID stored in the storage unit 7. When the change between the position information is equal to or less than the threshold value, it means that the amount of change between the position information is equal to or less than the threshold value. The recognition unit 5 determines whether the second fuselage ID is the same as the fuselage ID identified by the change pattern of the fuselage ID of the flying object 20 that has transmitted the first fuselage ID (S15).

[0090] If the second fuselage ID is different from the fuselage ID identified by the change pattern (S15, No), the recognition unit 5 recognizes the flying object 20 that is transmitting the second fuselage ID as a different flying object 20 from the flying object 20 that has transmitted the first fuselage ID (S18). When the second fuselage ID is the same as the fuselage ID identified by the change pattern (S15, Yes), the recognition unit 5 refers to the flight plan stored in the storage unit 7 and determines whether the position at the time of acquisition of the second fuselage ID is a position in the flight plan of the flying object 20 that has transmitted the first fuselage ID (S16). When the position at the time of acquisition of the second fuselage ID does not exist in the flight plan (S16, No), the recognition unit 5 recognizes the flying object as a different flying object 20 (S18). When the position at the time of acquisition of the second fuselage ID exists in the flight plan (S16, Yes), the recognition unit 5 determines that the flying object 20 that is transmitting the second fuselage ID and the flying object 20 that has transmitted the first fuselage ID are the same flying object 20 (S17). Although Figure 7The processing according to the order of steps S14, S15, and S16 is shown, but the order of steps S14, S15, and S16 can be changed. For example, the air traffic control system 30 can execute the processing of step S15 and then execute the processing of step S14 or S16, or can execute the processing of step S16 and then execute the processing of step S14 or S15.

[0091] Figure 8 is a flowchart showing the operation of the air traffic control system 30 when the communication with the flying object 20 is resumed. Since Figure 8 S21 to S22 in Figure 3 are the same as S1 to S2 in Figure 3 , the description thereof is omitted. As shown in , in order to distinguish the fuselage IDs, the initial fuselage ID is referred to as the first fuselage ID, and the changed fuselage ID is referred to as the second fuselage ID.

[0092] When the communication between the communication unit 4 and the flying object 20 is disconnected, the estimation unit 8 estimates the position of the flying object 20 in flight based on the position information about the flying object 20 at the time of disconnection of the communication and the flight plan stored in the storage unit 7 (S23). For example, when the communication unit 4 does not receive a radio signal from the flying object 20 for a predetermined period of time, or when a response signal to a radio signal transmitted by the communication unit 4 is not received, the estimation unit 8 can determine that the communication between the communication unit 4 and the flying object 20 has been disconnected. When the communication is resumed and the communication unit 4 acquires the first fuselage ID, the recognition unit 5 recognizes the flying object 20 using the first fuselage ID.

[0093] On the other hand, when the communication is resumed and the communication unit 4 acquires the second fuselage ID and the position information (S24), the recognition unit 5 compares the position of the flying object 20 estimated by the estimation unit 8 with the position information at the time of acquisition of the second fuselage ID. When the difference between the estimated position and the position at the time of acquisition of the second fuselage ID is greater than a threshold value (S25, No), the recognition unit 5 recognizes the flying object as a different flying object 20 (S28).

[0094] When the difference between the estimated position and the position when the second fuselage ID was acquired is equal to or less than a threshold (S25, Yes), the recognition unit 5 refers to the change pattern of the fuselage ID stored in the storage unit 7. The recognition unit 5 determines whether the second fuselage ID is the same as the fuselage ID recognized by the change pattern of the fuselage ID of the flying object 20 that has transmitted the first fuselage ID (S26). If the second fuselage ID is different from the fuselage ID recognized by the change pattern (S26, No), the recognition unit 5 recognizes the flying object 20 that is transmitting the second fuselage ID as a different flying object 20 from the flying object 20 that has transmitted the first fuselage ID (S28). When the second fuselage ID is the same as the fuselage ID recognized by the change pattern (S26, Yes), the recognition unit 5 determines that the flying object 20 that is transmitting the second fuselage ID and the flying object 20 that has transmitted the first fuselage ID are the same flying object 20 (S27). Although Figure 8 The order of steps S25 and S26 is shown to be executed in this order, but the order of steps S25 and S26 can be changed. For example, the air traffic control system 30 can execute the process of step S26 and then execute the process of step S25.

[0095] As described above, the air traffic control system 30 according to the second example embodiment can recognize the flying object 20 by using the change between the position information about the flying object 20, the change pattern of the fuselage ID, and the flight plan. Furthermore, even when the fuselage ID of the flying object 20 is changed while the communication with the flying object 20 is disconnected, the air traffic control system 30 can determine whether the second fuselage ID indicates the flying object 20 by using the comparison result between the position information about the flying object 20 and the estimated position when the communication is restored and the change pattern of the fuselage ID. Thus, the air traffic control system 30 can recognize the flying object 20 even when the flying object 20 changes the fuselage ID to improve the safety.

[0096] (Third Example Embodiment)

[0097] Reference Figure 9 A flying object recognition system 101 according to a third example embodiment is described. The flying object recognition system 101 according to the third example embodiment includes a flying object 2, an air traffic control system 31, and a communication terminal 40. The flying object 2 includes a communication unit 14 and a fuselage ID control unit 15. The air traffic control system 31 includes a communication unit 4, a recognition unit 5, and an estimation unit 8. The flying object recognition system 101 according to the third example embodiment recognizes the flying object 2 using the communication terminal 40. In the flying object recognition system 101 according to the third example embodiment, components similar to those according to the first example embodiment and the second example embodiment are denoted by the same reference numerals, and detailed descriptions thereof are omitted as appropriate.

[0098] The communication terminal 40 is, for example, a smartphone, and has a communication and photographing function. The communication terminal 40 can communicate with the air traffic control system 31. For example, the communication terminal 40 can communicate with the air traffic control system 31 via a mobile network or the Internet managed by a communication provider. The user of the communication terminal 40 can acquire information about the flying object 2 by transmitting a query message including an image including the flying object 2 and position information about the communication terminal 40 to the air traffic control system 31. For example, when the flying object 2 emits a noise or a suspicious flying object 2 is flying, the user of the communication terminal 40 can capture an image including the flying object 2 and query the air traffic control system 31.

[0099] Further, the communication terminal 40 can acquire the body ID by directly wirelessly communicating with the flying object 2. A communication method such as Bluetooth (registered trademark) can be used for the wireless communication. For example, the communication terminal 40 can request the body ID to the flying object 2, and when a response from the flying object 2 cannot be obtained, can determine the flying object 2 as a suspicious body, and report to the police that the suspicious body is flying and staying around the position of the communication terminal 40.

[0100] In addition to the body ID request, the communication terminal 40 can transmit a message to the flying object 2. The message can include, for example, a content of a flight emitting a noise or a query about a staying purpose. When the communication terminal 40 receives a response from the flying object 2, it can acquire, for example, a situation of a purpose of a stay of the flying object 2. On the other hand, when the communication terminal 40 cannot obtain a response from the flying object 2, it can determine the flying object 2 as a suspicious body, and report to the police that the suspicious body is flying and staying around the position of the communication terminal 40.

[0101] When the communication unit 14 of the flying object 2 receives a request signal for the body ID from, for example, the air traffic control system 31, the communication terminal 40, or another flying object 2, it transmits a response signal including the body ID in response to the request. Whether or not it is possible to respond to a request for the body ID can be set in advance depending on the request source. Further, the user of the flying object 2 can decide whether or not it is possible to respond to a request for the body ID and the content of the response.

[0102] The communication unit 4 of the air traffic control system 31 receives, from the communication terminal 40, the image of the flying object 2 and the position information about the communication terminal 40 captured by the communication terminal 40. The estimation unit 8 estimates the position of the flying object 2 using the background information included in the received image and the position information. The estimation unit 8 identifies the position of the communication terminal 40 at the time of capturing the image from the position information about the communication terminal 40. Further, the estimation unit 8 estimates the position of the flying object 2 in the vicinity of the position of the communication terminal 40 from the background information included in the received image. For example, the estimation unit 8 can estimate the positions of buildings, steel towers, mountains, rivers, seas, and the like as the background information using map information or the like. If the received background image includes a landmark whose position is obvious, the estimation unit 8 can estimate the position of the flying object 2 from the background image without using the position information about the communication terminal 40. The estimation unit 8 can also estimate the position of the flying object 2 by estimating the distance between the flying object 2 in the image and the background information. In addition, the estimation unit 8 can estimate the position of the flying object 2 using the imaging direction of the communication terminal 40 (i.e., the angle of the communication terminal 40 when the communication terminal 40 is held up toward the sky to capture the image of the flying object 2, and the like). It should be noted that the communication unit 4 can also request, from the communication terminal 40 existing in a predetermined area, an image of the sky above the predetermined area or position information about the communication terminal 40 that has captured the image via a mobile network managed by a communication provider.

[0103] The recognition unit 5 recognizes the flying object 2 using the estimated position of the flying object 2 estimated by the estimation unit 8. The recognition unit 5 recognizes the flying object 2 at the estimated position, for example, by comparing the position information about the controlled flying object 2 with the estimated position. Specifically, when the distance between the position of the controlled flying object 2 and the estimated position is shorter than a predetermined distance, the recognition unit 5 can recognize the flying object 2 at the estimated position as the controlled flying object 2.

[0104] The communication unit 4 transmits information about the recognized flying object 2 to the communication terminal 40. For example, the communication unit 4 transmits information such as the body ID, the body information, and the destination of the recognized flying object 2 to the communication terminal. Thus, the user of the communication terminal 40 can acquire information about the flying object 2. For example, the body ID of the flying object 2 can be associated in advance with information such as the body information and the destination.

[0105] The communication unit 4 can transmit a request signal requesting the body ID to the flying object 2 using a directional radio wave to the estimated position of the flying object 2 estimated by the estimation unit 8. When the communication unit 4 receives a response signal to the request signal, the recognition unit 5 can recognize the flying object 2 using the body ID included in the response signal. The recognition unit 5 can refer to the storage unit 7 storing information about the flying object 2 to recognize the flying object 2 corresponding to the body ID.

[0106] When the recognition unit 5 fails to recognize the body ID of the flying object 2, it determines that the flying object 2 at the estimated position is a suspicious flying object 2, and the communication unit 4 transmits a message or the like indicating that the recognition unit 5 recognized the flying object 2 as a suspicious flying object 2 to the communication terminal 40. At this time, the communication unit 4 can report to the police that the suspicious flying object 2 is flying and staying at the estimated position. The case where the communication unit 4 fails to recognize the body ID of the flying object 2 can be, for example, the case where the response signal does not contain the body ID or the case where the flying object is not associated with the body ID included in the response signal.

[0107] Figure 10 is a flowchart illustrating the operation of the air traffic control system 31 according to the third example embodiment. The operation of the air traffic control system 31 will be described below with reference to Figure 10 the flowchart.

[0108] First, the communication unit 4 receives from the communication terminal 40 the image including the flying object 2 and the position information about the communication terminal 40 captured by the communication terminal 40 (S31). The estimation unit 8 estimates the position of the flying object 2 using the background information included in the received image and the position information (S32). The communication unit 4 transmits a request signal requesting the body ID to the flying object 2 using the directional radio wave to the position of the flying object 2 estimated by the estimation unit 8 (S33). When the communication unit 4 receives the response signal to the request signal (S34, Yes), the recognition unit 5 recognizes the flying object 2 using the body ID included in the response signal (S35). The communication unit 4 transmits the information about the recognized flying object 2 to the communication terminal 40 (S36), on the other hand, when the communication unit 4 fails to receive the response signal to the request signal (S34, No), the recognition unit 5 determines that the flying object 2 at the estimated position is a suspicious flying object 2 (S37). The communication unit 4 transmits the determination result to the communication terminal 40 (S38). If the recognition unit 5 determines that there is no flying object associated with the body ID included in the response signal received in step S34, the recognition unit 5 can also determine that the flying object 2 at the estimated position is a suspicious flying object 2. If the body ID is not included in the response signal received in step S34, the recognition unit 5 can also determine that the flying object 2 at the estimated position is a suspicious flying object 2.

[0109] As described above, the control system 31 according to the third example embodiment can recognize the flying object 2 based on the image received from the communication terminal 40 and the position information of the communication terminal 40. Therefore, the air traffic control system 31 can provide the user of the communication terminal 40 with the information about the flying object 2 and the result of determining whether the flying object 2 is a suspicious flying object 2.

[0110] (Fourth Example Embodiment)

[0111] Figure 11 is a block diagram showing a configuration of the flying object identification system 102 according to the fourth example embodiment. The flying object identification system 102 according to the fourth example embodiment includes the flying object 2, the air traffic control system 32, and the communication terminal 40. The flying object 2 includes the communication unit 14 and the body ID control unit 15. The air traffic control system 32 includes the communication unit 4, the storage unit 7, and the selection unit 9. The flying object identification system 102 according to the fourth example embodiment is a system that discloses appropriate information to the communication terminal 40 according to a permission level of the communication terminal 40. In the flying object identification system 102 according to the fourth example embodiment, components similar to those according to the first example embodiment to the third example embodiment are denoted by the same reference numerals, and detailed descriptions thereof are appropriately omitted.

[0112] The communication terminal 40 can acquire the body ID by performing wireless communication with the flying object 2. A communication method such as Bluetooth (registered trademark) can be used for the wireless communication. The permission level is assigned in advance to the communication terminal 40. The communication terminal 40 can acquire information about the flying object 2 from the air traffic control system 32 by transmitting a query message including the body ID acquired from the flying object 2 and the permission level to the air traffic control system 32.

[0113] The storage unit 7 of the air traffic control system 32 according to the fourth example embodiment manages and stores the body ID of the flying object 2 and a plurality of pieces of information about the flying object 2 indicated by the body ID in association with each other. The storage unit 7 can manage a plurality of pieces of information about the flying object 2 associated with a plurality of permission levels. For example, as shown in Figure 12 the storage unit 7 stores a plurality of pieces of information about the flying object 2 according to the permission levels. The information of the permission level 3 corresponds to personal information about the user of the flying object 2, and the information of the permission level 2 corresponds to the flight path and the remaining amount of the battery 17. The information of the permission level 1 corresponds to information about the destination of the flying object 2. These are merely examples, and the administrator or the user of the flying object 2 can be able to set the permission levels corresponding to the information about the flying object 2.

[0114] When the communication unit 4 receives the query message including the body ID and the permission level assigned to the communication terminal 40 from the communication terminal 40, the selection unit 9 refers to the storage unit 7. The selection unit 9 selects information to be transmitted to the communication terminal 40 from a plurality of pieces of information about the flying object 2 associated with the body ID according to the permission level of the communication terminal 40. The communication unit 4 transmits the information about the flying object 2 selected by the selection unit 9 to the communication terminal 40.

[0115] The selection unit 9 can select the information on the flying object 2 associated with the level of authority assigned to the communication terminal 40 as follows. For example, for a query from the communication terminal 40 of the level of authority 3 held by the police, the selection unit 9 selects the information of the level of authority 3. Similarly, for a query from the communication terminal 40 of the level of authority 2 held by the traffic information center, the selection unit 9 selects the information of the level of authority 2. Further, for a query from the communication terminal 40 of the level of authority 1 held by the public, the selection unit 9 selects the information of the level of authority 1.

[0116] Alternatively, the selection unit 9 can select the information on the flying object 2 associated with the level of authority assigned to the communication terminal 40 and the levels of authority lower than the level of authority. Specifically, for a query from the communication terminal 40 of the level of authority 3 held by the police, the selection unit 9 selects the information of the levels of authority 1 to 3, and for a query from the communication terminal 40 of the level of authority 2 held by the traffic information center, the selection unit 9 selects the information of the levels of authority 1 and 2. For a query from the communication terminal 40 of the level of authority 1 held by the public, the selection unit 9 selects the information of the level of authority 1.

[0117] For a query for information of a level of authority higher than the level of authority assigned to the communication terminal 40, the selection unit 9 does not select the information on the flying object 2. In this case, the communication unit 4 can notify the communication terminal 40 that the information on the flying object 2 cannot be provided.

[0118] In this way, the selection unit 9 can select the information to be transmitted to the communication terminal 40 in accordance with the level of authority of the communication terminal 40.

[0119] Figure 13 is a flowchart illustrating the operation of the air traffic control system 32 according to the fourth example embodiment.

[0120] The communication unit 4 receives a query message including the fuselage ID and the level of authority assigned to the communication terminal 40 from the communication terminal 40 (S41). The selection unit 9 confirms the level of authority included in the query message of the communication terminal 40 (S42). The selection unit 9 refers to the storage unit 7 and selects the information on the flying object 2 corresponding to the level of authority of the communication terminal 40 (S43). The communication unit 4 transmits the information selected by the selection unit 9 to the communication terminal 40 (S44).

[0121] As described above, the air traffic control system 32 according to the fourth example embodiment provides the information on the flying object 2 in accordance with the level of authority of the communication terminal 40. This enables the air traffic control system 32 to suppress the leakage of the information on the flying object 2 and improve the safety. The air traffic control system 32 can appropriately provide the information on the flying object 2 according to the situation while improving the safety.

[0122] (Fifth Example Embodiment)

[0123] Figure 14 is a block diagram illustrating a configuration of the flying object identification system 103 according to the fifth example embodiment. The flying object identification system 103 according to the fifth example embodiment includes the flying object 21, the air traffic control system 33, and the communication terminal 40. The flying object 21 includes the communication unit 14, the storage unit 18, and the encryption unit 19. The air traffic control system 33 includes the communication unit 4, the storage unit 7, the selection unit 9, and the encryption unit 10. In the flying object identification system 103 according to the fifth example embodiment, components similar to those according to the first example embodiment to the fourth example embodiment are denoted by the same reference numerals, and detailed descriptions thereof are omitted as appropriate. The flying object 21 according to the fifth example embodiment can encrypt information held therein according to the authority level and transmit the encrypted information. In addition, like the flying object identification system 102 according to the fourth example embodiment, the flying object identification system 103 according to the fifth example embodiment is a system that discloses appropriate information to the communication terminal 40 according to the authority level of the communication terminal 40.

[0124] The storage unit 18 of the flying object 21 stores flying object information associated with the authority level, which is information about the flying object 21. For example, as illustrated in the above Figure 12 , the storage unit 18 stores a plurality of pieces of flying object information about the flying object 21 according to the authority level. For example, personal information about the user of the flying object 21 corresponds to information of the authority level 3, and information about the flight path and the remaining amount of the battery 17 corresponds to information of the authority level 2. Information about the destination of the flying object 21 corresponds to information of the authority level 1. These are merely examples, and the administrator or the user of the flying object 21 can set the authority level corresponding to the flying object information about the flying object 21. That is, the flying object 21 can set which piece of information of the plurality of pieces of information to be transmitted is to be disclosed to which authority level. Furthermore, the flying object 21 can set which piece of information is to be transmitted.

[0125] The encryption unit 19 encrypts the flying object information associated with the predetermined authority level. For example, when the predetermined authority level is 3, the encryption unit 19 encrypts the flying object information associated with the authority level 3. When the predetermined authority level is 1 to 3, the encryption unit 19 can encrypt all of the flying object information associated with the authority levels 1 to 3. The communication unit 14 transmits the encrypted flying object information. It should be noted that the flying object information is body information such as the flight path, personal information about the body owner and the body administrator, the payload, the body information, the transfer information, the body state such as the occurrence of a failure and the remaining level of energy, and the maintenance information.

[0126] The communication terminal 40 has a permission level according to a state of a user, and can decrypt encrypted drone information received from the drone 21. Examples of the user of the communication terminal 40 include a police officer, a ramp manager, and the public. For example, the police officer has the communication terminal 40 to which a permission level 3 is assigned, the ramp manager has the communication terminal 40 to which a permission level 2 is assigned, and the public has the communication terminal 40 to which a permission level 1 is assigned.

[0127] For example, when the encryption unit 19 encrypts drone information about the drone 21 associated with the permission level 3, and the communication unit 14 transmits the encrypted drone information, the communication terminal 40 of the permission level 3 held by the police officer can decrypt the encrypted drone information of the drone 21 of the permission level 3. In this case, the communication terminal 40 of the permission level 2 held by the ramp manager or the communication terminal 40 of the permission level 1 held by the public cannot decrypt the encrypted drone information of the permission level 3. Further, the communication terminal 40 of the permission level 3 can receive drone information associated with the permission level 1 or 2. The communication terminal 40 of the permission level 3 can also decrypt encrypted drone information of the permission level 1 or 2. That is, the communication terminal 40 can acquire drone information associated with the permission level of the corresponding drone and the permission level lower than the permission level of the corresponding drone.

[0128] As described above, the drone 21 according to the fifth example embodiment can encrypt information held therein according to the permission level, and transmit the encrypted information to the owner of the communication terminal 40 of the appropriate permission level, while improving security.

[0129] The air traffic control system 33 according to the fifth example embodiment can also disclose appropriate information to the communication terminal 40 according to the permission level of the communication terminal 40 in response to a query from the communication terminal 40. As Figure 14 As shown, the air traffic control system 33 according to the fifth example embodiment includes the encryption unit 10 in addition to the configuration of the air traffic control system 32 according to the fourth example embodiment.

[0130] The encryption unit 10 of the air traffic control system 33 encrypts information of the drone 21 associated with a predetermined permission level. For example, when the predetermined permission level is 3, the encryption unit 10 encrypts drone information about the drone 21 associated with the permission level 3. When the predetermined permission level is 1 to 3, the encryption unit 10 can encrypt all drone information associated with the permission levels 1 to 3. The communication unit 4 transmits the encrypted information about the drone 21. The communication terminal 40 of the permission level 3 can obtain information about the drone 21 of the permission level 3 by decrypting the encrypted information about the drone 21 of the permission level 3. The following describes the communication terminal 40 of the permission level 3. Figure 15The operation of the air traffic control system 33 is described.

[0131] Figure 15 is a flowchart illustrating the operation of the air traffic control system 33 according to the fifth example embodiment. First, the communication unit 4 receives a query message including the fuselage ID and the authority level assigned to the communication terminal 40 from the communication terminal 40 (S51). The selection unit 9 confirms the authority level included in the query message of the communication terminal 40 (S52). When the selection unit 9 confirms that the authority level of the communication terminal 40 is 3, the selection unit 9 refers to the storage unit 7, and selects information on the flying object 21 corresponding to the authority level 3 (S53). When the predetermined authority level is 3, the encryption unit 10 encrypts the information on the flying object 21 corresponding to the authority level 3 (S54). The communication unit 4 transmits the information on the flying object 21 corresponding to the authority level 3 selected by the selection unit 9 and encrypted by the encryption unit 10 to the communication terminal 40 (S55).

[0132] As described above, the air traffic control system 33 according to the fifth example embodiment can prevent interception by other communication terminals 40 by providing the encryption unit 10. Therefore, the air traffic control system 33 can further suppress leakage of the information on the flying object 21, and improve the security of the communication system between the communication terminal 40 and the air traffic control system 33. The air traffic control system 33 can appropriately provide the information on the flying object 21 while improving the security according to the situation.

[0133] In the fourth example embodiment or the fifth example embodiment, in an emergency, the flying object 2 and the flying object 21 can directly transmit emergency information including a failure and a landing site to the communication terminal 40 without using the air traffic control system 32 and the air traffic control system 33, respectively. The flying object 2 and the flying object 21 can also broadcast the emergency information to the communication terminal 40 present on the ground at the landing site and the landing path. The landing path is a flight path from the occurrence of an emergency such as a failure of the flying object 2 and the flying object 21 to the landing of the flying object 2 and the flying object 21 at the landing site. The flying object 2 and the flying object 21 can broadcast the emergency information to the communication terminal 40 on the ground via a mobile network managed by a communication provider without using the air traffic control system 32 and the air traffic control system 33, respectively. Therefore, even if the communication with the air traffic control system 32 and the air traffic control system 33 is disconnected in an emergency, the flying object 2 and the flying object 21 can immediately transmit the emergency information to the communication terminal 40, thereby reducing damage caused by the accident.

[0134] Figure 16This is a block diagram illustrating an example configuration of each control device in aircraft 2, aircraft 20, aircraft 21, air traffic control system 3, air traffic control system 30, air traffic control system 31, air traffic control system 32, air traffic control system 33, and communication terminal 40 according to each example embodiment. (Refer to...) Figure 16 Each of these control devices includes a network interface 201, a processor 202, and a memory 203. The network interface 201 can be used to communicate with network nodes (e.g., eNB, MME, P-GW). The network interface 201 may include, for example, a network interface card (NIC) compliant with the IEEE 802.3 family. Here, eNB stands for Evolved Node B, MME stands for Mobility Management Entity, and P-GW stands for Packet Data Network Gateway. IEEE stands for Institute of Electrical and Electronics Engineers.

[0135] Processor 202 reads and executes software (computer program) from memory 203 to perform the processing of the aircraft 2, aircraft 20, aircraft 21, air traffic control system 3, air traffic control system 30, air traffic control system 31, air traffic control system 32, air traffic control system 33, and communication terminal 40 described in the above example embodiments. Processor 202 may be, for example, a microprocessor, MPU, or CPU. Processor 202 may include more than one processor.

[0136] Memory 203 is composed of a combination of volatile and non-volatile memory. Memory 203 may include a storage device separate from processor 202. In this case, processor 202 can access memory 203 via an I / O (input / output) interface (not shown).

[0137] exist Figure 16 In the example, memory 203 is used to store software module groups. By reading from and executing these software module groups from memory 203, processor 202 can perform operations and processes related to the aircraft 2, aircraft 20, aircraft 21, air traffic control system 3, air traffic control system 30, air traffic control system 31, air traffic control system 32, air traffic control system 33, and communication terminal 40 described in the above example embodiments.

[0138] For reference Figure 16Each processor included in the control device of the flying object 2, the flying object 20, the flying object 21, the air traffic control system 3, the air traffic control system 30, the air traffic control system 3, the air traffic control system 31, the air traffic control system 32, the air traffic control system 33, and the communication terminal 40 in the above-described example embodiments executes one or more programs including instructions for causing a computer to perform the operations and processes described in the above-described example embodiments.

[0139] In the above-described example, any type of non-transitory computer-readable medium can be used to store and provide the program to the computer. The non-transitory computer-readable medium includes any type of tangible storage medium. Examples of the non-transitory computer-readable medium include a magnetic storage medium (e.g., a floppy diskette, a magnetic tape, a hard disk drive, etc.), an opto-magnetic storage medium (e.g., a magneto-optical disk), a CD-ROM, a CD-R, a CD-R / W, and a semiconductor memory (e.g., a mask ROM, a PROM (programmable ROM), an EPROM (erasable PROM), a flash ROM, a RAM, etc.). Any type of transitory computer-readable medium can be used to provide the program to the computer. Examples of the transitory computer-readable medium include an electrical signal, an optical signal, and an electromagnetic wave. The transitory computer-readable medium can provide the program to the computer via a wired communication line (e.g., an electrical wire and an optical fiber) or a wireless communication line.

[0140] The present disclosure has been described with reference to example embodiments, but the present disclosure is not limited to the above-described example embodiments. Various modifications to the configurations and details of the present disclosure that can be understood by those skilled in the art can be made within the scope of the present disclosure.

[0141] All or part of the example embodiments disclosed above can be described as, but are not limited to, the following supplementary notes.

[0142] (Supplementary Note 1)

[0143] A flying object includes:

[0144] A fuselage ID control unit configured to hold a fuselage ID of the flying object that is changed according to a predetermined change pattern; and

[0145] A communication unit configured to transmit the fuselage ID.

[0146] (Supplementary Note 2)

[0147] The flying object according to Supplementary Note 1, wherein:

[0148] The fuselage ID is a randomly generated ID or an ID that is changed according to at least one of a number of flights and a flight duration of the flying object.

[0149] (Supplementary Note 3)

[0150] The flying object according to supplementary note 1 or 2, wherein:

[0151] The fuselage ID control unit shares the change pattern of the fuselage ID with an air traffic control system that controls flight of the flying object.

[0152] (Supplementary note 4)

[0153] The flying object according to any one of supplementary notes 1 to 3, further comprising:

[0154] A flight control unit configured to identify a position of the flying object based on information acquired by the sensor, wherein

[0155] The communication unit transmits the fuselage ID and position information related to the position identified by the flight control unit.

[0156] (Supplementary note 5)

[0157] An air traffic control system comprising:

[0158] A communication unit configured to acquire a first fuselage ID and position information transmitted from a flying object; and

[0159] An identification unit configured to identify the flying object using the first fuselage ID, wherein

[0160] When the communication unit acquires a second fuselage ID different from the first fuselage ID after acquiring the first fuselage ID, the identification unit determines whether the second fuselage ID indicates the flying object based on a change between the position information at the time of acquiring the first fuselage ID and the position information at the time of acquiring the second fuselage ID.

[0161] (Supplementary note 6)

[0162] The air traffic control system according to supplementary note 5, further comprising:

[0163] A storage unit configured to store a change pattern of the fuselage ID transmitted by the flying object, and

[0164] The identification unit determines whether the second fuselage ID indicates the flying object based on a change between the position information acquired at different timings and the change pattern.

[0165] (Supplementary note 7)

[0166] The air traffic control system according to supplementary note 6, wherein,

[0167] The storage unit stores a flight plan of the flying object, and

[0168] The recognition unit determines whether the second fuselage ID indicates the flight object based on a change between the position information acquired at different timings, a change pattern, and a flight plan.

[0169] (Supplementary Note 8)

[0170] The air traffic control system according to Supplementary Note 7, wherein

[0171] The storage unit stores a flight plan of the flight object, the flight plan including a flight path generated based on performance information of the flight object.

[0172] (Supplementary Note 9)

[0173] The air traffic control system according to Supplementary Note 7 or 8, further comprising:

[0174] The estimation unit configured to estimate a position of the flight object in flight based on position information about the flight object at the time of disconnection of the communication and the flight plan when the communication is disconnected, wherein

[0175] The recognition unit determines whether the second fuselage ID indicates the flight object using a result of comparison between the position information about the flight object at the time of restoration of the communication and the estimated position and the change pattern when the communication is restored.

[0176] (Supplementary Note 10)

[0177] A method for recognizing a flight object, comprising:

[0178] acquiring a first fuselage ID and position information transmitted from the flight object; and

[0179] recognizing the flight object using the first fuselage ID, wherein

[0180] when a second fuselage ID different from the first fuselage ID is acquired after the first fuselage ID is acquired, determining whether the second fuselage ID indicates the flight object based on a change between the position information at the time of acquisition of the first fuselage ID and the position information at the time of acquisition of the second fuselage ID.

[0181] (Supplementary Note 11)

[0182] A non-transitory computer readable medium storing a program for causing a computer to execute the following processing:

[0183] acquiring a first fuselage ID and position information transmitted from the flight object; and

[0184] recognizing the flight object using the first fuselage ID, wherein

[0185] When a second fuselage ID different from the first fuselage ID is acquired after the first fuselage ID is acquired, it is determined whether the second fuselage ID indicates the flying object based on a change between the position information at the time of acquisition of the first fuselage ID and the position information at the time of acquisition of the second fuselage ID.

[0186] List of reference numerals

[0187] 1, 100, 101, 102, 103 flying object identification system

[0188] 2, 20, 21 flying object

[0189] 3, 30, 31, 32, 33 air traffic control system

[0190] 4 communication unit

[0191] 5 identification unit

[0192] 6 generation unit

[0193] 7 storage unit

[0194] 8 estimation unit

[0195] 9 selection unit

[0196] 10 encryption unit

[0197] 11 flight control unit

[0198] 12 drive mechanism

[0199] 13 sensor

[0200] 14 communication unit

[0201] 15 fuselage ID control unit

[0202] 16 display unit

[0203] 17 battery

[0204] 18 storage unit

[0205] 19 encryption unit

[0206] 40 communication terminal

[0207] 201 network interface

[0208] 202 processor

[0209] 203 memory

Claims

1. An air traffic control system, comprising: Communication components are used to acquire the first fuselage ID and location information transmitted from the aircraft. as well as Identification component, used to identify the flying object using the first fuselage ID, wherein When the communication component acquires a second fuselage ID that is different from the first fuselage ID after acquiring the first fuselage ID, the identification component determines whether the second fuselage ID indicates the aircraft based on the change between the position information when acquiring the first fuselage ID and the position information when acquiring the second fuselage ID.

2. The air traffic control system according to claim 1, further comprising: Storage components are used to store the change patterns of the fuselage ID transmitted by the aircraft, and The identification component determines whether the second fuselage ID indicates the flying object based on the changes in location information acquired at different times and the change pattern.

3. The air traffic control system according to claim 2, wherein, The storage component stores the flight plan of the aircraft, and The identification component determines whether the second fuselage ID indicates the aircraft based on changes in location information acquired at different times, the change pattern, and the flight plan.

4. The air traffic control system according to claim 3, wherein The storage component stores the flight plan of the aircraft, which includes a flight path generated based on the performance information of the aircraft.

5. The air traffic control system according to claim 3 or 4, further comprising: An estimation component is configured to: when communication with the aircraft is lost, estimate the position of the aircraft in flight based on position information about the aircraft at the time of communication loss and the flight plan, wherein When communication is restored, the identification component uses a comparison between the location information of the aircraft at the time of communication restoration and the estimated location, as well as the change pattern, to determine whether the second fuselage ID indicates the aircraft.

6. A non-transitory computer-readable medium storing a program for causing a computer to perform the following processes: Obtain the first fuselage ID and location information sent from the aircraft; and The first fuselage ID is used to identify the flying object, wherein When a second fuselage ID, which is different from the first fuselage ID, is obtained after the first fuselage ID is obtained, it is determined whether the second fuselage ID indicates the aircraft based on the change between the position information when the first fuselage ID was obtained and the position information when the second fuselage ID was obtained.

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