Systems and methods for aircraft management

Abstract

Systems and methods for managing the travel of an aircraft on an air road system are provided, having a plurality of roads for the aircraft to travel following a route created by a static route planning model; and a plurality of loop systems designated for entering and exiting the region of interest, the plurality of loop systems having an ascending loop and a descending loop wound with each other in a spiral shape without intersecting, and allowing rotational travel in a vertical direction; wherein the route is created from the arrival point and the destination point of the aircraft user, and wherein the route is designed to provide minimal disruption during travel without intersecting with other aircrafts on the air road system.

Description

Background Art Technical Field

[0001] The present invention relates generally to transportation systems, and more particularly to air-road transportation management systems and methods.

[0002] Prior art

[0003] With the continuous advancement of production technology, more and more vehicles are produced and put into use, and more and more cities have serious traffic problems due to capacity problems. Although many cities have developed public transportation to alleviate traffic problems, the effect is not satisfactory, and traffic congestion is still serious. As people's economic conditions improve, more vehicles will be needed, and then the pressure on traffic will increase further. Flying cars will be the key to solving this problem. The application of air transportation will greatly alleviate the current ground transportation problems and improve commuting efficiency to reduce driving time. When the use of flying cars is gradually applied, then accordingly, the implementation and management of the air highway system will also be indispensable.

[0004] Existing sky roads are designed for long-distance aircraft, and these roads have low capacity and are too far from the ground to be suitable for flying cars. Using sky roads for flying cars also requires route planning methods so that multiple aircraft can use the roads while avoiding flight conflicts. Re-planning capabilities are also required in the sky road system so that when an aircraft decides to change its route or destination, it can reroute in real time while ensuring that the new route does not affect or conflict with the routes of other aircraft.

[0005] Furthermore, a route planning system for flying cars has not yet been standardized or properly set up, and therefore, when flying cars are implemented for regular or public use, there will be many safety hazards if they fly freely.

[0006] Route planning is an inevitable problem in traditional air traffic control systems. Route planning methods determine the efficiency of the Air Traffic Control system. Dynamic planning methods eliminate the route planning process and allow each aircraft to plan its own route. The route of an aircraft is a straight line between the take-off location and the landing destination. But free flight also leads to several problems, including aircraft conflicts and lack of supervision.

[0007] Generally, in existing air traffic control systems, the implementation of dynamic programming is often difficult due to outdated facilities and communication technologies, as well as various deficiencies in the regulatory model. In the dynamic programming model, air traffic control cannot effectively manage all flying aircraft. First, since each aircraft can freely determine its flight path in this mode, the air traffic control system may not be able to receive the flight information of each aircraft in real time, making it difficult to intercept and monitor illegal flights. Secondly, the flight information of each aircraft cannot be transmitted to the air traffic control system in real time, which poses a great safety hazard to the real-time control of aircraft by the air traffic control system. Finally, in the dynamic programming model, each vehicle can freely generate a route to fly, which leads to route conflicts with other vehicles and conflicts with fixed route conflict elimination strategies.

[0008] In the static routing model, individual vehicles must plan their own routes. Therefore, efficient routing is the key to the static routing system. Route planning in the static routing model is a multi-vehicle, multi-constraint optimization problem. The data imported by the routing model includes the current flight request and flight report of each vehicle. The information in each flight request includes the flight altitude, take-off location, expected take-off time and landing location. This is a large-scale management system that has not yet been used for flying vehicle transportation networks.

[0009] These and other related problems have not been solved or implemented by existing systems.Therefore, there is a need for solutions to the above-mentioned problems.

[0010] The aspects or problems and associated solutions raised in this section may be or have been pursued; they are not necessarily approaches previously conceived or pursued. Therefore, unless otherwise stated, it should not be assumed that any of the approaches raised in this section are identified as prior art simply by virtue of their presence in this section of the application. Summary of the invention

[0011] This summary is provided to introduce a selection of concepts in a simplified form, which will be further described in the detailed description below. This summary is not intended to identify key aspects or essential aspects of the claimed subject matter. In addition, this summary is not intended to be used as an aid in determining the scope of the claimed subject matter.

[0012] Provided herein are systems and methods for managing static air highways for flying cars. Typically, static flight paths for flying cars are provided so that flying cars can travel in a given direction without intersecting with other flying cars and directly reach a desired destination. The air roads provided herein provide a management system for avoiding collisions and other hazards.

[0013] Over time, the air traffic control system has been unable to adapt to new social needs. The concept of urban air mobility, which was developed in the last century in response to the rapid growth of civil aviation passenger traffic, is considered to be the most likely future air traffic control system model because it provides the following features that are not available in the current centralized air traffic control system: 1) Each vehicle can freely choose its own takeoff and landing location; 2) Each vehicle can freely plan its route with the shortest flight time; 3) Aircraft in flight follow fixed routes to avoid intersections. In general, the air roads provided in this article can provide management systems for enabling these features while reducing collision risks and increasing safety.

[0014] This paper provides a static planning model, which is an extension of the concept of dynamic planning models. Such models can improve airspace safety and communication with each aircraft when implementing air route planning functions. Unlike basic dynamic planning, in the static planning model, the air traffic control system receives information from all aircraft to plan fixed routes, and then develops an overall flight plan, making multi-aircraft route planning the most important part of the system.

[0015] This paper provides a multi-aircraft collaborative route planning method based on static route setting planning. These methods can help solve the difficulties of multi-aircraft route planning. The method realizes multi-aircraft route planning while avoiding flight conflicts, and further provides a route re-planning function, that is, changing the route; when an aircraft decides to change its destination, it can re-plan its route in real time while ensuring that the new route does not affect the routes of other aircraft.

[0016] In some embodiments, an aerial road system is provided having roads for travel in at least four major directions (north, south, east, west), wherein each road allows travel in only a single direction. In some embodiments, a turning lane is provided to allow entry from one one-way road into a second one-way road for travel in a different direction. In some embodiments, the roads are divided into an upper level and a lower level, such that the upper level allows travel in one direction and the lower level allows travel in the opposite direction.

[0017] In some embodiments, the skyway system provides a loop system for entry and exit to large city centers, other densely populated areas, or other areas of interest. In some embodiments, the loop system includes at least two loops for traveling in a circular motion, wherein the two loops are intertwined with each other but do not intersect each other, such that travel along a first loop allows travel in a first ascending direction and travel along a second loop allows travel in a second descending direction. In some embodiments, travel in an ascending loop allows travel out of the city center and exiting the loop system to connect to other areas of the skyway system, and travel in a descending loop allows travel into the city center from portions of the skyway system.

[0018] In some embodiments, provided herein is a method for managing aircraft traveling on an air road system, comprising: designing the air road system, including a plurality of roads arranged in a grid, such that a first group of roads is arranged perpendicular to a second group of roads, and wherein each road includes an upper level that allows the aircraft to travel in a first direction and a lower level that allows travel in a second direction opposite to the first direction; providing a static route planning model for creating routes for individual aircraft, wherein the routes are created based on arrival points and destination points of aircraft users; determining routes for individual aircraft such that the routes are designed to provide minimal interruption during travel without intersecting with other aircraft on the air road system; designating an air road system for travel based on the routes created by the static route planning model; providing routes for aircraft traveling on the air road system; and monitoring the air road system to re-route or perform road closures in emergency or severe weather conditions; wherein a turntable connects the first group of roads to the second group of roads to allow travel between the first group of roads and the second group of roads; and wherein a turn lane connects the upper level and the lower level of each road to allow travel between the upper level and the lower level.

[0019] In some embodiments, provided herein is an aerial road system for use by an aircraft, comprising: a plurality of roads, the plurality of roads being designated for the aircraft to travel along a route created by a static route planning model, wherein the plurality of roads are arranged in a grid form so that a first group of roads are arranged perpendicular to a second group of roads, and wherein each road comprises an upper level that allows the aircraft to travel in a first direction and a lower level that allows travel in a second direction opposite to the first direction; and a plurality of loop line systems, the plurality of loop line systems being designated for entering and exiting an area of ​​interest, comprising an ascending loop line and a descending loop line, wherein the ascending loop line and the descending loop line are spirally wound around each other without intersecting and allow rotational travel in a vertical direction, and wherein the ascending loop line and the descending loop line are arranged in a grid form so that the aircraft can travel along a first direction and a lower level that allows travel in a second direction opposite to the first direction; and a plurality of loop line systems, the plurality of loop line systems being designated for entering and exiting an area of ​​interest, comprising an ascending loop line and a descending loop line, wherein the ascending loop line and the descending loop line are spirally wound around each other without intersecting and allow rotational travel in a vertical direction, and ... The descending loops each include entry and exit points at a ground level, at least one center level, and a top level, wherein the entry and exit points at the at least one center level and the top level allow access to multiple roads, and the entry and exit points at the ground level allow access to an area of ​​interest; wherein a turntable connects a first set of roads to a second set of roads to allow travel between the first set of roads and the second set of roads; and wherein a turning lane connects an upper level and a lower level of each road to allow travel between the upper level and the lower level; and wherein the route is created based on an arrival point and a destination point of an aircraft user, and wherein the route is designed to provide minimal interruption during travel without intersecting with other aircraft on the air road system.

[0020] In some embodiments, provided herein is a method for implementing takeoff and landing of an aircraft on an air road system, comprising: providing a static route planning model for creating a route for each aircraft, wherein the route is created based on an arrival point and a destination point of an aircraft user; determining a route for each aircraft, the route being designed to provide minimal interruption during travel without intersecting with other aircraft on the air road system; providing a route for an aircraft traveling on the air road system; providing a loop system, the loop system being designated for aircraft to enter and exit an area of ​​interest, the loop system comprising An ascending loop allowing travel in an upward direction and a descending loop allowing travel in a downward direction; wherein the ascending loop and the descending loop are arranged in a spirally intertwined manner without intersecting each other; the ascending loop and the descending loop each include entry points and exit points at a ground level, at least one center level and a top level, wherein the entry points and exit points of the at least one center level and the top level allow access to multiple roads, and the entry points and exit points of the ground level allow access to an area of ​​interest; allowing an aircraft to land on a ground level within the descending loop; and allowing an aircraft to take off on a ground level within the ascending loop.

[0021] The above aspects or examples and advantages and other aspects or examples and advantages will become apparent from the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] For purposes of illustration and not for purposes of limitation, aspects, embodiments or examples of the present invention are shown in the figures of the accompanying drawings, in which:

[0023] Figure 1 Depicted is a general schematic diagram of a skyway system connecting various portions of the United States according to one aspect.

[0024] Figure 2 Depicted is a schematic diagram of an interconnected air loop system 202 shown connecting Los Angeles, California, and surrounding nearby areas, according to one aspect.

[0025] Figure 3 Depicted is a side view of a portion of an aerial loop system 305 for use in a city 320 according to one aspect.

[0026] FIG. 4A to FIG. 4B Depicted are a top view and a side view, respectively, of a schematic diagram of loop line 405 according to one aspect.

[0027] Figure 5 A depicts a top view of an aircraft 518 entering the loop system 505 via road 504 at an entry point 525 to the loop system, according to one aspect.

[0028] Figure 5 B depicts a side perspective view of a schematic diagram of a square section 513 of an aerial roadway according to one aspect.

[0029] Figure 6 Depicted is a side view of a schematic diagram of a takeoff and landing area 616 according to one aspect.

[0030] Figure 7 Depicted is a top view of a schematic diagram of a landing area 716 for a skyway system that may be used in a residential area, according to one aspect.

[0031] Figure 8 Depicted is a top perspective view of a schematic diagram of a section of an aerial roadway system having at least two roads 815 according to one aspect.

[0032] Fig. 9 Depicted is a detailed, enlarged, side perspective view of a single roadway used in the skyway system disclosed herein, according to one aspect.

[0033] Fig.10 Depicted is a top perspective view of a schematic diagram of a transportation hub having at least three levels of an aerial roadway system according to one aspect. DETAILED DESCRIPTION

[0034] Below is a description of various aspects, embodiments and / or examples in which the present invention may be practiced. Reference will be made to the attached drawings, and the information included in the drawings is a part of this detailed description. The aspects, embodiments and / or examples described herein are presented for illustrative purposes, not for limiting purposes. It should be understood that structural and / or logical modifications may be made by a person of ordinary skill in the art without departing from the scope of the present invention. Therefore, the scope of the present invention is defined by the appended claims and their equivalents.

[0035] Figure 1 A general schematic diagram of an air highway system connecting various parts of the United States is depicted according to one aspect. In general, the airways ("roads," "roads," or "airways") of the air highway system can be used to travel over long and short distances, such as existing ground transportation roads, and these airways can be interconnected within the air highway system. Figure 1 As shown in the example in, the system can be arranged in a grid pattern layout. The routing dashed line 101 indicates that it represents an aerial 3D road. It should be understood that the aerial roads discussed herein are routes for use in the air, and therefore do not typically include structural elements, and it should be further understood that the schematic diagram provided in the figure shows a representation of the road to be used by the aircraft. Typically, the road is implemented at a fixed location by an aerial highway system. The representation of the road can be visible through a map, a mobile device, or any other suitable technology. Navigation on the aerial road system can therefore be assisted by such technology, GPS, etc.

[0036] Again, these roads are implemented for use by aircraft. The aircraft can be a vertical take-off and landing (VTOL) vehicle, a helicopter, a drone, etc. However, it should be understood that the air highway system provided herein can be used for any suitable vehicle, which is referred to herein as an "aircraft" or "flying car."

[0037] Provided herein is a method for using an aerial highway system with a static route. In a static route mode, the route is usually not changed after the initial design, and the flying car drives according to the route plan. The route can be reused, and each road has only one flying car at a time in the same section. Figure 5 Segments will be described in more detail herein. In some embodiments, an aerial highway system using a dynamic route model is provided.

[0038] Generally, the aerial highway system provided herein provides static highways in the sky connecting states, counties, and cities throughout the United States and other countries. Figures 2 to 4BThe loops (described in further detail herein) can be set up in cities and other densely populated areas or areas of interest to provide access to different levels and directions of travel of the highway system. These loops connect the main roads in the city, through which the flying car can reach the main road of the city, and then directly reach the destination through the branch road connected to the main road. The flying car can travel through roads without traffic lights and without intersecting with flying cars traveling in other directions, and can directly reach its destination without stopping during its route.

[0039] This article provides a method for planning an aerial road system including ring roads, highways, and urban roads. When all such roads are connected, a static aerial road system can be formed across the United States, such as Figure 1 The example shown. Flying cars can choose different roads according to their destinations, and depending on the demand, city size and available air flight area, the road can be divided into one-way five lanes, one-way ten lanes, one-way twenty lanes, etc. Accordingly, the air road system management method provided in this article can be used to divide the road according to the traffic demand and air capacity of the city to be planned. In addition, the number of lanes of each road can be determined according to the traffic demand and air capacity of the urban area.

[0040] Provided herein is an aerial highway system using a static route planning model, wherein the planned route is connected by a loop line to ensure the smooth operation of the aircraft on the road. When the static road is planned, the road will not change, but it should be understood that the road can be changed in special circumstances, such as but not limited to increased demand, urban expansion, etc. Usually, by using a static route planning model, the aircraft can be strictly ordered according to the road planning provided to each vehicle, rather than freely flying at will according to their own route planning method. In some embodiments, the static route planning model route creation is performed by a computer system, for example, a computer system programmed to perform functions disclosed herein, such as but not limited to, re-planning routes or performing road closures in the case of emergency or severe weather. Such systems may be referred to as the management system of the aerial road system provided herein. In some embodiments, a management system for monitoring aerial roads can create routes and make adjustments to the routes created by the static route planning model, and perform road closures in the case of emergency or severe weather.

[0041] Typically, the routes created by the static route planning model are designed to minimize interruptions to travel and minimize delays, and will not intersect with other aircraft on the air road system. The purpose of creating a route is to provide a flight plan with a minimum flight distance, a minimum flight time, and no intersection with other aircraft for each aircraft on the air road system. Considerations when creating a route may include, but are not limited to, road occupancy, traffic congestion, weather, and the like. The route is created before the aircraft takes off, and the shortest and least occupied lanes are assigned to the aircraft. These allocations can be performed, for example, in a "first come, first served" method. If the route determined to be the best route for a single aircraft has a congestion or unexpected condition (such as, for example, an accident or bad weather) that limits the use of the selected road, the second best route will be assigned to the vehicle. Other considerations may be the need to refuel or charge the aircraft when long-distance travel such as off-road travel is required. Typically, when an accident, bad weather, or any other situation requires rerouting an aircraft, the most efficient and optimal route will be planned and reallocated to the vehicle for the vehicle. Again as discussed above, this replanning and allocation of routes can be performed by a navigation system, a computer program, and the like.

[0042] Reference again Figure 1 , the aerial highway system provided herein can form a grid pattern. Within the grid, loops and roads can be distributed throughout the United States to ensure that each state, county, and city are connected, and each connected area can be reached on demand. In the event of severe weather or any other emergency, the aerial highway in the affected area may be closed and the air traffic management department may issue a notice to the affected people. When the area is affected by severe weather such as tsunamis, hurricanes, etc., the aerial highway in the adjacent area may be closed, and a notice will be issued to close the area to avoid unnecessary damage.

[0043] Flying in the air is always inevitably affected by the weather. Once there is bad weather, the flight of flying cars will definitely be affected. Air traffic management agencies should always pay attention to weather conditions. If there are strong winds, heavy rains and other weather that affect flying cars, they can take timely actions to close the entrances and exits of roads according to the affected routes to avoid accidents. In the case of extremely bad weather, roads in the entire area can be closed and measures can be taken to ensure that all flying cars passing through the area take a detour. When there is large-scale bad weather that affects a large area, all air road facilities in the affected area should be stopped, and flying cars should be prohibited from using air roads to avoid danger. Generally, air traffic management agencies can monitor weather conditions and publish road conditions regularly every day to inform users whether their routes within the air highway system provided in this article are affected.

[0044] Figure 2A schematic diagram of an interconnected sky-loop system 202 is depicted, according to one aspect, and is shown connecting Los Angeles, California, and surrounding nearby areas. Figure 1 When the grid map depicted in is zoomed in to a specific part of a county or city, it can consist of loops and roads of varying sizes, such as Figure 2 Typically, cities and neighboring areas may utilize such air loop systems. Each area may utilize an air loop system 202 that includes several loops 205 ("air loops," "air loops," or "loops"), where each loop 205 serves a major urban area and connects it to other areas. For example, San Bernardino may utilize a loop system 205 that enables aircraft to travel to a loop system 205a utilized by the city of Riverside.

[0045] The loop system can be provided within the system according to the county and city, and in the case of densely populated cities and areas with little traffic demand, the loop 205 can be shared by multiple cities. Alternatively, multiple loop systems can be provided according to higher demand. The size of the loop system varies depending on the size of the county and city. Not all counties or cities have direct roads between them, and many times it may be necessary to pass through other counties or cities by utilizing ring roads (discussed in further detail below). Larger counties or cities can have larger loop systems, thereby connecting more other counties or cities, while smaller counties or cities will have smaller loop layouts, and for route planning efficiency, the ability to connect only to loops in nearby counties or cities that directly border them can be provided. This can help avoid road intersections for higher route planning efficiency.

[0046] Typically, when a ring line system is utilized, two main types of aerial roads are provided: interconnected ring lines 210, and ring lines within ring lines 215. Interconnected ring lines 210 can be provided to connect ring lines to other ring lines or roads. These can allow access to other parts of the aerial road system from any given location. Ring lines within ring lines 215 allow driving within the city center via various levels provided within the city. It should be understood that these ring lines within ring lines 215 can also be used for any suitable area of ​​interest that may or may not be a city. For example, the same system and method for layered ring lines within ring lines (which are discussed in further detail herein) can be used for rural or non-densely populated areas or any other area served by the aerial road system as needed.

[0047] In the case of flying cars that require runway taxiing for takeoff and landing, they can also follow the road into and out of the inner loop 215 and can utilize the interconnecting loop 210 before or after taxiing for takeoff and landing if necessary. This can include utilizing a portion of the road that can intersect and connect to the ground.

[0048] In general, by using an aerial loop, an aircraft can use various entry and exit points at different altitudes or levels as needed. Through the aerial loop 205, the aircraft can adjust its flight altitude so that it can enter a road at another altitude that is intended to travel in a different direction from the direction the aircraft was originally traveling. For example, the aircraft can also enter the loop from an aerial road and land through the loop to enter a city road. These methods are discussed in further detail herein.

[0049] Figure 3 A side view of a schematic diagram of a portion of an aerial loop system 305 ("aerial loop system," "aerial loop") for use in a city 320 is depicted according to one aspect. Each of the loop systems 305 (e.g., Figure 2 As shown, each city-centered loop 205, 205a serves a designated area) may include an ascending loop and a descending loop. For visual clarity, Figure 3 Only the ascending loop is depicted, showing multiple entry and exit points at different altitudes to allow aircraft 318 to connect to other sections of the skyway system. Within the ascending loop, the aircraft can take off and land via a portion of the loop system 305 that intersects and connects to the ground 319, and can use boosters for takeoff and landing if necessary. As shown at various exit points 317, the aircraft can enter or exit the loop system 305 during takeoff climb and landing.

[0050] After entering the loop system 305, the aircraft can use various exits 317 to enter other roads of the air road system according to their needs. Due to the size of large cities and the capacity and flow of flying cars, the loops in large cities will take up more space, and the central area of ​​the loop system 305 will not be affected by the takeoff and landing of flying cars. These loop systems can be set up at urban facilities such as squares, commercial centers, etc. as needed.

[0051] Again, a single loop system 305 for a city center or other area of ​​interest 320 may include multiple exit points as indicated by arrows 317. These exit points may be set at different altitudes and connect to other airways in different directions. Aircraft 318 may enter these loop systems from entry points or may exit the loop at different exit points in different directions depending on their destination.

[0052] As discussed above, each city-centric loop system 305 can be provided with an entry loop (also referred to as a descending loop) and an exit loop (also referred to as an ascending loop). This can provide travel in different directions, and each ascending loop and descending loop can be unidirectional. For example, in some embodiments, the entry loop allows clockwise rotation in the direction of the highway entering the city, while the exit loop allows counterclockwise rotation in the direction of leaving the city to enter the highway. In some embodiments, the entry loop allows counterclockwise rotation, while the exit loop allows clockwise rotation.

[0053] In some embodiments, each ascending loop and descending loop includes an exit or entrance at a semicircular portion of the loop system that connects to the remaining section of the aerial road system and provides access to other highways. The ascending loop and descending loop can be set at different elevations and heights (also referred to as levels) depending on the size of the city or county to accommodate the needs of different cities for roads. In some embodiments, the level of the loop can be adjusted, rather than fixed, to accommodate demand or other reasons.

[0054] FIG. 4A to FIG. 4B A top view and a side view of a schematic diagram of an aerial loop system 405 according to one aspect are depicted, respectively. As discussed above, each loop system 405 can include an ascending loop (also referred to as a first loop 422a) and a descending loop (also referred to as a second loop 422b). The loops within the loop system 405 are disjoint, and each loop can allow an aircraft to enter another loop via an intersection at a different level. Each loop can allow travel in only a single direction, starting at a ground level 419. From the ground level 419, the two loops can be adjacent and as shown. Figure 4B As shown, they are wound around each other until the uppermost level ("uppermost level", "top level") of loop line system 421. At top level 421, an aircraft traveling on the loop line can then connect to other parts of the airway system.

[0055] Typically, the loop system 405 may be provided with four layers or levels. These may be a top level 421, two intermediate levels 423, and a lower level 424 that may be above the ground level 419. It should be understood that the loop system 405 may be designed to be higher or longer to accommodate more levels to connect to more sections of the aerial road system, depending on demand or any other reason. In some embodiments, the loop system has four levels, wherein each of the four levels is connected to four major city roads in a major direction.

[0056] Figure 5A depicts a top view of aircraft 518 entering loop system 505 via road 504 at loop system entry point 525, according to one aspect. Aircraft 518 may then continue to follow the loop in the direction indicated by arrow 511.

[0057] Figure 5 B depicts a side perspective view of a schematic diagram of a square section 513 of an air road according to one aspect. The road can be composed of a plurality of such individual squares 513, each of which has a lane. As an example, each square 513 can include three lanes 512a, 512b, 512c. As an example, each square can be approximately 165 feet by 165 feet by 165 feet to provide sufficient space for an aircraft traveling on the air road to safely drive and maintain a safe distance from flying cars traveling in other adjacent lanes.

[0058] As described above as an example, road square 513 may include three lanes. Two lanes 512a, 512c may be designated for traveling in a first direction indicated by arrow 514, and center lane 512b may be designated as a barrier lane between lanes 512a and 512c, acting as a buffer for aircraft. In some embodiments, for example, barrier lane 512b may be utilized by aircraft that need to change or merge into other lanes.

[0059] In some embodiments, a section of the road may be provided with more than three lanes. In such embodiments, additional barrier lanes may be provided between lanes designated for travel by aircraft. In some embodiments, an emergency lane (not shown) may be provided below each lane, which may be used to quickly pass or avoid accidents in the event of an unexpected emergency.

[0060] Figure 6 A schematic diagram of a take-off and landing area 616 is depicted according to one aspect. In some embodiments, a take-off and landing area ("take-off and landing area", "landing area" or "take-off area") 616 is used by various aircraft 618. In some embodiments, such landing areas can be used by aircraft capable of vertical take-off and landing ("VTOL" or "VTOL aircraft"). In some embodiments, a personal residence 628 is provided with a landing area 616. It should be understood that the take-off and landing area 616 provided herein can be used in any suitable location, such as a personal residence, a shared residence, a public space, and the like.

[0061] In some embodiments, a landing platform 626 is provided, wherein the aircraft 618 can take off from, land on, and park on the landing platform 626. A vertical column 627 is provided for each landing area, within which the aircraft 618 can move vertically up and down. The vertical column 627 can be connected to the road via passages 629a, 629b, which can provide, for example, access to the inner ring road of the loop. In some embodiments, each vertical column 627 is provided with access to the inner ring road of the loop that travels in the four main directions of north, south, east, and west.

[0062] Aircraft 618 can take off vertically from landing platform 626 and travel in the direction indicated by arrow 630 within passage 629a, which will then allow access to, for example, the inner loop of the loop traveling westward. Alternatively, aircraft 618 can take off vertically and travel in the direction indicated by arrow 631 within passage 629b, which will then allow access to, for example, the inner loop of the loop traveling southward. Typically, passage 629a can also allow travel in the opposite direction to arrow 630 to travel eastward, and passage 629b can also allow travel in the opposite direction to arrow 631 to travel northward. Aircraft 618 can also use vertical column 627 to travel downward and return to residence 628.

[0063] Figure 7 A top view of a schematic diagram of a landing area 716 for an aerial highway system according to one aspect is depicted, which can be used in a residential area. It should be understood that the landing area 716 disclosed herein can also be used in any suitable non-residential area, such as a public space.

[0064] like Figure 7 As shown in the schematic diagram of , a space with multiple residences (not shown) can provide a landing area 716 for each residence. Each landing area 716 can be provided with a passage 729 to allow an aircraft 718 to travel from the landing area to the air road. In some embodiments, a single landing area 716 is connected to two passages 729 due to being adjacent to two air roads, as shown in landing area 716a. As shown in the figure, the air road that can be entered by the passage 729 can be a loop inner ring road 715, which can be used to travel in the main direction. For example, the direction indicated by arrow A can be north, and the direction indicated by arrow B can be east. The loop inner ring road 715 can also allow travel in the opposite direction to arrows A and B to travel west and south.

[0065] Generally, the disclosed and Figure 7The layout of the landing area 716 depicted in FIG. 7 is arranged so that the access of each aircraft 718 from their landing area 716 and the access to the inner loop 715 do not intersect each other, and can accommodate multiple aircraft taking off or landing at the same time.

[0066] The flight path determined using the static route planning model presented in this paper can be adjusted based on local vehicle traffic to ensure that the number of cars taking off at the same time does not exceed the capacity of the flight path. If the aircraft traffic in the area increases or decreases rapidly, the flight path can be adjusted to accommodate the amount of traffic by adding or removing lanes.

[0067] Figure 8 A top perspective view of a schematic diagram of a segment of an aerial road system having at least two roads 815 according to one aspect is depicted. In some embodiments, the aerial road system includes multiple levels, such that each level accommodates travel in one direction. In some embodiments, each road includes a level (in reference to Fig. 9 The system is a plurality of levels (discussed in more detail later), wherein each level is approximately 165 feet high and approximately 165 feet wide, and is divided into four directions: east, west, north, and south. Flying cars traveling in each direction do not intersect with each other, ensuring a smooth flow of vehicles traveling in each direction without worrying about converging cars or vehicles traveling in other directions. Lanes can be changed via a turning lane 831 ("turn lane" or "turn lane") to achieve the purpose of switching lanes and changing directions. The process of turning does not require intersection with other flying cars, and changes to other directions can be made quickly and safely.

[0068] The roads set in the sky highway system are divided into four directions: south, east, north and west, and the arrangement order is that the eastbound lane, northbound lane, westbound lane and southbound lane are staggered. Each lane can only provide a single driving direction and cannot be reversed or driven in any other direction. Two staggered adjacent lanes are connected by a turning lane 831, so that the two roads 815 are linked as shown in the figure for the purpose of changing the driving direction. The outermost lane of the flight path is set as a turning lane, through which the flying car will merge into other lanes after turning, so that the smooth flow of the turning lane will not affect the use of other flying cars that need to turn.

[0069] Usually, if Figure 8 Each of the depicted roads 815 may include multiple levels. Fig. 9 This hierarchy is shown in further detail in , and for visual clarity in Figure 8, each road is depicted as a single schematic rectangle. However, it should be understood that each road 815 can be further divided into levels to allow travel in at least a first direction and a second direction opposite to the first direction, wherein each level is designated for one-way travel.

[0070] Fig. 9 Depicted is a detailed, enlarged, side perspective view of a single roadway used in the skyway system disclosed herein, according to one aspect. Fig. 9 An example of an interconnected ring 910 is shown; however, it should be understood that the paths within the ring (such as in reference to at least Figure 2 The road discussed at the time) can be set up with a similar structure.

[0071] In some embodiments, each road 915 is divided into an upper level 915a that allows travel in the direction indicated by arrow A, and a lower level 915b that allows travel in the direction indicated by arrow B, such that the upper level and the lower level are each designated for one-way traffic. The levels accommodate travel in opposite directions and do not intersect. In some embodiments, the upper level and the lower level of each road are each approximately 165 feet high and approximately 165 feet wide. In some embodiments, as Fig. 9 As shown, the interconnected roundabouts are provided with an upper level, a lower level and a turning lane. In some embodiments, the inner roundabout of the ring line is provided with an upper level, a lower level and a turning lane, such as Fig. 9 shown.

[0072] Turning lane 931 is designed to branch out from the original road to connect to the opposite direction lane, such as branching out from the lower level 915b to connect to the upper level 915a. The aircraft that needs to turn can turn via the circular arc turning lane 931 without stopping, and does not affect the travel of other aircraft. Usually, in order to merge from road 915a to road 915b, the aircraft can merge to the outermost turning lane 931 in advance, enter the turning lane through the exit, and then merge to another road 915b to travel in the direction indicated by arrow B. In order to ensure the smooth flow of the turning lane 931, the turning flying car should merge to the middle lane as early as possible to continue driving, rather than staying in the turning lane. Four different directions are designed to be stacked on top of each other depending on the direction, and can travel in different directions by connecting the four lanes through the turning lane.

[0073] Fig.10A top perspective view of a schematic diagram of a traffic hub of an aerial road system according to one aspect is depicted. Particularly busy areas of the aerial road system may be provided with U-turns and roundabouts. Such a traffic hub may require a relatively large amount of space and may therefore be placed in the center of a large city or between roads connected in multiple directions. The hub connects four lanes 1015a, 1015b, 1015c, 1015d, which are guided in the main directions of east (A), south (B), west (C) and north (D). The traffic hub is designed to avoid multiple consecutive road changes to reduce the incidence of accidents. Since the flying car needs to cross the road to make multiple changes in driving direction after merging, if it is necessary to significantly adjust its driving direction, it can be achieved by entering the nearest loop to adjust the direction.

[0074] Generally, the aerial road system provided herein may include roundabouts 1032 and turn lanes 1031 throughout the system, including at transportation hubs such as Fig.10 In some embodiments, the turntable 1032 allows travel between a first road 1015a and a second road 1015c, where the roads are perpendicular to each other and as described above with reference to Fig. 9 As described, the turn lane 1031 allows travel between the upper level 1015c and the lower level 1015d of a single road.

[0075] Traffic hubs can be utilized by cities or other areas of high traffic volume that require frequent direction changes, or areas with complex road conditions that require more road space. In areas where traffic demand is not high and road conditions are not complex, turntables 1032 and turning lanes 1031 can be spaced farther apart than in areas where traffic demand is higher. In certain embodiments, turn lanes 1031 or turntables 1032 are provided at approximately every 5 miles. In certain embodiments, turn lanes or turntables are provided at longer intervals. These two roads are alternatively arranged to avoid accidents, and also avoid, for example, accidentally entering incorrect lanes or roads. Typically, the turntables and turning lanes provided in the aerial highway system can help reduce the risk of wrong turns (which can confuse some drivers) that may occur at traditional road intersections.

[0076] It should be understood that for the clarity of the drawings and the specification, some or all details about some structural components or steps known in the art will not be shown or described if they are not necessary for those skilled in the art to understand the present invention.

[0077] As used herein and throughout this disclosure, the term "mobile device" refers to any electronic device capable of communicating across a mobile network. A mobile device may have a processor, memory, a transceiver, inputs, and outputs. Examples of such devices include cellular phones, personal digital assistants (PDAs), portable computers, and the like. Memory stores applications, software, or logic. Examples of processors are computer processors (processing units), microprocessors, digital signal processors, controllers, and microcontrollers, and the like. Examples of device memories that may include logic include RAM (random access memory), flash memory, ROMS (read-only memories), EPROMS (erasable programmable read-only memories), and EEPROMS (electrically erasable programmable read-only memories). Transceivers include, but are not limited to, cellular, GPRS, Bluetooth, and Wi-Fi transceivers.

[0078] As used herein and throughout this disclosure, "logic" refers to any information in the form of instruction signals and / or data that can be applied to direct the operation of a processor. Logic can be formed by signals stored in a device memory. Software is an example of such logic. Logic can also be composed of digital and / or analog hardware circuits, for example, hardware circuits including logical AND, OR, XOR, NAND, NOR, and other logical operations. Logic can be formed by a combination of software and hardware. On a network, logic can be programmed on a server or server complex. A specific logic unit is not limited to a single logical location on the network.

[0079] Mobile devices communicate with each other and with other elements via a network (e.g., a cellular network). "Networks" can include broadband wide area networks, local area networks, and personal area networks. Communication across networks can be packet-based, or use radio and frequency / amplitude modulation using appropriate analog-digital-analog converters and other elements. Examples of radio networks include GSM, CDMA, Wi-Fi, and BLUETOOTH.RTM. networks, where communication is implemented by transceivers. Networks typically include multiple elements, such as servers, which carry logic for performing tasks on the network. Servers can be placed at several logical points on the network. The server can also communicate with a database and can enable communication devices to access the contents of the database. For example, an authentication server carries or is communicating with a database with authentication information for users of a mobile network. "User accounts" can include several attributes for a specific user, including a unique identifier of a mobile device owned by the user, a relationship with other users, call data records, bank account information, etc. A billing server can host a user's user account to add or delete values ​​to the user account based on the user's use of the service. One of these services includes mobile payment. In an exemplary mobile payment system, a user account hosted at a billing server is debited or credited based on transactions performed by the user using his mobile device as a payment method.

[0080] For the following description, it can be assumed that most correspondingly labeled elements (e.g., 405 and 505, etc.) across the drawings possess the same characteristics and are subject to the same structure and function. If there are differences between correspondingly labeled elements that are not indicated, and such differences result in non-corresponding structure or function of the elements for a particular embodiment, example, or aspect, then the conflicting description given for that particular embodiment, example, or aspect will control.

[0081] It may be advantageous to set forth the definitions of certain words and phrases used in this patent document. The term "coupled" and its derivatives refer to any direct or indirect communication between two or more elements, whether or not the elements are in physical contact with each other. The term "or" is inclusive, meaning and / or. The phrases "associated with" and "associated with" and their derivatives may mean include, be included therein, be interconnected therewith, contain, be contained therein, be connected to or connected therewith, be coupled to or coupled therewith, communicate with it, cooperate with it, interweave, juxtapose, be close to, be bound to or bound therewith, have, have the attributes thereof, or the like.

[0082] Additionally, as used in this application, "plurality" means two or more. A "set" of items may include one or more such items. Whether in the written description or in the claims, the terms "comprises," "including," "carrying," "having," "containing," "involving," and the like are to be understood as open ended, i.e., meaning including but not limited to. For purposes of the claims, only the transitional phrases "consisting of" and "consisting essentially of" are closed or semi-closed transitional phrases, respectively.

[0083] If present, the use of ordinal terms such as "first," "second," "third," etc. in a claim to modify a claim element does not itself imply any priority, precedence, or order of one claim element relative to another claim element, nor does it imply a temporal order in which method acts are performed. These terms are merely used as labels to distinguish one claim element having a certain name from another element having the same name (but for the purpose of using ordinal terms) to distinguish claim elements. As used in this application, "and / or" means that the listed items are alternatives, but the alternatives also include any combination of the listed items.

[0084] Throughout this description, the aspects, embodiments, or examples shown should be considered exemplary rather than limiting on the disclosed or claimed apparatus or program. Although some of the examples may involve specific combinations of method actions or system elements, it should be understood that those actions and those elements may be combined in other ways to achieve the same goal.

[0085] Actions, elements and features discussed only in conjunction with one aspect, embodiment or example are not intended to be excluded from similar actions in other aspects, embodiments or examples.

[0086] Aspects, embodiments or examples of the present invention may be described as processes, which are typically described using flow charts, flow block diagrams, structure diagrams or block diagrams. Although flow charts may depict operations as sequential processes, many of the operations may be performed in parallel or concurrently. In addition, the order of the operations may be rearranged. Regarding flow charts, it should be understood that additional steps and fewer steps may be taken, and the steps shown may be combined or further refined to implement the described methods.

[0087] If a means-plus-function limitation is recited in a claim, the means is not intended to be limited to the means disclosed herein for performing the recited function, but is intended to cover any equivalent means now known or later developed within the scope for performing the recited function.

[0088] Only when a claim recites the term "means" in conjunction with the recited function should the claim limitation be interpreted as a means-plus-function limitation.

[0089] If anything present, claims directed to methods and / or processes should not be limited to performing their steps in the order written, and one skilled in the art can readily understand that the order can be changed and still remain within the spirit and scope of the present invention.

[0090] Although aspects, embodiments and / or examples have been illustrated and described herein, it will be easy for those of ordinary skill in the art to detect the replacement of the same and / or equivalent variations, which may be able to achieve the same results, and which may replace the aspects, embodiments and / or examples illustrated and described herein without departing from the scope of the present invention. Therefore, the scope of the present application is intended to cover such alternative aspects, embodiments and / or examples. Therefore, the scope of the present invention is limited by the accompanying claims and their equivalents. In addition, each and every claim is incorporated into the specification as further disclosure.

Claims

1. A method for managing the travel of an aircraft on an air road system, comprising: Designing the aerial road system to include a plurality of roads arranged in a grid such that a first set of roads is arranged perpendicular to a second set of roads, and wherein each road includes an upper level that allows the aircraft to travel in a first direction and a lower level that allows travel in a second direction opposite to the first direction; Providing a static route planning model for creating routes for each aircraft, wherein the routes are created based on arrival points and destination points of aircraft users; determining a route for each of the aircraft such that the route is designed to provide minimal disruption during travel without intersecting other aircraft on the airborne roadway system; designating the aerial road system for use in driving according to the route created by the static route planning model; providing the route for the aircraft traveling on the aerial roadway system; and monitoring the aerial roadway system to reroute the route or enforce road closures in emergency or severe weather conditions; wherein a turntable connects the first set of roads to the second set of roads to allow travel between the first set of roads and the second set of roads; and Among them, the turning lane connects the upper level and the lower level of each road to allow traveling between the upper level and the lower level.

2. The method according to claim 1 further comprises providing a plurality of loop systems, each loop system being designated for entry and exit of the area of ​​interest by the aircraft and comprising an ascending loop allowing travel in an upward direction and a descending loop allowing travel in a downward direction; wherein, The ascending loop line and the descending loop line are arranged in a spirally wound manner without intersecting each other.

3. The method according to claim 2, wherein: The ascending loop and the descending loop each include entry points and exit points at a ground level, at least one center level, and a top level, wherein the entry points and exit points of the at least one center level and the top level allow access to the multiple roads, and the entry points and exit points of the ground level allow access to the area of ​​interest.

4. The method according to claim 2, wherein: Travel between the plurality of loop systems is accessible via interconnected loops of the plurality of roads.

5. The method according to claim 1, wherein: The road includes at least a first lane, a second lane, and a third lane, and wherein the second lane is centered between the first lane and the third lane and is designated as non-travelable to provide a safety barrier between the first lane and the third lane.

6. The method of claim 1, further comprising providing a management system for the monitoring step, wherein: The management system is capable of creating the routes and making adjustments to the routes created by the static routing model and implementing road closures in the event of emergency or severe weather conditions.

7. The method according to claim 1, further comprising providing a plurality of landing areas for the aircraft to take off and land, wherein: Each landing area includes access for traveling to the plurality of roads.

8. The method according to claim 1, wherein: Each landing area includes a vertical column designated for vertical takeoff and landing of the aircraft.

9. The method according to claim 7, wherein: The passage provides travel in at least the cardinal directions of north, south, east and west.

10. The method according to claim 1, wherein: The upper and lower levels of each road are each approximately 165 feet high and approximately 165 feet wide.

11. An air road system for use by an aircraft, comprising: a plurality of roads designated for an aircraft to travel along a route created by a static routing model, wherein the plurality of roads are arranged in a grid such that a first set of roads is arranged perpendicular to a second set of roads, and wherein each road includes an upper level that allows the aircraft to travel in a first direction and a lower level that allows travel in a second direction opposite to the first direction; and a plurality of loop line systems, the plurality of loop line systems being designated for entering and exiting an area of ​​interest, comprising an ascending loop line and a descending loop line, wherein the ascending loop line and the descending loop line are wound around each other in a spiral shape without intersecting each other and allow rotational travel in a vertical direction, and wherein the ascending loop line and the descending loop line each include an entry point and an exit point at a ground level, at least one center level, and a top level, wherein the entry point and the exit point at the at least one center level and the top level allow access to the plurality of roads, and the entry point and the exit point at the ground level allow access to the area of ​​interest; wherein a turntable connects the first set of roads to the second set of roads to allow travel between the first set of roads and the second set of roads; and wherein a turning lane connects an upper level and a lower level of each road to allow travel between the upper level and the lower level; and wherein the route is created based on arrival points and destination points of aircraft users, and wherein the route is designed to provide minimal disruption during travel without intersecting with other aircraft on the airway system.

12. The aerial road system of claim 11 further comprising a management system for monitoring the aerial road, the management system being capable of creating the route and making adjustments to the route created by the static route planning model, and performing road closures in the event of an emergency or severe weather conditions.

13. The aerial road system according to claim 11, wherein: The road includes at least a first lane, a second lane, and a third lane, and wherein the second lane is centered between the first lane and the third lane and is designated as non-travelable to provide a safety barrier between the first lane and the third lane.

14. The airway system according to claim 1, further comprising a plurality of landing areas for the aircraft to take off and land, wherein: Each landing area includes access for traveling to the plurality of roads.

15. The aerial road system according to claim 14, wherein: Each landing area includes a vertical column designated for vertical takeoff and landing by the aircraft.

16. The aerial road system according to claim 11, wherein: The upper and lower levels of each road are each approximately 165 feet high and approximately 165 feet wide.

17. A method for taking off and landing an aircraft on an air road system, comprising: Providing a static route planning model for creating routes for each aircraft, wherein the routes are created based on arrival points and destination points of aircraft users; determining a route for each of the aircraft, the route being designed to provide minimal disruption during travel without intersecting other aircraft on the airborne roadway system; providing the route for the aircraft traveling on the aerial roadway system; A loop line system is provided, the loop line system is designated for entering and exiting an area of ​​interest by the aircraft, the loop line system includes an ascending loop line that allows travel in an upward direction and a descending loop line that allows travel in a downward direction; wherein the ascending loop line and the descending loop line are arranged in a spirally intertwined manner without intersecting each other; the ascending loop line and the descending loop line each include an entry point and an exit point at a ground level, at least one center level and a top level, wherein the entry point and the exit point of the at least one center level and the top level allow access to the plurality of roads, and the entry point and the exit point of the ground level allow access to the area of ​​interest; allowing the aircraft to land on a ground level within the descent loop; and The aircraft is allowed to take off at a ground level within the ascending loop.

18. The method according to claim 17, wherein: The top level is wider than a ground level of each of the ascending loop and the descending loop.

19. The method according to claim 17, wherein: The entry point and the exit point provide for travel in at least the cardinal directions of north, south, east and west.

20. The method according to claim 17, wherein: The landing and take-off of the aircraft on the ground level include vertical landing and vertical take-off.

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