Navigation management device

Abstract

The purpose of the present invention is to provide a flight body navigation management device capable of determining, with a small amount of calculation, a flight path in which noise does not become a problem. A navigation management device determines a flight path of a flight body and performs navigation management of the flight body. The navigation management device sets, in advance, organism noise level information indicating, for each flying body, an organism noise level that is the level of noise emitted by the flying body. The navigation management device specifies, on the basis of the body noise level of a flying body that is the subject of determination of a flight path, a flight-enabled region indicating an airspace in which the flying body can fly. The navigation management device determines a flight path of the flight body on the basis of the specified flight-enabled area.

Description

Technical Field

[0001] The present invention relates to a navigation management device for an aircraft. Background Art

[0002] For example, in Japan's current aviation law, beyond-visual-range flight of flying objects, including unmanned aerial vehicles (UAVs), is allowed and authorized on the condition that auxiliary personnel are present. The auxiliary personnel perform third-party entry management measures, monitor the aircraft and manned aircraft, and monitor the weather around the aircraft. In the future, there will be a trend to allow and approve beyond-visual-range flight without auxiliary personnel, but for this, it is required that the role of the auxiliary personnel be replaced by at least flying objects or ground equipment. Therefore, in the future, a navigation management device that manages flying objects in a manner that enables them to navigate safely and efficiently will be indispensable. The navigation management device is required to determine the flight path of the flying object so that the flying object can fly safely and efficiently. This navigation management device or its function is also called UTM (Unmanned Aerial System Traffic Management).

[0003] In the future, when beyond visual range flight is authorized and flying objects become more widespread, the noise emitted by flying objects is expected to become a problem. Patent Document 1 is known as a conventional technology for determining the flight path of a flying object from the perspective of noise.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 2021-21616 Summary of the Invention

[0007] The technology disclosed in Patent Document 1 determines a flight path by taking into account the acoustic environment of the area along the flight path. This requires evaluating noise levels at each of the multiple locations along the candidate routes. Therefore, when there are many candidate flight paths, the technology disclosed in Patent Document 1 requires evaluating noise levels at a large number of locations, which increases the computational complexity of the flight management system.

[0008] The present invention has been made in view of the above-mentioned problems, and an object thereof is to provide a flight management device for an air vehicle that can determine a flight path in which noise does not become a problem with a small amount of calculation.

[0009] In order to solve the above-mentioned problems, the navigation management device of the present invention is characterized in that the flight path of an aircraft is determined to perform navigation management of the aircraft, and organism noise level information is pre-set, which shows the organism noise level as the level of noise emitted by the aircraft for each aircraft, and a flyable area representing the airspace in which the aircraft can fly is determined based on the organism noise level of the aircraft as the object of determining the flight path, and the flight path of the aircraft is determined based on the determined flyable area.

[0010] According to the present invention, it is possible to provide a flight management device for an air vehicle that can determine a flight path in which noise does not become a problem with a small amount of calculation.

[0011] Other problems, structures, and effects than those described above will become apparent from the following description of the embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 This is a diagram illustrating a navigation management device.

[0013] Figure 2 It is an explanation Figure 1 The functional structure of the navigation management device is shown in FIG.

[0014] Figure 3 It is an explanation Figure 2 The hardware structure of the navigation management device is shown in FIG.

[0015] Figure 4 It is shown by Figure 2 Flowchart of the process executed by the flight management device shown.

[0016] Figure 5 This is a diagram illustrating an example of dividing a spatial domain by voxels.

[0017] Figure 6 It is based on Figure 5 Figure 1. A diagram of a flight plan made with the voxels shown.

[0018] Figure 7 This figure explains an example of dividing the airspace by corridors.

[0019] Figure 8 It is based on Figure 7 A diagram of the flight plan produced using the corridor shown.

[0020] Figure 9 This is a diagram illustrating information about the flyable area.

[0021] Figure 10 This figure explains the flight path determination based on the flyable area information.

[0022] Figure 11 1 is a diagram showing a table defining the relationship between the noise level of an aircraft and the separation distance.

[0023] Figure 12 This is a diagram explaining the separation distance taking into account the presence or absence of a wall surface close to the flying object.

[0024] Figure 13 This is a diagram showing a table that defines the relationship between the aircraft noise level and the separation distance when there is a wall surface approaching the aircraft in the horizontal direction of the aircraft.

[0025] Figure 14 This is a diagram illustrating the separation distance taking into account the flight phases of the flying object.

[0026] Figure 15 This is a diagram illustrating the separation distance in consideration of the directivity of noise emitted from a flying object.

[0027] Figure 16 This is a diagram explaining restrictions related to the flight altitude of an aerial vehicle.

[0028] Figure 17 This is a diagram illustrating an example in which landing and take-off ports for aircraft are provided at locations close to the site.

[0029] Figure 18 This figure explains an example of providing a landing port for an aircraft on a balcony of an apartment building.

[0030] Figure 19 This is a diagram illustrating an example of providing a take-off and landing port for an aircraft in a residential complex.

[0031] Figure 20 This is a diagram illustrating an example of an aircraft flying in airspace above a road.

[0032] Figure 21 yes Figure 20 The X direction of the view.

[0033] Figure 22 This diagram illustrates the differences in flight paths caused by aircraft noise levels.

[0034] Figure 23 This is a diagram illustrating a navigation management device that performs route pricing.

[0035] Figure 24 It is an explanation Figure 23 Figure of charging information shown. DETAILED DESCRIPTION

[0036] Hereinafter, embodiments of the present invention will be described using the accompanying drawings. In addition, regarding configurations or functions denoted by the same reference numerals in each embodiment, unless otherwise specified, they have the same configurations or functions in each embodiment, and their description will be omitted.

[0037] [Example 1]

[0038] In the first embodiment, a basic embodiment of the flight management device is described. Figure 1 This is a diagram illustrating a navigation management device. Figure 2 It is an explanation Figure 1 The functional structure of the navigation management device is shown in FIG.

[0039] The flight management device 100 is a device that performs flight management and flight control for an aircraft 200, including an unmanned aerial vehicle (UAV). The flight management device 100 may be a ground-based device that constitutes a UTM. The flight management device 100 may also be called a control device for the aircraft 200.

[0040] The navigation management device 100 performs navigation management and flight control of the aircraft 200 based on the flyable area information 310 and the aircraft noise level information 320. Specifically, the navigation management device 100 creates a flight plan 330 including the flight path of the aircraft 200 based on the flyable area information 310 and the aircraft noise level information 320. Then, the navigation management device 100 approves and registers the created flight plan 330 to confirm the flight plan 330. Then, the navigation management device 100 guides and controls the aircraft 200 so that it flies according to the confirmed flight plan 330. To this end, the navigation management device 100 Figure 2 The illustration shows a flight plan generating unit 110 , a flight plan determining unit 120 , and a guidance control unit 130 .

[0041] The flight plan creation unit 110 creates a flight plan 330 for the aircraft 200. This flight plan 330 includes at least the flight path from the aircraft 200's departure point (including the airspace above it, also referred to as the departure point) to the destination point (including the airspace above it, also referred to as the arrival point) and the scheduled transit times (including the scheduled departure and arrival times) of the airspace traversed along the flight path. The flight plan creation unit 110 determines the flight path and creates the flight plan 330 based on the flyable area information 310 and the aircraft noise level information 320. Specifically, the flight plan creation unit 110 determines the flight path for the aircraft 200 and creates the flight plan 330 based on the flyable area corresponding to the aircraft noise level of the target aircraft 200.

[0042] Aircraft noise level information 320 is information indicating the level of noise emitted by each aircraft 200 (hereinafter also referred to as "aircraft noise level"). Aircraft noise level information 320 is preset and stored in the flight management device 100. The aircraft noise level may be the noise (sound pressure) level measured at a predetermined distance from the aircraft 200. In particular, the aircraft noise level may be the noise (sound pressure) level measured using a frequency weighting characteristic that takes into account human hearing. The frequency weighting characteristic that takes into account human hearing can be represented, for example, by an equal loudness level curve defined in ISO 226:2003.

[0043] Alternatively, the aircraft noise level may be the sound power level of aircraft 200. The sound power level represents the sound energy per unit time radiated from aircraft 200, serving as the sound source. The sound power level is calculated by integrating the sound intensity over the closed surface surrounding aircraft 200, serving as the sound source. In this embodiment, a multi-level aircraft noise level of three or more levels is used as aircraft noise level information 320.

[0044] The flyable area information 310 indicates the area within the airspace managed by the flight management device 100 where the aircraft 200 can fly (hereinafter also referred to as the "flyable area"). The flyable area information 310 is represented by information about the unit airspace, i.e., voxels (or corridors), that divide the airspace. The flyable area information 310 may include information about the restriction level that restricts the flight of the aircraft 200. The restriction level is used to set flight-restricted areas, such as around (including the airspace above) facilities that should be protected from noise, or around (including the airspace above) important facilities. The flyable area information 310 is pre-set for each aircraft noise level.

[0045] Figure 3 It is an explanation Figure 2 The hardware structure of the navigation management device is shown in FIG.

[0046] exist Figure 3 , the system structure of a flight management system 1 including a flight management device 100 is shown. The flight management device 100 is connected to an aircraft 200 and a terminal device group 140 via a network 150. The flight management device 100 is implemented as a computer, such as a cloud or a local server. The flight management device 100 includes a processing device 101, a communication device 102, a primary storage device 103, and an auxiliary storage device 104. These are interconnected via a communication line.

[0047] The processing device 101 is implemented by a processor such as a CPU (Central Processing Unit) and executes calculations according to a flight management program 105 stored in an auxiliary storage device 104 .

[0048] The communication device 102 realizes an interface function with the outside of the flight management device 100. The communication device 102 receives input from a user via the terminal device group 140 via the network 150, or transmits content displayed on the terminal device group 140.

[0049] The communication device 102 communicates with the aircraft 200 via the network 150 or directly. Specifically, the communication device 102 transmits control signals for guiding the flight of the aircraft 200 to the aircraft 200 in accordance with the calculations performed by the processing device 101. The communication device 102 receives information indicating the flight status (including the flight position, path, or posture) from the aircraft 200.

[0050] The main storage device 103 stores the flight management program 105 stored in the auxiliary storage device 104 and information used for calculations in the processing device 101. The auxiliary storage device 104 is implemented as a so-called storage device. It can be implemented using various storage media such as an external HDD (Hard Disk Drive), SSD (Solid State Drive), or memory card. The auxiliary storage device 104 can be implemented as a separate device from the flight management device 100, such as a file server. The auxiliary storage device 104 stores the flight management program 105, flight-allowed area information 310, aircraft noise level information 320, and flight plans 330. Furthermore, the auxiliary storage device 104 also stores other information, such as flight-related information described later. The flight-allowed area information 310, aircraft noise level information 320, and flight plans 330 can also be stored in a device separate from the flight management device 100.

[0051] The flight management program 105 can be modularized for each of its functions and comprised of a flight plan creation module 106, a flight plan determination module 107, and a guidance control module 108. Each of these modules can be implemented as a separate program or in combination. The flight management device 100 can be implemented as multiple devices divided for each of its functions.

[0052] The flight plan making module 106, the flight plan determining module 107 and the guidance control module 108 correspond to Figure 2The flight plan generating unit 110 , the flight plan determining unit 120 , and the guidance control unit 130 are shown. The processing device 101 executes the flight management program 105 to realize the functions of the flight plan generating unit 110 , the flight plan determining unit 120 , and the guidance control unit 130 .

[0053] The terminal device group 140 is a terminal device group operated by a user and is implemented by a computer. The terminal device group 140 of this embodiment is composed of a plurality of terminal devices, but the terminal device group 140 may also be composed of a single terminal device.

[0054] Figure 4 It is shown by Figure 2 Flowchart of the process executed by the flight management device shown.

[0055] In step S1, the flight management device 100 obtains flight-related information of the aircraft 200. Flight-related information represents information that serves as a prerequisite for creating a flight plan 330 for the aircraft 200. The flight-related information includes, for example, the departure point, scheduled departure time, arrival point, and scheduled arrival time of the aircraft 200. The flight-related information also includes, for example, the remaining amount of fuel or batteries on board the aircraft 200, the weight of the aircraft 200, and weather information. The flight management device 100 can obtain the flight-related information by receiving a portion of the flight-related information input by a user into the terminal device group 140 or by reading a portion of pre-stored flight-related information.

[0056] In step S2, the flight plan creation unit 110 of the flight management device 100 uses the aircraft noise level information 320 to determine the aircraft noise level corresponding to the flight-related information acquired in step S1. Specifically, the flight plan creation unit 110 retrieves the aircraft noise level information 320 corresponding to the acquired flight-related information and determines the aircraft noise level represented by the information.

[0057] In step S3, the flight plan generator 110 uses the flyable area information 310 to determine a flyable area corresponding to the aircraft noise level determined in step S2. Specifically, the flight plan generator 110 determines the position conditions of voxels that meet the determined aircraft noise level. Then, using the flyable area information 310, the flight plan generator 110 determines the restriction levels for the voxels corresponding to the determined position conditions. The flight plan generator 110 then extracts voxels that constitute the flyable area, taking into account the determined restriction levels.

[0058] When extracting voxels that constitute the flyable area, the flight plan creation unit 110 determines the separation distance between the aircraft 200 and the adjacent airspace based on the noise level of the aircraft 200. The flight plan creation unit 110 then extracts voxels that constitute the flyable area based on the determined separation distance. Details of the separation distance will be described in Example 5.

[0059] In step S4, the flight plan creation unit 110 combines the voxels, i.e., the flyable areas, extracted in step S3 to determine a flight path. Specifically, the flight plan creation unit 110 identifies voxels within each managed airspace from the extracted voxels, such that the voxels from the departure point to the arrival point included in the flight-related information are continuous or adjacent, and determines the path formed by combining the identified voxels as a flight path candidate. If there are multiple flight path candidates, the flight plan creation unit 110 evaluates the multiple flight path candidates to determine the flight path. When evaluating flight path candidates, the flight plan creation unit 110 can use short distance, low restriction level, or a combination thereof as evaluation criteria. In this way, the flight plan creation unit 110 can determine the flight path from the departure point to the arrival point.

[0060] In addition, if there are no flight path candidates, the flight plan preparation unit 110 outputs the fact that the flight is impossible to the communication device 102 and transmits it to the terminal device group 140. The flight plan preparation unit 110 may also output a message urging the user to prepare a flight plan to the communication device 102 and transmit it to the terminal device group 140. After that, the flight plan preparation unit 110 ends. Figure 4 The processing shown.

[0061] When the flight path is determined, the flight plan creation unit 110 performs processing such as adding identification information of the flying object 200 and the scheduled passing time to each voxel constituting the determined flight path, thereby creating a flight plan 330 .

[0062] In step S5, the flight plan finalization unit 120 of the flight management device 100 outputs the flight plan 330 created in step S4 to the communication device 102 and transmits it to the terminal device group 140. If the terminal device group 140 accepts an approval input from the user and the communication device 102 receives the approval input, the flight plan finalization unit 120 determines that the flight plan 330 is approved. The flight plan finalization unit 120 registers the approved flight plan 330 in the auxiliary storage device 104. Thus, the flight plan finalization unit 120 finalizes the flight plan 330.

[0063] In step S6, the guidance control unit 130 of the navigation management device 100 generates a control signal corresponding to the flight plan 330 determined in step S5. Then, the guidance control unit 130 outputs the generated control signal to the communication device 102 and transmits it to the aircraft 200. The aircraft 200 performs a flight according to the determined flight plan 330. At this time, the guidance control unit 130 outputs the control signal in such a way that the aircraft 200 flies through each voxel at the scheduled passing time included in the flight plan 330. Thereafter, the guidance control unit 130 ends. Figure 4 The processing shown.

[0064] In addition, Figure 4 In the illustrated process, the flight plan creation unit 110 of the flight management device 100 may predetermine or create multiple flight paths or flight plans 330, and the flight plan determination unit 120 or guidance control unit 130 may select a plan corresponding to the aircraft 200 from among these plans. During this selection, the flight plan determination unit 120 or guidance control unit 130 may employ the flight path candidate evaluation method described in step S4. If the flight plan determination unit 120 or guidance control unit 130 cannot select a plan corresponding to the aircraft 200 from among these plans, the flight plan creation unit 110 may determine or create a new flight path or flight plan 330. Furthermore, the flight plan creation unit 110 may determine or create a flight path or flight plan 330 for each flight of the aircraft 200.

[0065] As described above, the flight management device 100 determines the flight path of an aircraft 200 and manages the flight of the aircraft 200. The flight management device 100 pre-sets, for each aircraft 200, aircraft noise level information 320 indicating the level of noise emitted by the aircraft 200, i.e., the aircraft noise level. Based on the aircraft noise level of the aircraft 200 for which the flight path is to be determined, the flight management device 100 determines a flyable area, representing the airspace within which the aircraft 200 is permitted to fly. Based on the determined flyable area, the flight management device 100 determines the flight path of the aircraft 200.

[0066] Thus, the flight management device 100 can determine a flight path by pre-determining a flyable area where noise from the aircraft 200 is not a problem before calculating flight path candidates for the aircraft 200, which is the target of flight path determination. Consequently, the flight management device 100 can limit the number of voxels or corridors that are the subject of calculations when determining a flight path where noise is not a problem. Consequently, the flight management device 100 can determine a flight path where noise is not a problem with minimal computational effort.

[0067] Furthermore, in the flight management device 100 , the aircraft noise level is a noise level measured using frequency weighting characteristics that take into account human hearing.

[0068] Thus, the flight management device 100 can accurately determine a flyable area where noise does not become a problem for the aircraft 200 whose flight path is to be determined.

[0069] [Example 2]

[0070] In Example 2, an example of flight planning will be described. Figure 5 This is a diagram illustrating an example of dividing a spatial domain by voxels. Figure 6 It is based on Figure 5 Figure 1. A diagram of a flight plan made with the voxels shown.

[0071] The airspace managed by the flight management device 100 is as follows: Figure 5 The flight path can be represented as a set of voxels that the flying object 200 occupies at each moment. In this case, the flight plan 330 is as follows: Figure 6 The figure also shows the set of voxels occupied by the aircraft 200 at each moment. Specifically, the flight plan 330 is represented as a set of date and time 331, voxel ID 332, aircraft ID 333, and authentication signature 334. In other words, the figure shows that aircraft ID 333 occupied voxel ID 332 at date and time 331. The voxel ID is represented by the voxel's (X, Y, Z) coordinates.

[0072] exist Figure 5 as well as Figure 6 In the example, the flying object 200 occupies voxels (1, 1, 0), (1, 1, 1), (1, 1, 2), (1, 1, 3), (1, 1, 4), (1, 1, 5), (1, 1, 6), (1, 1, 7), (1, 1, 8), (1, 0, 8), (1, 0, 9), (0, 0, 9), and (0, 0, 10) from 00:00:00 on December 12, 2022, to 00:09 on December 12, 2022. Furthermore, at 00:07 on December 12, 2022, the flying object 200 occupies three voxels, namely, (1, 1, 7), (1, 1, 8), and (1, 0, 8), which are adjacent to each other. Similarly, at 00:08 on December 12, 2022, the flying object 200 occupies two adjacent voxels (1, 0, 9) and (0, 0, 9).

[0073] To prevent collisions between the flying objects 200, the flying objects 200 must occupy voxels exclusively in space and time. That is, the date and time 331 and the voxel ID 332 must be assigned to each flying object 200 without duplication. Specifically, the flight plan creation unit 110 determines a flight path and creates a flight plan 330 so that the date and time 331 and the voxel ID 332 are assigned to multiple flying object IDs 333 without duplication.

[0074] Whenever a flight plan 330 is created or updated, the flight plan determination unit 120 confirms that the date and time 331 and voxel ID 332 are not duplicated (not assigned to multiple aircraft IDs 333) and writes an authentication signature 334 as evidence of this confirmation. A predetermined code can be used as the authentication signature 334. Alternatively, the authentication signature 334 can be a checksum of information such as the date and time 331, voxel ID 332, and aircraft ID 333, or a value calculated from a predetermined polynomial based on this information. Thus, by determining whether the authentication expected value provided based on information such as the date and time 331, voxel ID 332, and aircraft ID 333 is consistent with or inconsistent with the authentication signature 334, it is possible to determine whether the flight plan 330 is valid.

[0075] The guidance control unit 130 controls and guides the aircraft 200 based on the flight plan 330. Specifically, the guidance control unit 130 provides a control signal to the aircraft 200 according to the date and time 331, voxel ID 332, and aircraft ID 333 included in the flight plan 330. If the flight of the aircraft 200 is likely to deviate from the flight plan 330, the guidance control unit 130 provides the aircraft 200 with a control signal for correcting the flight.

[0076] [Example 3]

[0077] In Example 3, an example of dividing the airspace by corridors is described. Figure 7 This figure explains an example of dividing the airspace by corridors. Figure 8 It is based on Figure 7 A diagram of the flight plan produced using the corridor shown.

[0078] The airspace managed by the flight management device 100 can be Figure 7 The flight path can be represented as a collection of corridors that the aircraft 200 occupies at each moment. In this case, the flight plan 330 is as follows: Figure 8The diagram also shows the set of corridors occupied by aircraft 200 at each moment. Specifically, flight plan 330 is represented as a set of date and time 331, corridor ID 332′, aircraft ID 333, and authentication signature 334. In other words, aircraft ID 333 occupies corridor ID 332′ at date and time 331.

[0079] exist Figure 7 as well as Figure 8 In the example shown in FIG, aircraft 200 occupies corridor 13 at 00:00:00 on December 12, 2022, and occupies corridor 23 at 00:00:10 on December 12, 2022. The flight plan creation unit 110 and the flight plan determination unit 120 create and determine the flight plan 330, similar to Example 2. The guidance control unit 130 performs guidance control of the aircraft 200, similar to Example 2.

[0080] In addition, the airspace near the airport and the branch point of the flight path can also be Figure 5 The paths connecting them are shown as Figure 7 As shown, the field is represented by a corridor. In this case, the fields for voxel ID 332 and corridor ID 332' are shared, and it is also possible to add an identifier to indicate which voxel or corridor ID represents. For example, in the case of voxel ID 332, the identifier "V" is prepended to the field, and in the case of corridor ID 332', the identifier "C" is prepended to the field.

[0081] [Example 4]

[0082] In Example 4, an example of flyable area information is described. Figure 9 This is a diagram illustrating information about the flyable area. Figure 10 This figure explains the flight path determination based on the flyable area information.

[0083] The flyable area information 310 represents the flyable area using the coordinates of airspace units (voxels or corridors) on the airspace map or the IDs of airspace units (voxel IDs or corridor IDs). In this embodiment, the flyable area information 310 includes the coordinates of protected objects 311, 312, and 313, such as facilities or important locations to be protected from noise, and the coordinates of flight-restricted areas 314, 315, 316, ..., at horizontal L1 and flight-restricted areas 317, 318, and 319 at horizontal Lx corresponding to the protected objects 311, 312, and 313, respectively.

[0084] The above embodiment illustrates an example in which flight-restricted areas are pre-set in the flyable area information 310 on the airspace map. However, the flyable area information 310 may also include the coordinates of a protected object on the airspace map and the restriction level for restricting the flight of the aircraft 200, and the flight plan creation unit 110 may set flight-restricted areas (coordinates) for each restriction level based on the flyable area information 310.

[0085] exist Figure 10 3 shows an example of determining a flight path based on flyable area information 310. The flight path for flying from point P to point Q within the airspace must be separated by a specific distance (X1 to X4 [m], where X1 ≤ X2 ≤ X3 ≤ X4) from protected objects and other objects along the path, based on the noise level of the aircraft 200. Therefore, the flight paths for flying from point P to point Q are determined in descending order of noise level: path R4, path R3, path R2, and path R1. When flying from point P to point Q, aircraft 200 with low noise levels can fly on a shorter flight path. Only when the noise level of the aircraft 200 is extremely low, the failure rate is low, and the safety level is high, the flight path is determined to be path R0, which flies over important facilities, etc. (including flights for maintenance and inspection of important facilities).

[0086] [Example 5]

[0087] In Example 5, an example of the machine body noise level and the separation distance is described. Figure 11 1 is a diagram showing a table defining the relationship between the noise level of an aircraft and the separation distance.

[0088] The flyable area indicated by the flyable area information 310 is set based on the separation distance between the aircraft 200 and adjacent airspace. This separation distance indicates the distance that the aircraft 200 must be separated from the adjacent airspace to meet environmental standards related to noise regulation. Environmental standards related to noise regulation are defined, for example, by the Ministry of the Environment of Japan (https: / / www.env.go.jp / kijun / oto1-1.html), depending on the use or type of the area and the time of day (daytime or nighttime).

[0089] exist Figure 11 In FIG, a table is shown that determines the relationship between the noise level of the aircraft 200 and the separation distance between the aircraft 200 and the field. Figure 11 In the example, the flying object 200 is assumed to be a point sound source that emits non-directional noise, and the separation distance is set. Figure 11 As shown, the separation distance is set to different values ​​according to the purpose or type of the site adjacent to the airspace. The separation distance is set to different values ​​according to the flight time period (daytime or nighttime) of the aircraft 200.

[0090] exist Figure 11 In the , "AA" recorded as the purpose or category of the site indicates a site in an area where sanatoriums or social welfare facilities are concentrated, or where quietness is particularly required. Environmental standards related to noise restrictions at sites classified as "AA" are stipulated to be, for example, 50dB or less during the day and 40dB or less at night. Figure 11 In the , "A" recorded as the purpose or category of the site indicates a site in an area dedicated to residential use. The environmental standard related to noise restrictions at sites classified as "A" is stipulated to be, for example, 55dB or less during the day and 45dB or less at night. Figure 11 In the , "B" recorded as the purpose or category of the site indicates a site in an area mainly for residential use. The environmental standard related to noise restrictions at sites classified as "B" is stipulated to be, for example, 55dB or less during the day and 45dB or less at night. Figure 11 In the , "C" recorded as the purpose or category of the site indicates a site in an area used for commercial or industrial purposes together with a considerable number of residents. The environmental standard related to noise restrictions at sites classified as "C" is stipulated to be, for example, 60dB or less during the day and 50dB or less at night. Figure 11 In the , "A facing the road" recorded as the site usage category means a site facing a road with two or more lanes in the "A" area. The environmental standard related to noise restrictions at sites classified as "A facing the road" is stipulated to be, for example, 60dB or less during the day and 55dB or less at night. Figure 11 In the "B facing the road" as the site usage category, it means a site facing a road with two or more lanes in the "B" area. The environmental standard related to noise restrictions at sites classified as "B facing the road" is stipulated to be 65dB or less during the day and 60dB or less at night. Figure 11 In the , "C facing the road" recorded as the site usage category means a site facing a road with a lane in the "C" area. The environmental standard related to noise restrictions at sites classified as "C facing the road" is stipulated to be, for example, 65dB or less during the day and 60dB or less at night. Figure 11 In the Regulations, "facing a major road" as a site usage classification indicates a site facing a road serving major traffic. Environmental standards for noise control at sites classified as "facing a major road" are set at, for example, 70dB or less during the day and 65dB or less at night.

[0091] Here, the noise (sound pressure) level of the flying object 200 is generally defined as the noise level Lr1 [dB] at a distance r1 [m]. If the distance from the noise to the protected object is r2 [m] and the noise level to be limited is Lr2 [dB], then the following equation (1) holds.

[0092] Lr1-Lr2=20log 10 (r2 / r1)…(1)

[0093] When both sides of equation (1) are divided by 20, the following equation (2) is established.

[0094] (Lr1-Lr2) / 20=log 10 (r2 / r1)…(2)

[0095] When both sides of the formula (2) are raised to the power of 10, the following formula (3) holds.

[0096] 10 {(Lr1－Lr2) / 20} =(r2 / r1)…(3)

[0097] When both sides of the equation (3) are multiplied by r1, the following equation (4) can be obtained.

[0098] r2=r1×10 {(Lr1－Lr2) / 20} …(4)

[0099] Figure 11 The table shown can be created based on formula (4). In addition, when the directivity of the noise is set to be omnidirectional, the sound power level is calculated by integrating the noise (sound pressure) level over the closed surface. Therefore, when it is set to 4π(r1) 2 times, when r1=1[m], 10log 10 (4π)=10.99≒11[dB], so Figure 11 The sound power level shown can be set as a value obtained by adding 11 [dB] to the noise (sound pressure) level.

[0100] In the navigation management device 100, the Figure 11 The flight plan preparation unit 110 of the flight management device 100 uses Figure 11 The table shown determines the separation distance corresponding to the noise level of the aircraft 200. The flight plan generator 110 then extracts voxels that form the flyable area based on the determined separation distance and combines the extracted voxels to determine the flight path.

[0101] Specifically, a separation distance indicating the distance an aircraft 200 should be kept away from a location approaching airspace is pre-set in the flight management device 100 for each aircraft noise level. Based on the separation distance corresponding to the aircraft noise level of the aircraft 200 for which the flight path is to be determined, the flight management device 100 determines the flyable area for the aircraft 200.

[0102] As a result, the flight management device 100 can accurately determine a flyable area where noise does not pose a problem for the aircraft 200, which is the target of flight route determination, with less computational effort. Therefore, the flight management device 100 can accurately determine a flight route where noise does not pose a problem with less computational effort.

[0103] Furthermore, in the navigation management device 100 , the separation distance is set to a different value depending on the purpose or type of the site.

[0104] As a result, the flight management device 100 can more accurately determine a flyable area where noise is not a problem for the aircraft 200, the target of flight route determination, based on the purpose or type of the adjacent site. Consequently, the flight management device 100 can determine a noise-free flight route with greater accuracy and with less computational effort.

[0105] Furthermore, in the flight management device 100 , the separation distance is set to a different value depending on the flight time period of the aircraft 200 .

[0106] As a result, the flight management device 100 can more accurately determine a flyable area where noise from the aircraft 200, the target of flight route determination, is not a problem, based on the flight time period. Consequently, the flight management device 100 can determine a noise-free flight route with greater accuracy and with less computational effort.

[0107] Figure 12 This is a diagram explaining the separation distance taking into account the presence or absence of a wall surface close to the flying object.

[0108] Figure 12 This example shows the noise (sound pressure) level measured at a measurement point located a distance r (r>>d) from the aircraft 200 while the aircraft 200 is flying horizontally at a distance d from a wall. The noise emitted by the aircraft 200 propagates to the measurement point along path R5 and then, along path R6, reflects off the wall before propagating back to the measurement point. The reflectivity of the noise at the wall is set to a worst-case value of 1.0, assuming no phase inversion due to reflection from the wall.

[0109] exist Figure 12In the example shown in Figure 2, when the noise emitted from flying object 200 is a non-interfering (incoherent) sound wave, such as white noise or pink noise, the noise (sound pressure) level at the measurement point is +3 dB higher than when there is no wall reflection. This is because the sound energy (sound power) per unit time of the noise is concentrated on the side without the wall.

[0110] Furthermore, if the noise emitted from flying object 200 is an interfering (coherent) sound wave, such as a sine wave, and the sound wave directly propagating to the measurement point is in phase with the sound wave reflected by the wall (2d = nλ), the noise (sound pressure) level at the measurement point is +6dB higher than when there is no wall reflection. If the sound wave directly propagating to the measurement point is in phase with the sound wave reflected by the wall (2d = (n+1)λ / 2), the noise (sound pressure) level at the measurement point is ∞dB lower (-∞dB higher) than when there is no wall reflection. Although there are irregularities depending on the direction, the sound energy (sound power level) per unit time of the noise, integrated over the entire hemisphere on the side without the wall, is +3dB higher than when there is no wall reflection.

[0111] Figure 13 This is a diagram showing a table that defines the relationship between the aircraft noise level and the separation distance when there is a wall surface approaching the aircraft in the horizontal direction of the aircraft.

[0112] exist Figure 13 In the figure, it is shown that Figure 12 The table shows the relationship between the aircraft noise level and the separation distance when the noise emitted from the flying object 200 is reflected by the wall surface and the noise level is increased by +3dB. Figure 13 Corresponding to Figure 11 .

[0113] Here, with Figure 11 Similarly, when r1[m], r2[m], Lr1[dB], and Lr2[dB] are defined, the following equation (5) holds.

[0114] Lr1+3-Lr2=20log 10 (r2 / r1)…(5)

[0115] When both sides of equation (5) are divided by 20, the following equation (6) holds.

[0116] (Lr1+3-Lr2) / 20=log 10 (r2 / r1)…(6)

[0117] When both sides of equation (6) are raised to the power of 10, the following equation (7) holds.

[0118] 10 {(Lr1+3－Lr2) / 20} =(r2 / r1)…(7)

[0119] When both sides of the equation (7) are multiplied by r1, the following equation (8) can be obtained.

[0120] r2=r1×10 {(Lr1+3－Lr2) / 20} …(8)

[0121] Figure 13 The table shown can be made based on formula (8). Figure 11 Likewise, Figure 13 The sound power level shown can be set as a value obtained by adding 11 dB to the noise (sound pressure) level.

[0122] In the navigation management device 100, not only Figure 11 The table shown in the figure also stores Figure 13 The flight plan preparation unit 110 uses Figure 11 The table shown or Figure 13 The table shown determines the separation distance corresponding to the noise level of the aircraft 200.

[0123] That is, in the flight management device 100 , the separation distance is set to a different value depending on whether or not the wall of the aircraft 200 is approaching.

[0124] Thus, the flight management device 100 can more accurately determine a flyable area where noise is not a problem for the aircraft 200, the target of the flight path determination, based on the presence or absence of a wall approaching the aircraft 200. Consequently, the flight management device 100 can more accurately determine a noise-free flight path with less computational effort.

[0125] Furthermore, the flight management device 100 can also determine the separation distance by taking into account the noise level when multiple aircraft 200 are flying close to each other at the same time. For example, when two aircraft 200 with the same noise level are flying close to each other at the same time, the flight management device 100 can use Figure 13 The table shown in FIG. 1 determines the separation distance corresponding to the noise level of the aircraft 200 to ensure that Figure 13 If it is not possible to ensure the separation distance Figure 13 If the separation distance is set as shown, the flight management device 100 creates the flight plan 330 so that the plurality of aircraft 200 fly at intervals from each other without approaching each other.

[0126] Figure 14 This is a diagram illustrating the separation distance taking into account the flight phases of the flying object.

[0127] The output of the aircraft 200 (the rotation speed of the blades of the aircraft 200) changes according to the flight phase (ascent, cruising, descent) of the aircraft 200. The noise (sound pressure) level emitted from the aircraft 200 changes according to the flight phase of the aircraft 200. Therefore, in the flight management device 100, the separation distance is set to a different value according to the flight phase of the aircraft 200. For example, Figure 14 As shown, the separation distance ru during the ascent phase is set to be larger than the separation distance rc during the cruise phase, and the separation distance rd during the descent phase is set to be smaller than the separation distance rc during the cruise phase.

[0128] As a result, the flight management device 100 can more accurately determine a flyable area where noise is not a problem for the aircraft 200, which is the target of flight route determination, based on the flight phase of the aircraft 200. Consequently, the flight management device 100 can determine a noise-free flight route with greater accuracy and with less computational effort.

[0129] Furthermore, the output of the aircraft 200 (the rotational speed of the propellers of the aircraft 200) varies depending on the gross weight of the aircraft 200. The noise (sound pressure) level emitted by the aircraft 200 also varies depending on the gross weight of the aircraft 200. Therefore, in the flight management device 100, the separation distance is set to a different value depending on the gross weight of the aircraft 200. For example, the separation distance is set to a larger value when the gross weight of the aircraft 200 is greater than when the gross weight is smaller.

[0130] As a result, the flight management device 100 can more accurately determine a flyable area where noise from the aircraft 200, the target of flight route determination, is not a problem, based on the gross weight of the aircraft 200. Consequently, the flight management device 100 can more accurately determine a noise-free flight route with less computational effort.

[0131] Figure 15 This is a diagram illustrating the separation distance in consideration of the directivity of noise emitted from a flying object.

[0132] Consider the case where the noise emitted from the flying object 200 does not propagate isotropically but propagates directionally. Therefore, in the flight management device 100, the separation distance is set to different values ​​according to the directionality of the noise emitted from the flying object 200. For example, Figure 15 As shown, consider a case where noise emitted from an aircraft 200 has directivity downward of the aircraft 200 and propagates more easily downward than horizontally and upward of the aircraft 200. In this case, the separation distance rv in the downward direction of the aircraft 200 is set to be larger than the separation distance r in the horizontal direction.

[0133] Thus, the flight management device 100 can more accurately determine a flyable area where noise is not a problem for the aircraft 200, which is the target of flight path determination, based on the directionality of the noise. Therefore, the flight management device 100 can more accurately determine a flight path where noise is not a problem, using a small amount of calculation.

[0134] Furthermore, when the noise emitted from flying object 200 exhibits directionality, the noise (sound pressure) level varies depending on the direction. However, the sound power level is defined as the area-integrated value of the sound intensity over a closed surface surrounding the sound source. Therefore, it lacks the concept of directivity and is a constant value. This is because the sound power level is independent of directivity and is an indicator used to evaluate the overall sound power of the noise generated by a sound source. Therefore, when the separation distance is set to different values ​​depending on the directionality of the noise, it is preferable to use the noise (sound pressure) level rather than the sound power level.

[0135] In addition, it is also considered to install an ANC (Active Noise Cancelling) function on the flying object 200 to control the directionality of the noise by surrounding the propeller of the flying object 200 with a duct or emitting sound waves in opposite phase to the noise from a speaker. ANC appears to be able to cancel and reduce noise. However, the flying object 200 equipped with the ANC function actually increases the noise (sound pressure) level in the phase-matched direction, and the sound power level increases the amount of sound energy (sound power) per unit time from the speaker. Therefore, ANC should not be understood as a unit for silencing, but as a unit for controlling the directionality of noise.

[0136] [Example 6]

[0137] In Example 6, an example in which a flying object flies over a field is described. Figure 16 This is a diagram explaining restrictions related to the flight altitude of an aerial object.

[0138] For example, the Japanese government is studying the relationship between unmanned aerial vehicle flights and land ownership, as shown in the following URL.

[0139] http: / / www.kantei.go.jp / jp / singi / kogatamujinki / kanminkyougi_dai16 / betten4.pdf

[0140] That is, in Japan's civil code, it is stipulated that "ownership of land extends to the upper and lower parts of the land within the limits of the law." (Article 207 of the Civil Code). The scope of the space on the land involved in this ownership is generally regarded as the "limit of interest" of the person who owns the land. Therefore, it should be understood that when flying an unmanned aerial vehicle over a third party's land, the consent of the land owner should not always be required. It is difficult to uniformly define the specific scope of the "limit of interest" of the land owner in this case, but it will be judged for each case with reference to the specific use of the buildings and workpieces on the land.

[0141] For the above reasons, when the aircraft 200 flies over a field, it is desirable to satisfy the environmental standards related to noise restrictions within the "limit of existence benefits" of the field. Figure 16 As shown in FIG. 1 , the flight altitude of the aircraft 200 is limited so that the aircraft 200 flies at least a distance rv from the "limit of interest" in the height direction (vertical direction) above the ground. In addition, when the aircraft 200 flies over the field, there are very few walls close to the aircraft 200 in the horizontal direction. Therefore, the flight plan preparation unit 110 of the flight management device 100 can basically use Figure 11 The table shown determines the separation distance corresponding to the noise level of the aircraft 200.

[0142] The specific scope of "limits of benefit" can be considered, for example, the building height restrictions stipulated in Japan's Urban Planning Act. Under Japan's Urban Planning Act, the height restrictions for buildings in Type 1 low-rise residential areas or Type 2 low-rise residential areas are 10 meters or 12 meters respectively.

[0143] For example, suppose that the height limit of buildings at the site is 10m, the use or category of the site is "AA", and the noise (sound pressure) level at a position 1m away from the flying object 200 is 75dB. Figure 11 According to the table shown, the separation distance rv is 17.78m during the day and 56.23m at night. Therefore, the flight altitude of aircraft 200 flying over the site is limited to 27.78m or higher during the day and 66.23m or higher at night. In other words, when determining the flight path for aircraft 200 flying over the site, flight plan creation unit 110 identifies a flyable area within airspace with an altitude of 27.78m or higher during the day and 66.23m or higher at night, and determines the flight path.

[0144] Figure 17This is a diagram illustrating an example in which landing and take-off ports for aircraft are provided at locations close to the site.

[0145] For example, suppose that the building height limit is 10m, the use or category of the site is "A facing the road", and the noise (sound pressure) level at a position 1m away from the aircraft 200 is 75dB. Figure 11 As shown in the table, the separation distance rv is 10.00m during the day and 17.78m at night. Therefore, the flight altitude of the aircraft 200 flying over the site is limited to 20.00m or more during the day and 27.78m or more at night. In addition, if there is no wall nearby that reflects noise, according to Figure 11 In the table shown, the horizontal separation distance r is 10.00m during the day and 17.78m at night. Figure 13 According to the table shown, the horizontal separation distance r is 14.13m during the day and 25.12m at night. Therefore, the length of the short side of the land where the landing port is located must be 2r or longer.

[0146] Figure 18 This figure explains an example of providing a landing port for an aircraft on a balcony of an apartment building. Figure 19 This is a diagram illustrating an example of providing a take-off and landing port for an aircraft in a residential complex.

[0147] For example, suppose that the purpose or category of the site where the residential complex 50 is built is "facing a trunk road", the noise (sound pressure) level at a position 1m away from the flying object 200 is 75dB, and there is no wall nearby that reflects noise. Figure 11 The table shows that the separation distance is 1.78m during the day and 3.16m at night. Therefore, the balcony width must be at least 3.56m for daytime operations and at least 6.32m for nighttime operations. The distance between the balcony and the upper and lower floors must be at least 1.78m for daytime operations and at least 3.16m for nighttime operations. Alternatively, if a landing port is provided extending from the balcony, the extension length must be at least 1.78m for daytime operations and at least 3.16m for nighttime operations.

[0148] Figure 20 This is a diagram illustrating an example of an aircraft flying in airspace above a road. Figure 21 yes Figure 20 The X direction of the view. Figure 22 This diagram illustrates the differences in flight paths caused by aircraft noise levels.

[0149] exist Figure 20as well as Figure 21 In the example, it is assumed that a plurality of corridors 11 to 18 are set above the road 1. For example, it is assumed that the purpose or category of the site adjacent to the road 1 is "facing the main road", the distance d1 from the site to the corridors 11, 14, 15, 18 is 1.78m, the distance d2 from the site to the corridors 12, 13, 16, 17 is 3.16m, and there is no wall nearby that reflects noise. The corridors 11, 14, 15, 18 are corridors that are close to the site among the plurality of corridors 11 to 18. The corridors 12, 13, 16, 17 are corridors that are farther from the site than the corridors 11, 14, 15, 18 among the plurality of corridors 11 to 18. In this case, according to Figure 11 As shown in the table, in corridors 11, 14, 15, and 18, during daytime, aircraft 200 with an aircraft noise level (sound pressure) of 75 dB or less at a distance of 1 meter can fly. In corridors 12, 13, 16, and 18, during daytime, aircraft 200 with an aircraft noise level of 80 dB or less at a distance of 1 meter can fly. Aircraft 200 exceeding these aircraft noise levels cannot fly in corridors 11 to 18 set above road 1. In other words, aircraft 200 must fly horizontally at a distance r from the site. If the corridor width is wc, aircraft 200 cannot fly above road 1 unless the road width is W = (2r + wc) or greater.

[0150] exist Figure 22 , shows the flight path of the aircraft 200 when it flies from point P to point Q by passing over any of roads 1 to 4 close to the site. In order to meet the environmental standards related to noise restrictions, as mentioned above, a road width of W = (2r + wc) or more is required. When the body noise level of the aircraft 200 is high, the aircraft 200 can only fly over roads 1, 2, and 3 with a road width of W or more. When the body noise level of the aircraft 200 is low, it can also fly over road 4 with a road width less than W. The aircraft 200 with a body noise level that allows it to fly over road 4 can fly from point P to point Q along the shortest path.

[0151] [Example 7]

[0152] In the seventh embodiment, an example of route pricing in which a fee is charged for flying a flight route will be described. Figure 23 This is a diagram illustrating a navigation management device that performs route pricing.

[0153] The navigation management device 100 is as follows Figure 23As shown, flight management and flight control of the aircraft 200 are performed based on the flyable area information 310, the aircraft noise level information 320, and the charging information 340. Specifically, the flight management device 100 creates a flight plan 330 including the flight path of the aircraft 200 based on the flyable area information 310, the aircraft noise level information 320, and the charging information 340. The flight management device 100 then approves and registers the created flight plan 330, finalizing the flight plan 330. The flight management device 100 then guides and controls the aircraft 200 so that it flies according to the finalized flight plan 330.

[0154] Figure 24 It is an explanation Figure 23 Figure of charging information shown.

[0155] Charge information 340 such as Figure 24 As shown, the information of the airspace (or flight path) for charging or refunding and the information of the amount of charging or refunding are determined by establishing a corresponding relationship with the noise level of each body of the flying object 200. Figure 24 In the charging information 340 shown, for an aircraft noise level 5 dB lower than an aircraft noise level that satisfies an environmental standard related to noise regulation, "0" indicating that no charge or refund is made is recorded. Figure 24 In the charging information 340 shown, "-1" indicating a refund is recorded for an aircraft noise level that satisfies an environmental standard related to noise regulation and is 10 dB lower than the aircraft noise level. Figure 24 In the charging information 340 shown, "-2" indicating a refund is recorded for an aircraft noise level that is 15 dB lower than an aircraft noise level that satisfies an environmental standard related to noise regulation. Figure 24 In the charging information 340 shown, "+1" is recorded as the charging body noise level for the body noise level that meets the environmental standards related to the noise regulation. Figure 24 In the charging information 340 shown, an “×” indicating that the aircraft noise level that does not meet the environmental standards related to noise regulation is recorded.

[0156] For example, in corridors 11 and 14, according to Figure 20 as well as Figure 21 For example, during the day, the flying object 200 having a noise level (sound pressure) of 75 dB or less at a distance of 1 m can fly. That is, when the flying object 200 flies in the corridors 11 and 14 during the day, according to Figure 20 as well as Figure 21For example, the noise level that satisfies the environmental criteria for noise regulation is 75 dB. Therefore, if an aircraft 200 with a noise level of 75 dB flies during daytime in corridors 11 and 14, the flight management device 100 charges a fee of "+1" for the aircraft 200. If an aircraft 200 with a noise level of 65 dB flies during daytime in corridors 11 and 14, the flight management device 100 refunds a fee of "-1" for the aircraft 200.

[0157] Thus, even for aircraft 200 with the same noise level, the flight management device 100 can provide incentives to fly in central corridors near roads, where fees are lower or refunds are higher. Consequently, the flight management device 100 can further reduce noise levels at sites close to roads, and in the long term, promote the introduction of quieter aircraft 200.

[0158] In the above embodiments 1 to 7, the flight management device 100 is described as determining the flight path of an aircraft 200 flying in the air, which is a three-dimensional space. However, the flight management device 100 can also be applied to determining the flight paths of various mobile objects such as vehicles and robots moving in a two-dimensional space.

[0159] [other]

[0160] Furthermore, the present invention is not limited to the above-described embodiments and includes various variations. For example, the above-described embodiments are described in detail to facilitate understanding of the present invention and are not necessarily limited to all of the described structures. Furthermore, a portion of the structure of a particular embodiment may be replaced with a structure of another embodiment, and a structure of another embodiment may be added to a structure of a particular embodiment. Furthermore, a portion of the structure of each embodiment may be added, deleted, or replaced with another structure.

[0161] Furthermore, each of the aforementioned structures, functions, processing units, and the like may also be implemented in hardware, for example, by designing a portion or all of them using an integrated circuit. Furthermore, each of the aforementioned structures, functions, and the like may also be implemented in software, by having a processor interpret and execute programs that implement the respective functions. Information such as programs, tables, and files that implement the respective functions may be stored in a storage device such as a memory, a hard disk, or an SSD (solid state drive), or in a recording medium such as an IC card, an SD card, or a DVD.

[0162] Furthermore, control lines and information lines are shown as necessary for the purpose of explanation, and not all control lines and information lines are necessarily shown in the product. In practice, it is assumed that almost all components are connected to each other.

[0163] Label Description

[0164] 100 navigation management device; 200 flying body; 310 flyable area information; 320 aircraft noise level information; R, RV separation distance.

Claims

1. A navigation management device, characterized in that: Determine the flight path of an aircraft and manage the flight of the aircraft. organism noise level information is preset, the organism noise level information indicating, for each of the flying objects, an organism noise level as a level of noise emitted by the flying object; A flyable area indicating an airspace in which the flying object can fly is determined based on the noise level of the flying object as the object for determining the flight path, and the flight path of the flying object is determined based on the determined flyable area.

2. The navigation management device according to claim 1, characterized in that: A separation distance is preset for each of the aircraft noise levels, and the separation distance indicates the distance by which the aircraft should be separated from areas approaching the airspace. The flyable area of ​​the flying object is determined based on the separation distance corresponding to the body noise level of the flying object that is the target of determining the flight path.

3. The navigation management device according to claim 2, characterized in that: The separation distance is set to different values ​​according to the purpose or category of the site.

4. The navigation management device according to claim 2, characterized in that: The separation distance is set to a different value depending on whether or not the flying object is close to a wall surface.

5. The navigation management device according to claim 2, characterized in that: The separation distance is set to different values ​​according to a flight time period of the flying object.

6. The navigation management device according to claim 2, characterized in that: The separation distance is set to a different value according to the directivity of the noise emitted from the flying object.

7. The navigation management device according to claim 2, characterized in that: The separation distance is set to different values ​​according to the flight phase of the flying object.

8. The navigation management device according to claim 2, characterized in that: The separation distance is set to different values ​​according to the total weight of the flying object.

9. The navigation management device according to claim 1, characterized in that: The machine body noise level is a level of the noise measured using frequency weighting characteristics taking into account human hearing.

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