Navigation management device and navigation management method

Abstract

To provide a navigation management device that can reduce discomfort and anxiety feelings of a resident by minimizing an influence of noise when a flying object such as small unmanned aircraft and a small vertical takeoff and landing aircraft flies near a living area of a person.SOLUTION: A flying object navigation management device 1 or 401 comprises: a meteorological information acquisition unit 2 that acquires meteorological information for a flight route 41 or 441 of a flying object 10; a flying object information storage unit 3 that stores flying object information on a structure and performance of the flying object 10; a map information storage unit 4 that stores map information including living area and topographic information; a noise influence range estimating unit 6 that calculates an influence range of noise generated by the flying object 10 based on at least the meteorological information, the flying object information on the structure and performance of the flying object 10, the map information, and a flight plan; and a flight route design unit 7 that modifies the flight route 41 or 441 based on the noise influence range calculated by the noise influence range estimating unit 6.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an aircraft traffic control device and an aircraft traffic control method for controlling the traffic of an aircraft such as a vertical take-off and landing aircraft. [Background technology]

[0002] Conventionally, systems have been known that manage operations by setting flight routes and flight times in advance for aircraft and flying along the flight routes during flight. Such systems include the technology disclosed in Patent Document 1, which sets flight routes based on information such as topographical information and map information.

[0003] In recent years, there has been a growing need for small electric vertical take-off and landing aircraft, which are expected to be used for aerial photography, transportation, and next-generation air traffic. These aircraft have the advantage of being able to fly a variety of routes, including vertical take-off and landing, by individually controlling the motors installed on each of their multiple rotors.

[0004] Such aircraft are expected to fly in lower airspace than conventional aircraft, but like conventional aircraft, they will use an operational management method in which they fly based on flight routes based on topographical and map information, as well as flight plans that set takeoff and landing times. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2004-233082 A Summary of the Invention [Problem to be solved by the invention]

[0006] As mentioned above, small unmanned aircraft and small vertical take-off and landing aircraft fly in lower airspace than conventional aircraft, and are expected to fly in urban areas in the future to improve convenience, so they will fly closer to people's living areas than conventional aircraft. Therefore, it is predicted that the noise generated by small unmanned aircraft and small vertical take-off and landing aircraft will be more likely to cause discomfort and anxiety to residents.

[0007] Conventional technologies such as that described in Patent Document 1 do not take into consideration measures to prevent residents from feeling uncomfortable or uneasy due to noise generated by flying objects such as small unmanned aircraft and small vertical take-off and landing aircraft.

[0008] Therefore, an object of the present invention is to provide an aircraft operation management device and an operation management method that can minimize the impact of noise when an aircraft such as a small unmanned aircraft or a small vertical take-off and landing aircraft flies near people's living areas, thereby reducing the discomfort and anxiety of residents. [Means for solving the problem]

[0009] In order to achieve the above object, the present invention is configured as follows.

[0010] The aircraft operation management device comprises a weather information acquisition unit that acquires weather information for the flight path of the aircraft, an aircraft information storage unit that stores information on the structure and performance of the aircraft, a map information storage unit that stores map information including information on residential areas and topography, a noise influence range estimation unit that calculates the influence range of noise generated by the aircraft based on at least the weather information, the aircraft information on the structure and performance of the aircraft, the map information, and the flight path, and a flight path design unit that modifies the flight path based on the influence range of the noise calculated by the noise influence range estimation unit.

[0011] In addition, in an operation management method of an operation management device that manages an aircraft flying a flight path, weather information for the flight path of the aircraft is obtained, and the range of influence of noise generated by the aircraft is calculated based on at least the weather information, aircraft information on the structure and performance of the aircraft, map information, and a flight plan, and the flight path is corrected based on the calculated range of influence of the noise. Effect of the Invention

[0012] According to the present invention, it is possible to provide an aircraft operation management device and an operation management method that can minimize the impact of noise when an aircraft such as a small unmanned aircraft or a small vertical take-off and landing aircraft flies near people's living areas and reduce the discomfort and anxiety of residents. [Brief description of the drawings]

[0013] [Figure 1] 1 is a functional block diagram illustrating a configuration example of an operation management device according to a first embodiment. [Diagram 2] FIG. 4 is a schematic diagram showing a noise value distribution in a uniform space having a flat topography in the first embodiment. [Diagram 3] FIG. 1 is a schematic diagram showing changes in the noise impact range around an aircraft due to wind conditions. [Figure 4A] FIG. 1 is a schematic diagram showing the change in the noise impact range around an aircraft due to air temperature. [Figure 4B] FIG. 1 is a schematic diagram showing the change in the noise impact range around an aircraft due to air temperature. [Diagram 5] 1 is a schematic diagram showing the relationship between a map of an aircraft and the surrounding area viewed from above and a flight path designed in advance for the aircraft. [Figure 6] 10 is a flowchart showing the process of redesigning a flight route plan based on a noise influence range by the traffic management device when a flight plan is prepared in advance in the first embodiment. [Figure 7] 1 is a schematic diagram showing the relationship between a map showing the aircraft and the surrounding area of ​​the first embodiment from above and a redesigned flight path for the aircraft. FIG. [Figure 8]13 is a flowchart showing another example of the process of redesigning a flight route plan based on a noise influence range by the traffic management device when a flight plan is prepared in advance in the second embodiment. [Figure 9] 1 is a schematic diagram showing the relationship between a map showing the aircraft and the surrounding area from above in the second embodiment and a redesigned flight path for the aircraft. FIG. [Figure 10] 13 is a flowchart showing another example of the process of redesigning a flight route plan based on a noise influence range by the traffic management device when a flight plan is prepared in advance in the third embodiment. [Figure 11] FIG. 11 is a schematic diagram showing the relationship between a map showing the flying object and the surrounding area from above in the third embodiment and a redesigned flight path for the flying object. [Figure 12] FIG. 11 is a functional block diagram showing a configuration example of an operation management device according to a fourth embodiment. [Figure 13] FIG. 11 is a schematic diagram showing the relationship between a map showing the aircraft and the surrounding area from above in Example 4 and the redesigned flight path for the aircraft. [Figure 14] 13 is a flowchart showing the process of redesigning a flight path plan and a flight speed plan based on a noise influence range by the traffic management device during flight in the fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that the various components of the present invention do not necessarily have to exist independently of one another, and it is acceptable for one component to be made up of multiple members, for multiple components to be made up of one member, for one component to be a part of another component, or for part of one component to overlap with part of another component. EXAMPLES

[0015] Example 1 <Outline of Traffic Control Device> Fig. 1 is a conceptual diagram showing a traffic management device 1 according to a first embodiment of the present invention. This traffic management device 1 sets a flight plan including a flight route, flight time, etc. before the start of a flight. The traffic management device 1 is a device for minimizing the impact of noise when flying near a city by correcting the route of an aircraft system that flies based on a flight plan to an appropriate route at the time of flight planning or during flight and guiding the aircraft.

[0016] The traffic management device 1 is installed, for example, in a section of the facilities of a traffic management company.

[0017] The traffic management device includes a weather information acquisition unit 2 that acquires weather information about the area around the flight area where the flying object 10 flies, an flying object information storage unit 3 that stores the structure, performance, identification information, and specification information of the flying object 10 that is the object of flight management, and a map information storage unit 4 that stores information such as topographical information and living area of ​​the area where the flying object 10 flies. The living area refers to an area where people live. The living area refers to, for example, a house, an office building, or a residential area. The traffic management device 1 also includes a flight plan storage unit 5 that stores a flight plan including a flight route and a flight speed set for the flying object that is the object of flight management, and a noise influence range estimation unit 6 that estimates the noise influence range of the flying object 10 around the flight route based on at least the weather information, the information on the structure and performance of the flying object, the map information, and the flight plan. The traffic management device 1 also includes a flight route design unit 7 that corrects (redesigns) the flight route based on the influence range of the noise estimated by the noise influence range estimation unit 6, and a communication means 8 that communicates the change in the flight route to the flying object or the operator operating the flying object.

[0018] Here, the weather information acquisition unit 2 acquires current weather information such as wind direction, wind speed, and temperature from the ground to the sky collected by multiple weather sensors such as anemometers and thermometers installed around the flight area. It also acquires predicted weather information, which is future information on the weather in the flight area of ​​the flying object, by using analysis, etc.

[0019] The information stored or registered in the map information storage unit 4 may be the aircraft registration number, aircraft type (multicopter, tilt rotor, fixed wing, etc.), propulsion unit specifications (output, rotor type, etc.), and noise values ​​of the aircraft during flight (maximum values, values ​​for each rotor rotation speed, etc.). This information is registered by the aircraft operator 9, operating company, etc., when planning a flight in advance.

[0020] We will now explain how the noise influence range is set by the noise influence range estimating unit 6. Here, the noise influence range refers to the influence range on the ground including buildings.

[0021] The noise influence range estimation unit 6 sets the noise influence range from the predicted weather information for the flight time period scheduled in the flight plan, the aircraft information, the map information, and the flight plan. If the noise value (sound pressure) of the aircraft 10 (shown in FIG. 2) that is the noise source is registered as aircraft information, the registered value is used. Also, instead of the registered information, the noise value may be derived by calculation using a formula or analysis from information such as the configuration information of the aircraft 10 and the propulsion device specifications. In other words, the aircraft information storage unit 4 has information on the propulsion performance of the aircraft 10 as the aircraft information of the aircraft 10, and the noise influence range estimation unit 6 can be configured to calculate the influence range of the noise generated by the aircraft 10 that is the noise source based on the information on the propulsion performance of the aircraft 10.

[0022] Next, the magnitude of the noise value propagating to the ground surface decreases in proportion to the logarithm of the distance from the noise source. Therefore, if we simply assume a uniform space on a flat ground surface, as shown in Figure 2, the same noise value will be distributed concentrically, as shown in range 21 (dotted line) of noise value P1 and noise influence range 22 (dash-dotted line) which is the range of noise value P2.

[0023] In addition, the upper limit of noise levels near residential areas is set as the noise threshold Pth. The noise threshold Pth may be set based on, for example, regulatory values ​​determined by environmental standards or allowable noise levels estimated from surveys of nearby residents. For example, in FIG. 2, when the noise threshold Pth is P2, the inside of the dashed line 22 is defined as the noise influence range.

[0024] Noise propagation is also affected by weather. Figure 3 is a diagram showing the change in the noise influence range due to differences in wind speed. In Figure 3, the arrows of the wind speed distribution 23 indicate the vertical wind speed distribution toward the sky above a certain point on the ground, and the wind speed is generally higher in the sky. When the wind speed in the sky is higher, the noise influence range 22a near the ground surface propagates widely downwind as shown in Figure 3. Therefore, it is advisable to calculate the propagation range expansion coefficient according to the wind speed difference by a prior analysis or the like, and set the noise influence range 22 so that it is wider in the downwind direction according to the wind direction and wind speed according to the wind condition information (included in the weather information) that has forecast information on the wind speed and wind direction. In other words, the weather information includes wind condition information that has forecast information on the wind speed and wind direction, and the noise influence range estimation unit 6 can be configured to set the noise influence range based on the noise propagation range expansion coefficient according to the wind speed.

[0025] Figures 4A and 4B also show, with different shades of color, how noise influence range 22 changes depending on the temperature distribution near the ground and in the sky. Figure 4A shows temperature distribution 24a when the temperature in the sky is lower than near the ground, and Figure 4B shows temperature distribution 24b when the temperature in the sky is higher than near the ground. In the situation shown in the left-hand diagram, as shown by noise influence range 22b near the ground's surface, it is narrower than when there is no temperature difference. In the situation shown in the right-hand diagram, as shown by noise influence range 22c, noise propagates farther than when there is no temperature difference, and is wider than when there is no temperature difference.

[0026] Therefore, a change coefficient of the noise propagation range corresponding to the temperature difference between the air temperature on the ground and the air temperature at the flight altitude of the aircraft 10 is calculated in advance by analysis or the like, and the noise influence range estimation unit 6 sets the noise influence range 22 based on the temperature difference information contained in the weather information. In other words, the weather information includes information on the temperature difference between the air temperature on the ground and the air temperature at the flight altitude of the aircraft 10, and the noise influence range estimation unit 6 sets the noise influence range based on the temperature difference information.

[0027] As described above, a simple method of expanding or reducing the noise influence range 22 based on meteorological information such as wind conditions and temperature may be used, but a more accurate noise influence range may also be determined by three-dimensional analysis using meteorological and topographical information as boundary conditions.

[0028] <Flying vehicle 10 and flight status> Fig. 5 is a schematic diagram showing a flight path 41 designed in advance for the aircraft 10 on a map showing the aircraft 10 and the surrounding area from above. In the area shown in Fig. 5, the airspace above a river 42 is set as a flight area 46 where flight is permitted, and on both sides of the river 42 are densely populated areas 43 where people live.

[0029] Also, the wind 44 in the sky is shown blowing from the upper left to the lower right in Fig. 5. The flight route 41 is made up of a plurality of waypoints 45 indicating coordinates on a map, and when the route was planned in advance, a plurality of waypoints 45 were installed in the center of a flight area 46 set above a river 42. Also, a plurality of weather sensors 47 are installed around the flight area 46. These weather sensors 47 are connected to the traffic management device 1 by a communication means such as the Internet.

[0030] <An example of the design process of the flight path 21 during flight planning before flight> Next, a method for designing the flight path 41 when planning the flight of the aircraft 10 will be described with reference to the flowchart of FIG.

[0031] At the start of the flowchart shown in FIG. 6, it is assumed that an initial flight plan has been designed in advance and stored in the flight plan storage unit 5.

[0032] In step S11, the pre-set flight plan information stored in the flight plan storage unit 5 is acquired, and flight plan information such as the flight area 46, flight route 41, flight time zone, etc. Next, in step S12, current weather information is collected using the weather sensor 47 installed around the flight area, and the process proceeds to step S13.

[0033] In step S13, weather forecast information is calculated using the collected current weather information. Next, in step S14, aircraft information stored and registered in the aircraft information storage unit 3 is acquired. Next, in step S15, map information of the area around the flight path 41 stored in the map information storage unit 4 is acquired. This map information includes three-dimensional information of the terrain, including structures on the ground, and information on the locations of densely populated areas such as residential areas. The noise influence range estimation unit 6 sets the noise influence range 22 based on information on the structures and terrain on the ground around the flight path 41.

[0034] Next, in step S16, the noise value on the ground is estimated by the above-mentioned estimation method using the noise influence range estimation unit 6. Next, in step S17, based on the noise value calculated in step S16, the area around the flight path 41 where the estimated noise value P is equal to or greater than the noise threshold value Pth (estimated noise value P≧noise threshold value Pth) is set as the noise influence range 22.

[0035] Next, in step S18, information on densely populated areas, which are residential areas and other living areas obtained from map information, is referenced, and overlap between the densely populated area and the noise impact range 22 is confirmed, and if there is an overlap, the process proceeds to step S19. Here, the information on the densely populated area may take into consideration changes over time. For example, population density information around the flight route 41 at the time scheduled in the flight plan is referenced, and if the population density exceeds a certain value, the area is set as a densely populated area.

[0036] Next, in step S19, flight route 41 is redesigned if there is an overlap between the densely populated area and the noise influence range 22. More specifically, flight route 41 is moved within flight area 46 in a direction that moves waypoint 45 away from residential areas and the like. Steps S16 to S19 are then repeated until there is no overlap between the densely populated area and the noise influence range 22. When there is no overlap between the densely populated area and the noise influence range 22, step S20 is executed.

[0037] In step S20, the redesigned flight path 41 or waypoints 45 are stored and updated in the flight plan storage unit 3. Next, in step S21, the flight path 41 or waypoints 45 are transmitted to the aircraft 10 or an operator of the aircraft 10.

[0038] Fig. 7 is a diagram showing the result of correcting the flight route 41 by the traffic management device 1 of the first embodiment executing the process based on the flowchart of Fig. 6 on a map of the same area as Fig. 5 viewed from above. The same components as those in the example shown in Fig. 5 are given the same numbers and their explanations are omitted.

[0039] As shown in FIG. 7, the waypoints 45 and flight paths 41 are redesigned so that the noise impact area 22, which takes into account the effects of meteorology, does not overlap with residential areas.

[0040] In this way, by estimating the noise impact range 22 based on predicted weather information at the time of flight planning and designing the flight path 41 so that it does not overlap with densely populated areas, the impact that the noise from the aircraft 10 has on people can be kept small.

[0041] This is expected to reduce discomfort and anxiety among residents and increase social acceptance of flights near cities.

[0042] In addition, the noise threshold Pth has been described as a constant value, but it may be changed according to the time of day or the area the aircraft is flying in. For example, it is assumed that residents have a higher tolerance for noise during the day than at night, or that automobile noise is louder along roads depending on the time of day, so changing the noise threshold Pth according to the time of day and area increases the freedom of designing the flight route.

[0043] According to the first embodiment, it is possible to provide an operation management device 1 and an operation management method for an aircraft 10, which can minimize the impact of noise when the aircraft 10, such as a small unmanned aircraft or a small vertical take-off and landing aircraft, flies near people's living areas and reduce the discomfort and anxiety of residents.

[0044] Example 2 Next, a second embodiment of the present invention will be described with reference to Fig. 8 and Fig. 9. The configuration of the traffic management device 1 of the second embodiment of the present invention is similar to that of the first embodiment shown in Fig. 1. Fig. 8 is a flowchart showing an example of design processing of a flight route 41 during pre-flight flight planning by the traffic management device 1 according to the second embodiment. The same reference numerals are used for the configurations common to the first embodiment, and detailed descriptions thereof will be omitted.

[0045] 8 of the second embodiment, steps S11 to S15 are common to the first embodiment, but steps S201 to S204 are different from the second embodiment, so a description of steps S11 to S15 will be omitted.

[0046] In step S201, the propagation conditions of the noise generated by the aircraft 10 when it flies over each point in the flight area are calculated based on predicted weather information and map information, and the noise influence range estimation unit 6 estimates the noise value when flying over each point.

[0047] Next, in step S202, the minimum distance between the aircraft 10 and the densely populated area at which the estimated noise value P is equal to or less than the noise threshold value Pth (estimated noise value P≦noise threshold value Pth) is calculated, and approach limit lines 210a, 210b of the aircraft 10 to the densely populated area are derived. Then, the area closer to the densely populated area than the approach limit lines 210a, 210b is set as an intrusion avoidance area (areas 211a, 211b inside the approach limit lines) into which the aircraft 10 should avoid entering. Prediction information on the densely populated area 43 is stored in the map information storage unit 4.

[0048] Next, in step S203, it is confirmed whether there is an overlap between the intrusion avoidance area (areas inside the approach limit line 211a, 211b) and the flight route 41. If there is an overlap, in step S204, the flight route design unit 7 redesigns the waypoint 45 of the flight route 41 so that it does not overlap with the intrusion avoidance area (areas inside the approach limit line 211a, 211b). In other words, the flight route design unit 7 designs the flight route 41 so as to avoid overlap between the noise influence range estimated by the noise influence range estimation unit 6 and the densely populated area 43. Steps S20 and S21 executed thereafter are the same as those in the first embodiment.

[0049] The approach limit lines 210a and 210b to the densely populated area and the intrusion avoidance area (areas 211a, 211b inside the approach limit lines) derived in steps S201 and S202 will be described with reference to Fig. 9. Fig. 9 is a diagram showing the result of the flight route 41 being corrected by the traffic management device 1 executing the process based on the flowchart in Fig. 8 on a map showing the same area as in Figs. 5 and 7 as seen from above. In Fig. 9, the same components as those shown in Figs. 5 and 7 are designated by the same numbers and their explanations will be omitted.

[0050] 9 to the densely populated area 43 (here, a residential area) are derived as lines connecting the flight positions of the aircraft 10 when, for example, the noise influence range 22 derived in the first embodiment is positioned so as not to overlap with the periphery of the densely populated area 43. Alternatively, when the flight of the aircraft 10 is assumed at each point based on a three-dimensional noise analysis using meteorological information, map information, and the like for the entire flight area of ​​the aircraft 10 as boundary conditions, the approach boundary lines 210a, 210b may be determined as the minimum distance between the aircraft 10 and the densely populated area 43 at which the noise in the densely populated area 43 is equal to or lower than the noise threshold Pth.

[0051] By processing in this manner, the impact of the noise from the aircraft 10 on densely populated areas 43 (residential areas) can be minimized, almost similar to the first embodiment, thereby reducing the discomfort and anxiety felt by residents.

[0052] The second embodiment can also obtain the same effects as the first embodiment.

[0053] Example 3 Next, a third embodiment of the present invention will be described with reference to Fig. 10 and Fig. 11. The configuration of the traffic management device 1 of the third embodiment is the same as that of the first embodiment.

[0054] 10 is a flowchart showing an example of a design process of a flight route 41 at the time of a pre-flight flight plan by the traffic management device 1 according to the embodiment 3. The same reference numerals are given to the configurations common to the embodiment 1, and detailed description thereof will be omitted.

[0055] In the flowchart of FIG. 10 of the third embodiment, steps S11 to S19, S20 and S21 are common to the first embodiment, but differ from the first embodiment in that steps S301 and S302 are added after the processing of step S18.

[0056] In step S18, if the densely populated area and the noise impact range do not overlap, the process proceeds to step S301. In step S301, the flight path design unit 7 checks whether the flight path 41 overlaps with a no-fly area 303 that is a high-risk area. An example of a no-fly area 303 that is a high-risk area is shown in Fig. 11. The no-fly area 303 is, for example, a place where there is a high possibility of contact with a building due to being blown by the wind, or an area where an event or the like is planned and crowded.

[0057] The no-fly areas 303 may be set based on information detected by a sensor of the aircraft 10 or based on prior event information. Such no-fly areas 303 must prioritize the safety of the aircraft 10 and the ground.

[0058] Therefore, if an overlap between the flight path 41 and the no-fly area 303 is confirmed in step S301, the process proceeds to step S302, where the flight path design unit 7 allows overlap between the noise affected area 22 and the densely populated area 43, and designs the flight path 41 to avoid overlap between the flight path 41 and the no-fly area 303. In this case, if the flight path 41 is designed so that the overlapping area between the noise affected area 22 and the densely populated area 43 is as small as possible, the impact of the noise can be reduced.

[0059] By adding such processing, the priority of noise reduction during flight can be lowered depending on the situation, allowing a safe flight route 41 to be designed, thereby ensuring safety during flight.

[0060] According to the third embodiment, in addition to being able to obtain the same effect as the first embodiment, when a no-fly area 303 exists, the flight path 41 can be designed so as to avoid the flight path 41 and to minimize the overlapping area between the noise impact area 22 and the densely populated area 43 as much as possible.

[0061] 11, there is a portion where the noise influence range 22 of the aircraft 10 overlaps two-dimensionally with the densely populated area 43 (residential area). In this case, the altitude of the aircraft 10 can be adjusted to increase the distance in the height direction from the densely populated area 43, thereby making adjustments to reduce the impact of the noise.

[0062] However, if there is a limit to the flight altitude of the aircraft 10, the altitude of the aircraft 10 is adjusted within that limit.

[0063] Example 4 Next, a fourth embodiment of the present invention will be described with reference to FIGS.

[0064] Figure 12 shows the configuration of an operation management device 401 of this embodiment 4, which differs from the operation management device 1 described in embodiment 1 in that it additionally includes a flight position detection unit 402 for detecting the flight position of the aircraft 10 during flight, and a flight speed design unit 403 for designing a plan for the flight speed of the aircraft 10.

[0065] The flight position detection unit 402 detects flight position information detected using position information acquired by the aircraft 10 using a GNSS (Global Navigation Satellite System) or the like and transmitted to the flight monitoring device 401 via communication, and position information of the aircraft 10 acquired by sensors, radar, or the like installed on the ground. In addition, the flight speed design unit 403 changes the plan of the flight speed of the aircraft 10 in order to suppress fluctuations in the time it takes to arrive at the destination depending on the flight state of the aircraft 10. Here, it is assumed that the flight plan is planned in advance, similar to the route plan.

[0066] 13 is a schematic diagram showing a flight path 441 designed in advance for the aircraft 10 on a map showing the aircraft 10 and the surrounding area from above. In the area shown in FIG. 13, areas other than densely populated areas 43 (residential areas) are set as flight areas 446 where flight is permitted.

[0067] Also, similar to FIG. 5, a plurality of weather sensors 47 are installed in the flight area 446.

[0068] Flight route 441 is composed of a plurality of waypoints 445 indicating coordinates on a map, and waypoints 445 are set so as to avoid densely populated area 43. In Fig. 13, waypoint 445 in pre-change waypoint area 448 (within the range surrounded by the dashed line) on the right side of densely populated area 43 is waypoint 445 that was set before the processing of this embodiment 4 was executed, and waypoint 445 in post-change waypoint area 449 (within the range surrounded by the dashed line 449) on the left side of densely populated area 43 is waypoint 445 whose setting was changed after the processing of this embodiment 4 was executed.

[0069] Fig. 14 is a flowchart showing a processing flow for correcting a flight path and a flight speed during flight of the flying object 10 by the traffic management device 401 in this embodiment 4. The same processes as those in the flowchart shown in Fig. 6 in the embodiment 1 are denoted by the same reference numerals, and the description thereof will be omitted.

[0070] At the start of the flow in FIG. 14, the aircraft 10 has begun flying based on a prior flight plan.

[0071] This shows a state in which the wind direction, which was predicted to blow from the upper left to the lower right in FIG. 13, as shown by the dotted arrow in the upper left of FIG. 13 (before change) 450, is predicted to change from the upper right to the lower left in the figure, as shown by the solid arrow in the upper right of FIG. 13 (after change) 451.

[0072] In steps S11 to S13 in Fig. 14, the same processing as in the first embodiment is executed at a set time interval during flight. Next, in step S401, the position of the flying object 10 is detected using the flying object position detection unit 402. Next, in step S402, it is determined whether the change in the predicted weather information in the vicinity of the flight path 441 along which the flying object 10 will fly in the future exceeds a preset weather change threshold. Here, the weather change threshold may be set, for example, with respect to the amount of change in wind direction, the amount of change in wind speed, the amount of change in temperature, or the like.

[0073] In step S402, if the weather change is equal to or less than the weather change threshold, steps S12 to S402 are repeated to continue collecting weather information and position information of the aircraft 10.

[0074] On the other hand, if the weather change exceeds the weather change threshold, the process of correcting flight path 441 shown in steps S14 to S19 is executed as in Example 1. This flight path correction moves waypoint 445 from pre-change waypoint area 448 shown by a dashed line, which was located on the upwind side of the predicted wind direction after the change, to post-change waypoint area 449 shown by a dashed line, which is located on the downwind side, so that noise impact range 22 does not overlap with densely populated area 43.

[0075] If it is determined in step S18 that the densely populated area 43 and the noise influence range 22 do not overlap, the process proceeds to step S403.

[0076] In step S403, it is determined whether there has been a change in the route length of the changed flight route 441. If there has been no change in the route length, the flight route plan is stored in the flight plan storage unit 5 in step S405.

[0077] In step S403, if there is a change in the route length, the flight speed plan is redesigned in step S404. The flight speed plan is redesigned, for example, as follows.

[0078] It is assumed that the flight start time Ts and the scheduled arrival time Te at the destination are set during the advance flight plan, and the flight speed plan is set from the route length L0 assumed in the advance flight route plan so as to arrive at the scheduled arrival time Te based on the flight route 441 to the destination. Note that the flight speed plan may be a plan in which the speed is changed for each flight point, but for the sake of simplicity, it is assumed here that a constant flight speed V0 is planned. Also, the time when the weather change near the flight route exceeds the weather change value in step S402 is set to T1.

[0079] If the path length when flying the changed flight path 441 from the point where the aircraft 10 is flying is L1 and the destination arrival time Te is the same, then when the speed is constant, the changed flight speed V1 can be calculated by dividing the path length L1 by the value obtained by subtracting the above-mentioned time T1 from the destination arrival time Te (V1=L1 / (Te-T1)).

[0080] After the processing of step S404, in the next step S405, the flight path plan and the flight speed plan are stored in the flight plan storage unit 5. Next, in step S21, the modified flight path plan and the flight speed plan are transmitted to the aircraft 10 or the operator of the aircraft 10 (aircraft / operator 9) via the communication means 8. By adding such configuration and processing, it becomes possible to change the flight path 441 during the flight of the aircraft 10. This makes it possible to suppress the impact of noise on densely populated areas such as residential areas when the aircraft 10 is flying, and to reduce the discomfort and anxiety of residents.

[0081] According to the fourth embodiment, when the current or predicted information of the weather information, map information, or the like changes, the flight path planning unit 7 modifies the flight path 441 of the aircraft 10 based on the noise influence range estimated by the noise influence range estimation unit 6.

[0082] Furthermore, according to the fourth embodiment, when the flight distance to the destination of the aircraft 10 is changed due to a modification of the flight path 441, the flight speed design unit 403 redesigns the flight speed so that there is no delay in the arrival time to the destination.

[0083] As a result, according to the fourth embodiment, in addition to the same effects as those of the first embodiment, the following effects can be obtained.

[0084] Even when the flight route 441 is changed, the change in arrival time can be minimized, so that the decrease in convenience can be minimized.

[0085] In this embodiment 4, a change in predicted weather information is used as an example of a trigger for changing the flight route during flight, but similar effects can be obtained by using a change in current weather information or a change in predicted population density on the ground as the trigger.

[0086] In addition, in the above embodiments 1 to 4, the noise influence range estimation unit 6 can also divide the densely populated area 43 into multiple areas according to population density and set the noise influence range by changing the noise value according to the population density. [Explanation of symbols]

[0087] 1, 401...Flight operation control device, 2...Weather information acquisition unit, 3...Aircraft information storage unit, 4...Map information storage unit, 5...Flight plan storage unit, 6...Noise impact range estimation unit, 7...Flight route design unit, 8...Communication means, 9...Aircraft / operator, 10...Aircraft, 21...Noise value range, 22, 22a, 22b, 22c...Noise impact range, 23...Wind speed distribution, 24a, 24b...Temperature distribution, 41, 441...Flight route, 42...River, 43...Densely populated area, 44...Wind (wind direction), 45...Waypoint, 46...Flight area, 47...Weather sensor, 210a, 210b...Approach limit line, 211a, 211b...Area inside approach limit line, 303...No-fly area, 402...Flight position detection unit, 403...Flight speed design unit, 445...Waypoint, 446...Flight area, 448...Waypoint area before change, 449...Waypoint area after change, 450...Wind (before change) 451...Wind (after change)

Claims

1. A weather information acquisition unit that acquires weather information on the flight path of the aircraft; An aircraft information storage unit that stores information on the structure and performance of the aircraft; A map information storage unit that stores map information including information on living areas and terrain; A noise impact range estimation unit that calculates the impact range of the noise generated by the aircraft based on at least the weather information, the aircraft information on the structure and performance of the aircraft, the map information, and the flight path; A flight path design unit that corrects the flight path based on the impact range of the noise calculated by the noise impact range estimation unit; The operation management device for the aircraft, characterized by comprising the above.

2. In the operation management device according to Claim 1, the weather information includes wind condition information having prediction information on wind speed and wind direction, and the noise impact range estimation unit sets the impact range of the noise based on an expansion coefficient of the noise propagation range according to the wind speed. The operation management device for the aircraft is characterized by this.

3. In the operation management device according to Claim 1, the weather information includes information on the temperature difference between the temperature on the ground and the temperature at the flight altitude of the aircraft, and the noise impact range estimation unit sets the impact range of the noise based on the information on the temperature difference. The operation management device for the aircraft is characterized by this.

4. In the operation management device according to Claim 1, the map information storage unit stores information on structures on the ground, and the noise impact range estimation unit sets the impact range of the noise based on the information on the structures on the ground and the terrain around the flight path. The operation management device for the aircraft is characterized by this.

5. In the operation management device according to Claim 1, the map information storage unit has prediction information on densely populated areas, and the flight path design unit designs the flight path while avoiding overlap between the noise impact range estimated by the noise impact range estimation unit and the densely populated areas. The operation management device for the aircraft is characterized by this.

6. In the operation management device according to Claim 1, the aircraft information storage unit has information on the propulsion performance of the aircraft, and the noise impact range estimation unit estimates the impact range of the noise generated by the aircraft serving as the noise source based on the information on the propulsion performance. The operation management device for the aircraft is characterized by this.

7. In the operation management device according to Claim 1, When the weather information, the current situation or predicted information of the map information changes, the flight path design unit corrects the flight path of the aircraft based on the noise influence range estimated by the noise influence range estimation unit 6. The flight operation management device of the aircraft is characterized by this.

8. In the flight operation management device according to claim 7, It is provided with a flight speed design unit for designing a plan of the flight speed of the aircraft. When the flight distance to the destination of the aircraft is changed due to the correction of the flight path, the flight speed design unit redesigns the flight speed so that there is no delay in the arrival time to the destination. The flight operation management device of the aircraft is characterized by this.

9. In the flight operation management device according to claim 1, When the flight path corrected based on the noise influence range overlaps with the flight prohibited area, the flight path design unit allows the overlap between the noise influence range and the densely populated area, and designs the flight path so as to avoid the overlap between the flight path 41 and the flight prohibited area. The flight operation management device of the aircraft is characterized by this.

10. In the flight operation management device according to claim 1, The noise influence range estimation unit is characterized in that the noise influence range divides a densely populated area into a plurality according to the population density, and sets the noise value to change according to the height of the population density. The flight operation management device of the aircraft is characterized by this.

11. In the flight operation management method of a flight operation management device for managing an aircraft flying along a flight path, Obtain the weather information of the flight path of the aircraft, Based on at least the weather information, the aircraft information of the structure and performance of the aircraft, the map information, and the flight plan, calculate the influence range of the noise generated by the aircraft, Based on the calculated influence range of the noise, correct the flight path. The flight operation management method of the aircraft is characterized by this.

12. In the flight operation management method according to claim 11, The weather information includes wind condition information having prediction information of wind speed and wind direction. Based on the expansion coefficient of the noise propagation range according to the wind speed, the influence range of the noise is set. The flight operation management method of the aircraft is characterized by this.

13. In the flight operation management method according to claim 11, The weather information includes information on the temperature difference between the temperature on the ground and the temperature at the flight altitude of the aircraft. Based on the information on the temperature difference, the influence range of the noise is set. The flight operation management method of the aircraft is characterized by this.

14. In the operation management method according to claim 11, An operation management method for the aircraft, characterized in that a noise influence range is set based on information on ground structures and terrain around the flight route.

15. In the operation management method according to claim 11, An operation management method for the aircraft, characterized in that the flight route is designed while avoiding overlap between the calculated noise influence range and densely populated areas.

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