Air mobility control system and air mobility control method

Abstract

To provide an air mobility control system that can perform an emergency landing promptly in the event of an emergency when an abnormality occurs in an aircraft during the flight of an air mobility.SOLUTION: An air mobility control system 100 and 100A includes: an air mobility control unit 101 that performs flight control of an air mobility 106; an air traffic control unit 102 that performs air traffic control of the air mobility 106 and selects a flight route and an emergency landing site based on information obtained from the air mobility control unit 101; a ground traffic control unit 104 that generates instructions for ground traffic to operate based on the flight route and the emergency landing site of the air mobility 106; a ground traffic management unit 105 that controls ground traffic means based on the instructions from the ground traffic control unit 104; and an interface 103 between air traffic control and ground traffic control that provides intercommunication of information between the air traffic control unit 102 and the ground traffic control unit 104.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an air mobility control system and an air mobility control method. [Background technology]

[0002] Air mobility is attracting attention as a next-generation means of transportation. If an abnormality occurs in the aircraft during flight, it is required to immediately land at a safe location on the ground. However, in urban areas, it is difficult to secure a place where air mobility can land due to the large area required.

[0003] Therefore, there is a problem that it is not possible to select a route to fly over urban areas because it is not possible to set an emergency landing site when flying air mobility over urban areas. Therefore, how to set an emergency landing site in urban areas is a challenge for the social implementation of air mobility.

[0004] One technology for setting possible landing sites for air mobility in emergencies is to always secure predetermined candidate landing sites (Patent Document 1). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2018-165870 A Summary of the Invention [Problem to be solved by the invention]

[0006] In order to secure emergency landing sites for air mobility in urban areas, it is necessary to set up areas along the air mobility flight route that can safely land with flight control performance that is set in response to abnormalities that occur in the air mobility aircraft, and that are free of obstacles such as people and objects.

[0007] However, in the technology described in Patent Document 1, only large spaces that are free of obstacles, such as existing airfields, vacant lots, and park plazas, are set as possible landing sites in the event of an emergency.

[0008] In particular, in urban areas where there is expected to be a large demand for air mobility, large spaces without such obstacles are likely to become the subject of urban development, making it difficult to set up emergency landing sites for air mobility in existing urban areas.

[0009] Therefore, a challenge is to provide a means of dynamically securing a possible landing site in an emergency when an abnormality occurs in the air mobility aircraft.

[0010] An object of the present invention is to provide an air mobility control system and an air mobility control method that can quickly perform an emergency landing in the event of an emergency in which an abnormality occurs in the aircraft during air mobility flight. [Means for solving the problem]

[0011] In order to achieve the above object, the present invention is configured as follows.

[0012] The air mobility control system comprises an air mobility control unit which performs flight control of air mobility, an air traffic control unit which performs air traffic control of the air mobility and selects a flight route and an emergency landing site based on information obtained from the air mobility control unit, a ground traffic control unit which generates operational instructions for ground traffic based on the flight route and the emergency landing site of the air mobility, a ground traffic control unit which controls ground transportation means based on instructions from the ground traffic control unit, and an air traffic control / ground traffic control interface which communicates information between the air traffic control unit and the ground traffic control unit.

[0013] In addition, the air mobility control method performs air traffic control for air mobility, selects a flight route and an emergency landing site for the air mobility, generates operational instructions for ground traffic based on the flight route and the emergency landing site for the air mobility, and controls ground transportation based on the operational instructions. Effect of the Invention

[0014] According to the present invention, it is possible to provide an air mobility control system and an air mobility control method that can dynamically set an appropriate area for landing in the event of an abnormality during flight, set a flight route, and dynamically ensure ground traffic regulations, thereby enabling a rapid emergency landing. This will enable air mobility to fly above the many major roads in cities, helping to promote the spread of air mobility. [Brief description of the drawings]

[0015] [Figure 1] FIG. 1 is a configuration diagram of an air mobility control system according to a first embodiment of the present invention. [Diagram 2] FIG. 1 is a flow diagram of an interface between air traffic control and ground traffic control in an air mobility operation system according to a first embodiment of the present invention. [Diagram 3] FIG. 13 is a diagram showing an example of how to determine the required shape of a landing site. [Figure 4] FIG. 1 is a diagram illustrating an example of a flight route selection method for air mobility. [Diagram 5] FIG. 13 is a diagram showing an example of a method for notifying ground traffic of a road closure. [Figure 6] FIG. 11 is a configuration diagram of an air mobility operation system according to a second embodiment of the present invention. [Figure 7] 11 is a flow chart showing a process for determining an air mobility flight route in the second embodiment of the present invention. [Figure 8] FIG. 11 is a diagram showing an example of a method for selecting a flight route for air mobility in the second embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] Hereinafter, embodiments 1 to 3 of the present invention will be described with reference to the drawings. The symbols used in embodiment 1 are synonymous and are also used in the description of the other embodiments. EXAMPLES

[0017] Example 1 In the first embodiment, the flight route of the air mobility is set on a road where an emergency landing site can be secured. If any abnormality occurs in the air mobility aircraft, it lands at an emergency landing site set up in advance in a certain area on the road, or lands at the destination.

[0018] A feature of this system is that the aircraft constantly issues direct or indirect traffic instructions to ground vehicles to ensure that emergency landing sites are not obstructed by people, cars, or other ground vehicles.

[0019] FIG. 1 is a system configuration diagram of an air mobility control system 100 according to the first embodiment.

[0020] In Figure 1, the air mobility control system 100 consists of an air mobility control unit 101 located in the aircraft of air mobility 106 (shown in Figure 4), an air traffic control unit 102 that gives instructions to the air mobility 106 such as flight routes, a ground traffic control unit 104 that controls the air traffic of the air mobility 106 and gives instructions to ground transportation such as walking and automobiles, an air traffic control / ground traffic control interface 103 that is an interface for exchanging information between the air traffic control unit 102 system and the ground traffic control unit 104, and a ground traffic control unit 105 that controls ground transportation based on instructions from the ground air traffic control unit 102.

[0021] An example of the configuration of the air mobility control unit 101 is a control computer installed on the air mobility 106 aircraft.

[0022] The air mobility control unit 101 performs flight control of the air mobility 106. In addition, the air mobility control unit 101 can communicate with the air traffic control unit 102, the ground traffic control unit 104, and the ground traffic control unit 105 so as to share the state of occurrence of a malfunction of the air mobility 106 aircraft, the control performance of the air mobility 106 at that time, and the control performance of the aircraft when the malfunction of the air mobility 106 has the greatest effect on the control performance of the aircraft.

[0023] An example of the configuration of the air traffic control unit 102 is a control computer installed on the ground.

[0024] The air traffic control unit 102 performs air traffic control of the air mobility 106, and selects a flight route and an emergency landing site based on information obtained from the air mobility control unit 106. The air traffic control unit 102 can communicate with the air mobility control unit 101, the ground traffic control unit 104, and the ground traffic control unit 105 so that the selected flight route and emergency landing site can be shared.

[0025] An example of the configuration of the air traffic control / ground traffic control interface 103 is a shared memory having an area shared between the air traffic control unit 102 and the ground traffic control unit 104 .

[0026] An example of the configuration of the ground traffic control unit 104 is a control computer that is connected to ground traffic and can issue commands to the ground traffic.

[0027] The ground traffic control unit 104 generates operational instructions for ground traffic based on the flight route and emergency landing point of the air mobility 106. The generated operational instructions can be mutually communicated so as to be shared with the air mobility control unit 101, the air traffic control unit 102, and the ground traffic control unit 105.

[0028] Examples of the configuration of the ground traffic control unit 105 include information presentation devices such as speakers and signal devices that issue commands to actual ground traffic, and a computer that controls the information presentation devices.

[0029] The ground traffic control unit 105 can share information that a fault has occurred in the air mobility system 106 through mutual communication.

[0030] FIG. 2 is a flow chart showing a process for determining an air mobility flight route in the first embodiment.

[0031] In FIG. 2, first, the air traffic control unit 102 performs a process 201 of connecting two points with a line segment based on information on the takeoff point and landing point of the air mobility 106 under normal conditions obtained from the air mobility control unit 101.

[0032] Next, the air traffic control unit 102 performs process 202 for mapping known emergency landing points existing around the line segment determined in process 201.

[0033] Next, the ground traffic control unit 104 performs process 203 to map information on arterial roads where landing is possible that exist around the line segment obtained in process 201. Then, the ground traffic control unit 104 transmits the mapping result to the air traffic control unit 102 via the air traffic control / ground traffic control interface 103.

[0034] Next, the air traffic control unit 102 performs a process 204 of mapping areas on the mapped highways where emergency landings are possible.

[0035] Finally, in process 205, the air traffic control unit 102 determines a flight route for the air mobility 106 based on the control performance of the aircraft when the control performance of the air mobility 106 is most significantly affected, the takeoff point of the air mobility 106 under normal conditions, the landing point of the air mobility 106 under normal conditions, possible landing points in the vicinity of the air mobility 106, and the position information of major roads on which the air mobility 106 can land.

[0036] That is, the air traffic control unit 102 performs process 205 to select a route that passes through a section on a main road where an emergency landing is possible and also passes through the landing point, takeoff point, and landing point mapped in process 202, using equation (1) described later. The selected route is shared by the air traffic control unit 102 with the air mobility control unit 101 and the ground traffic control unit 105.

[0037] The first embodiment is characterized in that an emergency landing site that allows a safe landing is always secured even in a failure mode that most impairs the flight performance of the air mobility 106 (hereinafter, referred to as the maximum failure mode) among failure modes that are expected to occur with a certain probability or higher during the flight of the air mobility 106. The air mobility control unit 101 holds the flight performance of the air mobility 106 in the maximum failure mode in advance as a numerical value, and shares it with the air traffic control unit 102.

[0038] The air traffic control unit 102 selects a landing site based on the flight performance of the air mobility 106 in the maximum failure mode. By sharing the flight performance with the air traffic control unit 102, it becomes possible to select a flight route that is not dependent on a candidate landing site where landing is impossible when the maximum failure mode occurs, so that a safe flight route for the air mobility 106 can be set.

[0039] In this case, in order to define an emergency landing site where a safe landing is possible, it is necessary to determine the shape of the landing site. The shape of the landing site is calculated from the flight performance of the air mobility 106 in the maximum failure mode.

[0040] FIG. 3 is a diagram showing an example of how to determine the shape required for the landing point. For the flight performance of the air mobility 106 in the maximum failure mode, the standard deviation of the actual position from the target position when the air mobility 106 receives a hovering command (hereinafter, the position deviation during hovering) may be used. Note that other indices may be used as a method of expressing flight performance.

[0041] When the air mobility 106 makes an emergency landing, in order to prevent the aircraft from deviating from the emergency landing site, it is necessary to have a landing site area with a sufficient margin based on the flight performance of the air mobility 106 in the maximum failure mode. If it is assumed that the position deviation during hovering is normally distributed, then if a value three times the standard deviation is taken, 99.7% of all data can be covered. Using this, if the landing possible area 303 has a shape such that a circle 302 with a radius 301 three times the length of the position deviation during hovering fits inside the landing site, it can be determined that at least 99.7% of the time, the aircraft can land without interference from other objects when the maximum failure mode occurs.

[0042] After determining the area required for the emergency landing site, a flight route that can secure the emergency landing site is selected. The initial position and destination of the air mobility 106, nearby possible takeoff and landing sites, and the airspace above roads that can be flown over and can secure sufficient area for an emergency landing are selected, and the route connecting these is selected as the flight route for the air mobility 106. An example of an evaluation function for flight route selection is shown in the following formula (1).

[0043]

number

[0044] In formula (1), f is the evaluation function, k length is the gain for the flight route, L is the flight route length, k ladingsite is the gain for the distance to the emergency landing point, Ps is the flight route takeoff point, Pg is the flight route landing point, D ladingsite (x) is the distance to the nearest emergency landing site, and x is a point (three-dimensional vector) on the flight route.

[0045] In this case, D in Eq. (1) ladingsite (x) can be defined as follows:

[0046]

number

[0047] FIG. 4 is a diagram showing an example of a method for selecting a flight route for air mobility 106 using equation (1).

[0048] 4, route A403, which connects the takeoff point 401 and landing point 402 of the air mobility 106 in a straight line, is not selected because there is no emergency landing point near route A403. On the other hand, route B405, which flies along a trunk road 404, is selected because the trunk road 404 can be used as an emergency landing point. Route C407, which flies along a trunk road 406, is not selected because the route length is longer than that of route B405.

[0049] After the flight route of the air mobility 106 is determined, the air mobility 106 is caused to fly to the destination along the determined flight route. At this time, when flying over the road previously selected, all ground traffic including people and vehicles is closed at least directly under the air mobility 106 even in a state where no abnormality is occurring in the air mobility 106, in order to enable immediate landing no matter when the air mobility 106 aircraft enters the maximum failure mode.

[0050] FIG. 5 is a diagram showing an example of a method for notifying ground traffic of a road closure.

[0051] In Fig. 5, the method of notifying ground traffic of the road closure can be a method in which the air mobility 106 uses sound or light to directly notify the ground of the instruction visually or audibly, or a method in which the air mobility 106 notifies the ground indirectly using visual, audible, or tactile senses through a medium such as a ground-side facility or communication device. As an example of using light, project mapping can be used.

[0052] As shown in Figure 5, indirect visual methods include sending information to information media on the ground (smartphones and car navigation systems), sending road closure notifications via signs on the ground, sending road closure notifications via traffic lights on the ground, and manipulating road lanes on the ground (for example, changing the center line between night and day).

[0053] Indirect auditory methods include providing information through street speakers, ground station staff, robots, etc.

[0054] Indirect tactile methods include notifying the driver by vibrating the steering wheel of the vehicle, or notifying the driver by intervening in the steering operation to encourage the driver to avoid the collision.

[0055] If an abnormality actually occurs in the aircraft during the flight of the air mobility 106, the decision is made as to whether the emergency landing site of the air mobility 106 should be an emergency landing site set on the previous route or the destination. At this time, if the failure mode that has occurred is not the maximum failure mode, the flight performance of the air mobility 106 is better than the worst-case assumption.

[0056] For this reason, since the shape required for the emergency landing site can be reduced, there will be possible landing sites other than the emergency landing sites set when the flight route was selected. Therefore, the emergency landing site will be selected taking into account the newly generated possible landing sites. If the emergency landing site closest to the current position is farther away than the destination, the aircraft will fly to the destination.

[0057] In addition, air mobility 106 is capable of detecting weather changes, and even if weather changes impair the flight performance of air mobility 106 and equipment does not function normally, air mobility control unit 101 can determine that a malfunction has occurred in the air mobility 106 aircraft, and the air traffic control unit 102, ground traffic control unit 104, and ground traffic control unit 105 can operate to select an emergency landing site and flight route, and implement traffic restrictions.

[0058] As described above, the first embodiment of the present invention is configured to set up possible landing areas on major roads near the flight route of the air mobility 106, and dynamically ensure the setting of appropriate areas for landing in the event of an abnormality during flight, the setting of flight routes, and the regulation of ground traffic.

[0059] Therefore, according to the first embodiment of the present invention, an air mobility control system and an air mobility control method can be provided that can quickly perform an emergency landing in the event of an emergency in which an abnormality occurs in the aircraft during the flight of air mobility 106.

[0060] Example 2 Next, a second embodiment of the present invention will be described.

[0061] The air mobility control system of the second embodiment differs from that of the first embodiment in that it takes into consideration the pedestrian flow situation on the ground when selecting a flight route. This makes it possible to select a route above an area with less pedestrian flow compared to the first embodiment, thereby reducing the impact on the ground caused by the flight of the air mobility 106.

[0062] Fig. 6 is a system configuration diagram of an air mobility control system 100A in the embodiment 2. The difference from the embodiment 1 shown in Fig. 1 is that a ground people flow information storage unit 601 that adds ground people flow information to the air traffic control / signal control interface 103 is added.

[0063] The people flow information stored in the ground people flow information storage unit 601 may use real-time data calculated from the position information of various information devices and street camera images, or may use statistically processed data from the past. Examples of the configuration of the ground people flow information storage unit 601 include information devices such as hard disks and SSDs.

[0064] 7 is a flow chart showing a flow of determining a flight route of the air mobility 106 in the second embodiment. The difference between the first embodiment and the second embodiment is that when selecting a flight route that can secure an emergency landing site, information on the flow of people immediately below the flight route is taken into consideration, and a route is selected so that the flow of people immediately below the flight of the air mobility 106 is minimized as much as possible. In other words, in FIG. 7, process 205 in FIG. 2 becomes process 705. The difference between process 205 and process 705 is that process 205 selects a route using formula (1), whereas process 705 selects a route using formula (3) described later.

[0065] An example of an evaluation function that selects a flight route taking into account people flow information in addition to the initial position and destination of the air mobility 106, nearby possible takeoff and landing points, and road information above which flight and emergency landing are possible, which have already been taken into account in Example 1, is shown in the following equation (3).

[0066]

number

[0067] In equation (3), k trafic is the gain for traffic volume, T density (x) is the traffic volume directly below a point on the flight route.

[0068] Figure 8 is an example of a method for selecting a flight route for air mobility using formula (3). In Figure 8, route B405, which flies along a trunk road 404, has a large evaluation function because there is an area 808 with heavy traffic volume around the trunk road 404. On the other hand, route C407, which flies along a trunk road 406, has a longer route length than route B405, but has an area 809 with light traffic volume around the trunk road 406, so the evaluation function is smaller than that of route B405, and this route B405 is selected.

[0069] According to the second embodiment of the present invention, in addition to being able to obtain the same effect as the first embodiment, it is possible to select a route above areas with low population flow, thereby obtaining the effect of reducing the impact on the ground caused by the flight of air mobility 106.

[0070] As in Example 1, in Example 2, the air mobility 106 is capable of detecting weather changes, and can similarly select an emergency landing site and flight route even if the flight performance of the air mobility 106 is impaired due to weather changes.

[0071] Example 3 Next, an embodiment of the present invention will be described.

[0072] In the above-mentioned embodiment 1, in order to enable the air mobility 106 to land immediately even if the aircraft enters maximum failure mode, all ground traffic, including people and vehicles, is closed at least directly below the air mobility 106 even if no abnormality is occurring in the air mobility 106.

[0073] In contrast, the air mobility control system of Example 3 places as few restrictions on ground traffic as possible until an abnormality (failure) occurs in the air mobility 106 aircraft, and secures an avoidance route for ground traffic so that an emergency landing site can be set up when an abnormality (failure) occurs, thereby restricting ground traffic.

[0074] This will allow traffic restrictions on ground traffic to be kept to a minimum.

[0075] The configuration of the air mobility control system in the third embodiment is similar to that of the air mobility control system 100 in the first embodiment, and therefore is not shown in the figures.

[0076] The operations of the ground traffic control unit 104 and the ground traffic control unit 105 shown in the first embodiment are different between the first embodiment and the third embodiment in the above-mentioned respects.

[0077] In addition, the method of taking into account the people flow information added in the second embodiment into the selection of air mobility flight routes may be incorporated into the third embodiment.

[0078] In the third embodiment, in order to minimize the impact on ground traffic, the air mobility 104 is flown without closing ground traffic. In this case, there is always a possibility that an abnormality occurs in the aircraft during the flight of the air mobility 106, and a main road directly below the air mobility 106 is selected as the nearest emergency landing site.

[0079] For this reason, on the main roads on which the air mobility 106 passes, it is necessary to always enable ground traffic to avoid the area directly under the air mobility 106. The method of transmitting the avoidance route to ground traffic is the method shown in Figure 5.

[0080] When the air mobility 106 flies above a highway, an emergency landing site is always secured on the highway directly below in case the air mobility 106 falls into the maximum failure mode. At this time, the shape of the emergency landing site required in the maximum failure mode is as shown in Figure 3.

[0081] Here, the area on the main road that can secure an area satisfying the shape of the emergency landing point and is closest to the flying air mobility 106 is defined as the "nearest emergency landing point on the main road." Within the area of ​​the nearest emergency landing point on the main road, during the period when the emergency landing point is actually the nearest emergency landing point from the air mobility 106, an avoidance route from the emergency landing point is always provided to traffic within the area, or traffic is restricted.

[0082] In the case of providing an avoidance route, when ground traffic within the area of ​​the emergency landing site on the main road receives information that the air mobility 106 is making an emergency landing, the traffic immediately moves out of the area of ​​the emergency landing site on the main road according to the avoidance route that the traffic received in advance. For traffic that cannot provide an avoidance route or cannot move along the avoidance route that is provided in advance, traffic restrictions are imposed in a manner that does not allow traffic within the area of ​​the emergency landing site.

[0083] According to the third embodiment, in addition to the same effects as those of the first embodiment, it is possible to obtain an effect that traffic restrictions on ground traffic can be kept to a minimum. [Explanation of symbols]

[0084] 100, 100A... Air mobility control system, 101... Air mobility control unit, 102... Air traffic control unit, 103... Air traffic control / ground traffic control interface, 104... Ground traffic control unit, 105... Ground traffic control unit, 106... Air mobility, 301... Three times the length of the position deviation when the aircraft is hovering, 302... Circle with radius 301, 303... Possible landing area, 401... Takeoff point, 402... Landing point, 403... Route A, 404, 406... Main road, 405... Route B, 407... Route C, 601... Ground people flow information storage unit, 808... Area with high traffic volume, 809... Area with low traffic volume

Claims

1. An air mobility control unit that controls the flight of the air mobility; An air traffic control unit that performs air traffic control of the air mobility and selects a flight route and an emergency landing site based on information obtained from the air mobility control unit; A ground traffic control unit that generates operational instructions for ground traffic based on the flight route of the air mobility and the landing point in the emergency, a ground traffic control unit that controls ground transportation means based on instructions from the ground traffic control unit; an air traffic control / ground traffic control interface for mutual communication of information between the air traffic control unit and the ground traffic control unit; An air mobility control system comprising:

2. In the air mobility control system according to claim 1, The air mobility control unit shares, through mutual communication, with the air traffic control unit, the ground traffic control unit, and the ground traffic control unit, the failure occurrence state of the air mobility aircraft, the control performance of the air mobility at that time, and the control performance that is most significantly affected by the failure occurrence state of the air mobility aircraft; The air traffic control unit shares the selected flight route and the landing site in an emergency with the air mobility control unit, the ground traffic control unit, and the ground traffic control unit; An air mobility control system characterized in that the ground traffic control unit shares operational instructions for the ground traffic with the air mobility control unit, the air traffic control unit, and the ground traffic control unit.

3. In the air mobility control system according to claim 2, The air traffic control unit determines the flight route of the air mobility based on the control performance that has the greatest impact on the control performance of the aircraft of the air mobility, the takeoff point of the air mobility under normal conditions, the landing point of the air mobility under normal conditions, possible landing points in the vicinity of the air mobility, and location information of major roads on which the air mobility can land.

4. In the air mobility control system according to claim 2, An air mobility control system characterized by notifying ground traffic of instructions from the ground traffic control department directly or indirectly from the air mobility through visual, auditory, and tactile senses.

5. In the air mobility control system according to claim 2, An air mobility control system comprising a ground people flow information storage unit that acquires ground people flow information and shares the acquired ground people flow information with the air mobility control unit, the air traffic control unit, the ground traffic control unit, and the ground traffic control unit.

6. In the air mobility control system according to claim 5, The air traffic control unit determines the flight route of the air mobility based on the control performance that has the greatest impact on the control performance of the aircraft of the air mobility, the takeoff point of the air mobility under normal conditions, the landing point of the air mobility under normal conditions, possible landing points in the vicinity of the air mobility, location information of major roads on which the air mobility can land, and ground pedestrian flow information.

7. In the air mobility control system according to claim 2, The ground traffic control unit 105 is an air mobility control system characterized by restricting ground traffic when a malfunction occurs in the air mobility aircraft on a major road selected as an emergency landing site for the air mobility.

8. In the air mobility control system according to claim 2, The air mobility control system is characterized in that the air mobility control unit determines that a malfunction has occurred in the air mobility's aircraft even if weather changes impair the flight performance of the air mobility and equipment does not function normally.

9. Carrying out air traffic control for air mobility, and selecting flight routes and emergency landing sites for said air mobility; Generate, for ground traffic, an instruction for an operation for the ground traffic based on the flight route of the air mobility and the emergency landing point; An air mobility control method, characterized by controlling ground transportation based on the operation instructions.

10. The air mobility control method according to claim 9, An air mobility control method characterized by determining the flight route of the air mobility based on the control performance that has the greatest impact on the air mobility, the takeoff point of the air mobility under normal conditions, the landing point of the air mobility under normal conditions, possible landing points in the vicinity of the air mobility, and position information of major roads on which the air mobility can land.

11. The air mobility control method according to claim 9, An air mobility control method, characterized in that the air mobility directly or indirectly notifies the ground traffic of operational instructions through visual, auditory, or tactile senses.

12. The air mobility control method according to claim 9, An air mobility control method characterized by determining a flight route for the air mobility vehicle based on the control performance that has the greatest impact on the air mobility vehicle's aircraft, the takeoff point of the air mobility vehicle under normal conditions, the landing point of the air mobility vehicle under normal conditions, possible landing points in the vicinity of the air mobility vehicle, location information of major roads on which the air mobility vehicle can land, and information on people flow on the ground.

13. The air mobility control method according to claim 9, An air mobility control method, characterized by restricting ground traffic when a malfunction occurs in an air mobility aircraft on a major road selected as an emergency landing site for the air mobility.

14. The air mobility control method according to claim 9, An air mobility control method characterized by determining that a malfunction has occurred in the air mobility aircraft even when the flight performance of the air mobility vehicle is impaired due to weather changes and equipment does not function normally.

Images