Air mobility operation system, air mobility operation method, program, and hub port
Patent Information
- Application Number
- JP2023129779
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-08-09
- Publication Date
- 2025-02-21
Smart Images
Figure 2025025206000001_ABST
Abstract
Description
[Technical field]
[0001] The present invention relates to an air mobility operation system, an air mobility operation method, a program, and a hub port. [Background technology]
[0002] In recent years, various efforts have been made to put air mobility into practical use. For example, development of an aircraft called eVTOL (Electric Vertical Take-Off and Landing aircraft) is underway. eVTOL is also called a "flying car" and is expected to be used for logistics and transportation of people on air routes, as well as for autonomous driving. For this reason, the widespread use of eVTOL is expected to alleviate traffic congestion in urban areas and the shortage of logistics drivers due to the declining birthrate and aging population. In order to realize an air mobility society in which air mobility is widespread, it is necessary to install ports for air mobility in various places. For this reason, in addition to the development of air mobility, the development of ports for air mobility is also progressing.
[0003] For example, Patent Document 1 below discloses technology relating to a port that can suppress the effects of downwash when air mobility takes off and lands, and stabilize the takeoff and landing of air mobility in a space-saving port. Furthermore, the following Patent Document 2 discloses a technique relating to a port that can be expanded by adding or adding various functions according to the needs of the user. [Prior art documents] [Patent documents]
[0004] [Patent Document 1] JP 2023-28989 A [Patent Document 2] JP 2022-163987 A Summary of the Invention [Problem to be solved by the invention]
[0005] In order to popularize air mobility, it is important to improve the operating rate of air mobility. In order to improve the operating rate of air mobility, it is expected that the number of air mobility aircraft will exceed the capacity of the ports installed in each location. In this case, in order to operate air mobility smoothly, it is necessary to install the number of ports corresponding to the number of air mobility aircraft supplied. However, for example, in urban areas, there are limited locations where ports can be installed, so there is a risk that the number of ports will be insufficient to cope with the increase in the number of air mobility aircraft, which could affect the smooth operation of air mobility. Therefore, it is desirable to build a system that can operate air mobility smoothly by efficiently operating the limited ports. The above Patent Documents 1 and 2 disclose technologies related to takeoff and landing and storage ports for air mobility, but neither of them is a technology that can contribute to the construction of a system that can operate air mobility smoothly.
[0006] In view of the above-mentioned problems, an object of the present invention is to provide an air mobility operation system, an air mobility operation method, a program, and a hub port that can realize smooth air mobility operation in an air mobility society. [Means for solving the problem]
[0007] In order to solve the above-mentioned problems, an air mobility operation system according to one embodiment of the present invention is an air mobility operation system comprising: an identification information acquisition unit that acquires identification information of an air mobility vehicle operating between a plurality of ports when the air mobility vehicle takes off or lands at each port; a log information update unit that updates operation log information indicating a log related to the operation of the air mobility vehicle, which is information associated with the acquired identification information of the air mobility vehicle, to the latest information; and an operation plan determination unit that determines an operation plan for each air mobility vehicle operating between the plurality of ports based on the updated operation log information.
[0008] An air mobility operation method according to one embodiment of the present invention is an air mobility operation method executed by a computer, including an identification information acquisition process for acquiring identification information of an air mobility vehicle taking off or landing between a plurality of ports when the air mobility vehicle takes off or lands at each port, a log information update process for updating operation log information indicating a log related to the operation of the air mobility vehicle, which is information associated with the acquired identification information of the air mobility vehicle, to the latest state, and an operation plan determination process for determining an operation plan for each air mobility vehicle operating between the plurality of ports based on the updated operation log information.
[0009] A program according to one embodiment of the present invention is a program for causing a computer to function as: an identification information acquisition means for acquiring identification information of an air mobility vehicle operating between a plurality of ports when the air mobility vehicle takes off and lands at each port; a log information update means for updating operation log information indicating a log related to the operation of the air mobility vehicle, which is information associated with the acquired identification information of the air mobility vehicle, to the latest state; and an operation plan determination means for determining an operation plan for each air mobility vehicle operating between the plurality of ports based on the updated operation log information.
[0010] A hub port according to one embodiment of the present invention is a hub port that has a space on the upper outside of a housing for air mobility to take off and land, and has a first space with multiple levels inside the housing, and a second space equipped with facilities for moving the air mobility that has landed outside the housing to one of the multiple levels, each of the multiple levels being used as a space for maintaining the air mobility or a space for parking the air mobility. Effect of the Invention
[0011] According to the present invention, it is possible to realize smooth operation of air mobility in an air mobility society. [Brief description of the drawings]
[0012] [Figure 1] FIG. 1 is a diagram showing an overview of an air mobility operation service according to an embodiment of the present invention. [Diagram 2] 2 is a diagram illustrating an example of the configuration of a hub port according to the embodiment. FIG. [Diagram 3] 2 is a diagram illustrating an example of the configuration of a hub port according to the embodiment. FIG. [Figure 4] FIG. 1 is a block diagram showing an example of the configuration of an air mobility operation system according to an embodiment of the present invention. [Diagram 5] FIG. 2 is a block diagram showing an example of a functional configuration of an air mobility operation server according to the present embodiment. [Figure 6] FIG. 11 is a diagram illustrating an example of updating log information according to the embodiment. [Figure 7] 1 is a flowchart showing an example of a flow of operations using the air mobility operation system according to this embodiment. [Figure 8] 13 is a flowchart showing an example of a detailed flow of a process for determining an operation plan according to the present embodiment. [Figure 9] 4 is a flowchart showing an example of a flow of aircraft operation at a hub port according to the present embodiment. [Figure 10]11 is a flowchart showing an example of the flow of the adjustment process for the operation interval of air mobility according to this embodiment. [Figure 11] 1 is a flowchart showing an example of the operational flow from when a landing request is made to a vertiport in this embodiment to when landing permission is issued. [Figure 12] 13 is a flowchart showing an example of a flow of operations after flight operations according to the present embodiment are completed. [Figure 13] 1 is a flowchart showing an example of an operational flow when using the air mobility operation system according to this embodiment in the event of a disaster. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0013] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In addition, in the drawings, mutually orthogonal X-axis, Y-axis, and Z-axis are shown as necessary. On each axis, the direction in which the arrow extends is called the "positive direction," and the direction opposite to the positive direction is called the "negative direction."
[0014] <1. Overview of Air Mobility Operation Service> An overview of the air mobility flight service will be described with reference to Fig. 1. Fig. 1 is a diagram showing an overview of the air mobility flight service according to the present embodiment.
[0015] The air mobility operation service according to the present embodiment is a service in which air mobility operates between a plurality of ports. Air mobility is used as a means of transporting goods and people between a plurality of ports. The air mobility is, for example, an aircraft called eVTOL (Electric Vertical Take-Off and Landing aircraft), but is not limited to such an example. The power source of the air mobility is, for example, electricity, and the supply source is a storage battery (battery) or a fuel cell. The fuel for the fuel cell is, for example, hydrogen. Hereinafter, the present embodiment will be described using an example in which the power source of the air mobility is electricity and the supply source is a battery as an example.
[0016] The multiple ports in this embodiment include vertiports (first ports) that are used as destinations in air mobility operations, and hub ports (second ports) that are used as stopovers. A vertiport is a port that has space for air mobility to take off and land. A hub port is a port that has space for air mobility to take off and land, for maintenance, and for parking. Maintenance of air mobility includes, for example, refueling and servicing of air mobility. The hub port has a space inside the housing that is divided into multiple levels according to the purpose of use (maintenance, parking, etc.) The details of the configuration of the hub port will be described later.
[0017] In Fig. 1, three vertiports VP1-VP3 and one hub port HP are shown as an example of a plurality of ports. In addition, in Fig. 1, four air mobilities EM1-EM4 are shown as an example of a plurality of air mobilities operating between a plurality of ports. Note that the number of vertiports VP, the number of hub ports HP, and the number of air mobilities EM are not particularly limited.
[0018] The air mobility EM according to this embodiment operates between a plurality of ports according to an operation plan. In the operation plan, for example, a departure point, a destination point, a scheduled takeoff and landing time, an operation route, and the like are set. Basically, a route is set in the operation route for the air mobility EM to move from the vertiport VP, which is the departure point, to the vertiport VP, which is the destination. If necessary, a route is set in the operation route for the air mobility EM to move from the vertiport VP, which is the departure point, to the vertiport VP, which is the destination, via the hub port HP, which is the stopover point. For example, in the example shown in Figure 1, the flight plan of air mobility EM1 is set with a route from vertiport VP1 to vertiport VP2 as the flight route. In this case, when vertiport VP2 is available, air mobility EM1 operates according to the flight plan.
[0019] Also, suppose that the operation plan of the air mobility EM2 has a route from vertiport VP2 to vertiport VP3 set as an operation route. However, the air mobility EM3 is parked at the vertiport VP3. Also, suppose that the air mobility EM4 arrives at the vertiport VP3 before the air mobility EM2. In this case, if the air mobility EM2 moves to the vertiport VP3 according to the operation plan, it will have to wait in the air until the air mobility EM3 and the air mobility EM4 take off from the vertiport VP3, resulting in an inefficient operation. Therefore, in this embodiment, in such a situation, the operation plan is changed so that the operation of the air mobility EM2 becomes efficient. For example, the operation route is changed so that the air mobility EM2 moves to the vertiport VP3 via the vacant hub port HP. If necessary, maintenance such as refueling and repairs may be performed at the hub port HP. This allows the driver of the air mobility EM2 to make effective use of his time.
[0020] In this way, the air mobility operation service of this embodiment makes it possible to realize smooth air mobility operations in an air mobility society by changing the air mobility operation plan depending on the operating status of each air mobility service and the utilization status of each port.
[0021] <2. Hub port configuration> The outline of the air mobility operation system according to this embodiment has been described above. Next, the configuration of the hub port according to this embodiment will be described with reference to Figs. 2 and 3. Figs. 2 and 3 are diagrams showing an example of the configuration of the hub port according to this embodiment. Fig. 2 is a diagram showing the hub port from above (from the positive direction to the negative direction of the Z axis). Fig. 3 is a diagram showing the hub port from the side (from the negative direction to the positive direction of the Y axis).
[0022] As shown in Fig. 2, the hub port HP is composed of a maintenance building 1 and a lift building 2. The hub port HP may be a single housing in which there is no distinction between the housing of the maintenance building 1 and the housing of the lift building 2, or the maintenance building 1 and the lift building 2 may be a single housing in which independent housings are connected together. The hub port HP has a charging space SP1 for charging the battery of the air mobility EM, located at the upper outside of the housing of the maintenance building 1. The charging equipment 3 is a facility for supplying power to the air mobility EM to charge the battery. The hub port HP has a takeoff and landing space SP2, which is a space for the air mobility EM to take off and land, on the upper outside of the housing of the lift tower 2. The air mobility EM takes off and lands on the lift platform 4, which also functions as the ceiling of the lift tower 2.
[0023] As shown in Figure 3, the hub port HP has a maintenance space SP3 (first space) inside the housing, which is a space with multiple levels, and an elevator space SP4 (second space) which is a space provided with equipment (elevation equipment) for moving air mobility EM that has landed outside the housing to one of the multiple levels. Each of the multiple floors is used as a space for maintaining the air mobility EM or a space for parking the air mobility EM. Specifically, as shown in Fig. 3, the maintenance space SP3 is divided into three floors: a maintenance space SP5 for performing maintenance such as charging and servicing, and parking spaces SP6 and SP7 for parking air mobility such as air mobility EM5 and air mobility EM6. In the lift space SP4, like the air mobility EM7, the air mobility EM can be moved to any floor by the lift platform 4.
[0024] <3. Air Mobility Operation System Configuration> The configuration of the hub port according to this embodiment has been described above. Next, the configuration of the air mobility operation system according to this embodiment will be described with reference to Fig. 4. Fig. 4 is a block diagram showing an example of the configuration of the air mobility operation system according to this embodiment. The air mobility operation system 1000 shown in FIG. 4 is a system for operating the air mobility operation service described with reference to FIG. 4, the air mobility operation system 1000 includes an air mobility EM, a vertiport VP, a hub port HP, and an air mobility operation server 40. The network NW may be configured to transmit and receive information using, for example, a local area network (LAN), a wide area network (WAN), a telephone network (mobile phone network, landline telephone network, etc.), a regional Internet Protocol (IP) network, the Internet, etc.
[0025] (1) Air Mobility EM As shown in FIG. 4, the air mobility EM includes a display terminal 10 and a tag 11.
[0026] (1-1) Display terminal 10 The display terminal 10 is a terminal for displaying an operation plan. The display terminal 10 may be, for example, a display device or a touch screen (touch panel) that the air mobility EM has as hardware, or may be a terminal such as a smartphone, a tablet terminal, or a PC (Personal Computer).
[0027] (1-2) Tag 11 The tag 11 is a tag having identification information of the air mobility EM. The tag 11 may be, for example, a tag on which a one-dimensional code or two-dimensional code including the identification information of the air mobility EM is printed, or may be an IC (Integrated Circuit) tag or an RF (Radio Frequency) tag on which the identification information of the air mobility EM is written. The one-dimensional code or two-dimensional code may be printed directly on the housing of the air mobility EM. The driver DV of the air mobility EM has an ID card 12 that can read his / her own identification information. The ID card 12 is, for example, a registration card with face authentication. The ID card 12 may have a one-dimensional code or two-dimensional code printed thereon that includes the driver DV's identification information, or may have an IC chip with the driver DV's identification information written therein.
[0028] (2) Vertiport VP The vertiport VP comprises a vertiport terminal 20 and a reader 21, as shown in FIG.
[0029] (2-1) Vertiport Terminal 20 The vertiport terminal 20 is a terminal used in the vertiport VP. The vertiport terminal 20 is, for example, a smartphone, a tablet terminal, or a PC (Personal Computer).
[0030] (2-2) Reading device 21 The reading device 21 is a device for reading the identification information of the air mobility EM and the identification information of the driver DV from the tag 11 of the air mobility EM and the ID card 12 of the driver DV, respectively, when the air mobility EM takes off and lands at the vertiport VP. Each piece of identification information read by the reading device 21 is transmitted from the vertiport terminal 20 to the air mobility operation server 40 via the network NW. The reading of each piece of identification information by the reading device 21 may be performed manually by a user's operation, or may be performed automatically by the reading device 21 provided in a position where it can be read automatically.
[0031] (3) Hubport HP As shown in FIG. 4, the hub port HP includes a hub port terminal 30 and a reader 31.
[0032] (3-1) Hub port terminal 30 The hub port terminal 30 is a terminal used in the hub port HP. The hub port terminal 30 is, for example, a smartphone, a tablet terminal, or a PC.
[0033] (3-2) Reading device 31 The reading device 31 is a device for reading the identification information of the air mobility EM and the identification information of the driver DV from the tag 11 of the air mobility EM and the ID card 12 of the driver DV, respectively, when the air mobility EM takes off and lands at the hub port HP. Each piece of identification information read by the reading device 31 is transmitted from the hub port terminal 30 to the air mobility operation server 40 via the network NW. The reading of each piece of identification information by the reading device 31 may be performed manually by a user's operation, or may be performed automatically by the reading device 31 provided in a position where it can be read automatically.
[0034] (4) Air mobility operation server 40 The air mobility operation server 40 is a server that executes processes for managing the operation of the air mobility EM, and is an example of an air mobility operation device. The air mobility operation server 40 is configured with one or more servers (for example, cloud servers).
[0035] <4. Functional configuration of the air mobility operation server> The configuration of the air mobility operation system 1000 according to this embodiment has been described above. Next, the functional configuration of the air mobility operation server 40 according to this embodiment will be described with reference to Figures 5 and 6. Figure 5 is a block diagram showing an example of the functional configuration of the air mobility operation server 40 according to this embodiment. As shown in FIG. 5, the air mobility operation server 40 includes a communication unit 410, a memory unit 420, and a control unit 430.
[0036] (1) Communications Department 410 The communication unit 410 has a function of transmitting and receiving various information. For example, in communication with the display terminal 10 via the network NW, the communication unit 410 transmits information indicating an operation plan (hereinafter also referred to as "operation plan information") and information for guiding the air mobility EM to each port (hereinafter also referred to as "guidance information"), and receives information indicating the contents of a report from the driver DV (hereinafter also referred to as "report information"). In addition, in communication with the vertiport terminal 20 via the network NW, the communication unit 410 transmits information requesting permission for takeoff and landing of the air mobility EM to the vertiport VP, and receives identification information of the air mobility EM, identification information of the driver DV, information indicating whether the request has been approved or not, etc. In addition, in communication with the hub port terminal 30 via the network NW, the communication unit 410 transmits information requesting permission for takeoff and landing of the air mobility EM to the hub port HP, and receives identification information of the air mobility EM, identification information of the driver DV, information indicating whether the request has been approved or not, etc.
[0037] (2) Storage section 420 The storage unit 420 has a function of storing various information. The storage unit 420 is configured by a storage medium provided as hardware in the air mobility operation server 40, such as a hard disk drive (HDD), a solid state drive (SSD), a flash memory, an electrically erasable programmable read only memory (EEPROM), a random access read / write memory (RAM), a read only memory (ROM), or any combination of these storage media.
[0038] As shown in FIG. 5, the storage unit 420 includes a flight log information storage unit 421, a work log information storage unit 422, and a flight plan information storage unit 423.
[0039] (2-1) Flight log information storage unit 421 The flight log information storage unit 421 has a function of storing flight log information. The flight log information is information associated with the identification information of the air mobility EM, and is information indicating a log related to the flight of the air mobility EM. The flight log information is, for example, the identification information of the air mobility EM, takeoff and landing records, continuous flight time, flight distance, remaining fuel, maintenance records, GPS (Global Positioning System) information, reports from the driver DV, inspection data, etc. The takeoff and landing records are, for example, information indicating the port where the aircraft took off and landed, and the actual takeoff and landing times. The takeoff and landing records times are the actual times of departure (takeoff) from the port and arrival (landing) at the port. The continuous flight time is the time from takeoff to landing, and can be calculated from the actual times of takeoff and landing. The flight distance can be determined based on GPS information. The items reported by the driver DV are items that the driver inputs at his / her discretion, such as any unusual sensations in the aircraft. The inspection data is data related to the inspection of the air mobility EM, such as the date and time that have passed since the last inspection.
[0040] (2-2) Work log information storage unit 422 The work log information storage unit 422 has a function of storing work log information. The work log information is, for example, information associated with the identification information of the driver DV, and is information indicating a log related to the work of the driver DV. The work log information is, for example, the identification information of the driver DV, the working hours of the driver DV, etc. The working hours of the driver DV are measured from the time the driver DV reads the ID card 12 when he / she arrives at work to the time the driver DV reads the ID card 12 when he / she leaves work.
[0041] (2-3) Flight plan information storage unit 423 The flight plan information storage unit 423 has a function of storing flight plan information. The flight plan information is information indicating, for example, the identification information of the air mobility EM, the identification information of the driver DV, the takeoff and landing schedule, etc. The takeoff and landing schedule is information indicating, for example, the port of takeoff and landing, and the scheduled takeoff and landing times. The ports of takeoff and landing are the port of departure, the port of transit, and the port of destination. The scheduled takeoff and landing times are the scheduled time of departure (takeoff) from a port and the scheduled time of arrival (landing) at a port. In addition, when a port of transit is set, information indicating the use of the port may be included.
[0042] (3) Control unit 430 The control unit 430 has a function of controlling the overall operation of the air mobility operation server 40. The control unit 430 is realized, for example, by causing a central processing unit (CPU) or a graphics processing unit (GPU) provided as hardware in the air mobility operation server 40 to execute a program. As shown in FIG. 5, the air mobility operation server 40 includes an identification information acquisition unit 431, a log information update unit 432, an operation plan determination unit 433, an aircraft parking processing unit 434, and an output processing unit 435.
[0043] (3-1) Identification information acquisition unit 431 The identification information acquisition unit 431 has a function of acquiring identification information. The identification information acquisition unit 431 acquires identification information of the air mobility EM or identification information of the driver DV. For example, the identification information acquisition unit 431 acquires identification information of the air mobility EM read from the tag 11 of the air mobility EM that takes off and lands when the air mobility EM takes off and lands at each port. In addition, the identification information acquisition unit 431 acquires identification information of the driver DV that is read from the ID card 12 of the driver DV of the air mobility EM when the air mobility EM takes off and lands at each port. When air mobility EM takes off or lands at a vertiport VP, the identification information acquisition unit 431 acquires the identification information of the air mobility EM or the identification information of the driver DV that is read by the reading device 21 and received by the communication unit 410 from the vertiport terminal 20. When air mobility EM takes off or lands at a hub port HP, the identification information acquisition unit 431 acquires the identification information of the air mobility EM or the identification information of the driver DV that is read by the reading device 31 and received by the communication unit 410 from the hub port terminal 30.
[0044] (3-2) Log information update unit 432 The log information update unit 432 has a function of updating log information. The log information update unit 432 updates flight log information or work log information. For example, when the identification information acquisition unit 431 acquires the identification information of the air mobility EM, the log information update unit 432 updates the flight log information associated with the acquired identification information of the air mobility EM to the latest state. In addition, when the identification information acquisition unit 431 acquires the identification information of the driver DV, the log information update unit 432 updates the work log information associated with the acquired identification information of the driver DV to the latest state.
[0045] Here, updating of log information will be described with reference to Fig. 6. Fig. 6 is a diagram showing an example of updating of log information according to this embodiment.
[0046] Data D1 shown in FIG. 6 shows an example of data at the start of work. For example, data D1 shows, as part of the operation log information, that the air mobility EM arrived at the hub port HP at "19:30" the previous day, that the maintenance was performed on the "same day," and that the current remaining charge is "100%." Data D1 also shows, as work log information, that the driver is "** **" and that the driver's working hours are "10 minutes." Data D1 also shows, as the operation plan, that the destination is "Vertiport VP1," the scheduled departure time is "10:00," and the scheduled arrival time is "10:20."
[0047] Driver DV operates air mobility EM according to the flight plan indicated by data D1, departing from hub port HP at "10:00" and arriving at vertiport VP1 at "10:20" (step S1). When air mobility EM arrives at vertiport VP1, log information update unit 432 updates each piece of log information when air mobility EM lands. Data D2 shows data updated at the time of arrival at vertiport VP1. For example, in data D2, the actual arrival time in the operation log information is updated to "10:20" and the remaining charge is updated to "70%". Comparing with data D1, it can be seen that the air mobility EM arrived at vertiport VP1 on schedule. Also, in data D2, the working hours in the work log information are updated to "40 minutes". Data D2 also shows that the next operation plan has a destination of "vertiport VP2", a scheduled departure time of "10:40", and a scheduled arrival time of "11:00".
[0048] The driver DV operates the air mobility EM in accordance with the flight plan indicated by the data D2 so that the air mobility EM departs from vertiport VP1 at "10:40" and arrives at vertiport VP2 at "11:00" (step S2). When the air mobility EM arrives at vertiport VP2, the log information update unit 432 updates each piece of log information when the air mobility EM lands. Data D3 shows data updated at the time of arrival at vertiport VP2. For example, in data D3, the actual arrival time in the operation log information is updated to "11:03" and the remaining charge is updated to "40%". By comparing with data D2, it can be seen that the air mobility EM arrived at vertiport VP2 three minutes late. In addition, in data D3, the working hours in the work log information are updated to "83 minutes". In addition, data D3 shows that the destination is "vertiport VP1", the scheduled departure time is "11:20", and the scheduled arrival time is "12:05", as the next operation plan. In addition, data D3 shows that the stopover is "hubport HP", the scheduled arrival time is "11:35", and the scheduled departure time is "11:50", as the next operation plan.
[0049] Driver DV operates the air mobility EM in accordance with the flight plan indicated by data D3, departing vertiport VP2 at "11:20" and arriving at hub port HP at "11:35" (step S3). After arriving at the hub port HP, driver DV performs maintenance on the air mobility EM at the hub port HP, and operates the air mobility EM in such a way that it departs from hub port HP at "11:50" and arrives at vertiport VP1 by "12:05" (step S4).
[0050] Although not shown in FIG. 6, the log information is also updated when departing hub port HP in step S1, when departing vertiport VP1 in step S2, when departing vertiport VP2 and arriving at hub port HP in step S3, and when departing hub port HP and arriving at vertiport VP1 in step S4.
[0051] (3-3) Flight Plan Determination Division 433 The flight plan determination unit 433 has a function of determining a flight plan. The flight plan determination unit 433 determines a flight plan for each air mobility EM based on the flight log information updated by the log information update unit 432. For example, the flight plan determination unit 433 determines whether or not the air mobility EM needs to pass through the hub port HP in flight to the vertiport VP based on the updated flight log information, and if a pass is necessary, determines a flight plan to pass through the hub port HP.
[0052] Specifically, the flight plan determination unit 433 determines whether or not it is necessary to pass through the hub port HP, depending on the availability of the vertiport VP, which is the destination of the air mobility EM, based on the flight log information. As an example, it is assumed that the flight plan determination unit 433 finds out from the flight log information of each air mobility EM that another air mobility EM is still landed at the vertiport VP, which is the destination of a certain air mobility EM. In this case, the flight plan determination unit 433 determines that it is necessary to pass through the hub port HP in the operation of a certain air mobility EM.
[0053] In addition, the operation plan determination unit 433 determines whether or not it is necessary to pass through a hub port HP depending on the free time until the next flight based on the operation log information. As an example, the operation plan determination unit 433 compares the actual arrival time indicated in the operation log information of a certain air mobility EM with the scheduled departure time of the next flight indicated in the operation plan, and finds that the free time until the next flight of the air mobility EM is a predetermined time or more. In this case, the operation plan determination unit 433 determines that it is necessary to pass through a hub port HP in the operation of a certain air mobility EM.
[0054] In addition, the flight plan determination unit 433 determines whether or not it is necessary to pass through the hub port HP, depending on whether maintenance is required for the air mobility EM, based on the flight log information. If the maintenance is refueling, the operation plan determination unit 433 determines whether or not it is necessary to pass through the hub port HP to refuel, based on the operation log information and according to the remaining fuel of the air mobility EM. As an example, it is assumed that the operation plan determination unit 433 finds that the remaining fuel indicated by the operation log information of a certain air mobility EM is equal to or less than a predetermined remaining amount. In this case, the operation plan determination unit 433 determines that it is necessary to pass through the hub port HP in the operation of the certain air mobility EM. If the maintenance is servicing, the flight plan determination unit 433 determines whether or not it is necessary to pass through a hub port HP for the maintenance of the air mobility EM based on the flight log information and the maintenance record of the air mobility EM. As an example, the flight plan determination unit 433 determines that a certain number of days have passed since the last maintenance date based on the maintenance record indicated in the flight log information of a certain air mobility EM. In this case, the flight plan determination unit 433 determines that it is necessary to pass through a hub port HP in the operation of a certain air mobility EM.
[0055] The operation plan determination unit 433 may determine an operation plan for each air mobility EM based on the updated operation log information and the updated work log information. For example, the operation plan determination unit 433 determines whether or not it is necessary to pass through the hub port HP for the driver DV to take a break, depending on the working status of the driver DV, based on the updated work log information. As an example, it is assumed that the operation plan determination unit 433 finds out that the working hours indicated by the work log information of a certain driver DV are equal to or longer than a predetermined time. In this case, the operation plan determination unit 433 determines that it is necessary to pass through the hub port HP in the operation of a certain air mobility EM.
[0056] When there is an air mobility EM whose operation is delayed, the operation plan determination unit 433 may adjust the scheduled takeoff and landing time of the air mobility EM so that the takeoff and landing of multiple air mobility EMs do not collide at one port. When making the adjustment, the operation plan determination unit 433 determines, based on the operation log information, an air mobility EM whose scheduled takeoff and landing time can be adjusted as an adjustment target from either the air mobility EM whose operation is delayed or another air mobility EM. As an example, the operation plan determination unit 433 extracts an air mobility EM whose arrival will collide with the delayed air mobility EM by comparing the actual arrival time indicated by the operation log information of the delayed air mobility EM with the scheduled arrival time indicated by the operation plan of another air mobility EM whose destination is the same as that of the delayed air mobility EM. After the extraction, the operation plan determination unit 433 adjusts the scheduled takeoff and landing time of one of the air mobility EMs so that all collisions between the delayed air mobility EM and the extracted air mobility EM are resolved.
[0057] When it is determined that it is necessary to go through the hub port HP, the flight plan determination unit 433 determines a flight plan to move the air mobility EM to a floor corresponding to the intended use at the hub port HP. When the intended use is short-term maintenance (e.g., refueling), the flight plan determination unit 433 determines a flight plan to move the air mobility EM to a floor close to the takeoff and landing gate (e.g., charging space SP1 in FIG. 3). When the intended use is medium-term maintenance (e.g., servicing), the flight plan determination unit 433 determines a flight plan to move the air mobility EM to a floor a little farther from the takeoff and landing gate (e.g., maintenance space SP5 in FIG. 3). When the intended use is long-term parking, the flight plan determination unit 433 determines a flight plan to move the air mobility EM to a floor farther from the takeoff and landing gate (e.g., parking space SP6 or SP7 in FIG. 3).
[0058] (3-4) Parking Processing Unit 434 The aircraft parking processing unit 434 has a function of performing processing related to aircraft parking. For example, after the end of flight operations, the aircraft parking processing unit 434 guides the air mobility EM to the hub port HP that is located closest to the current location of the air mobility EM among the hub ports HP that have space for parking the air mobility EM. The aircraft parking processing unit 434 generates guidance information for guidance, transmits it from the communication unit 410 to the display terminal 10 of the air mobility EM, and causes the display terminal 10 to display the guidance information.
[0059] (3-5) Output processing unit 435 The output processing unit 435 has a function of controlling the output of various information. For example, the output processing unit 435 transmits flight plan information, guidance information, information requesting takeoff and landing permission, and the like from the communication unit 410 to the display terminal 10, the vertiport terminal 20, the hub port terminal 30, and the like.
[0060] <5. Various Flows> The functional configuration of the air mobility operation server 40 according to this embodiment has been described above. Next, the flow of processing according to this embodiment will be described with reference to Figs.
[0061] (1) Flow of operations using the Air Mobility Operation System The flow of operations using the air mobility operation system 1000 will be described with reference to Fig. 7. Fig. 7 is a flowchart showing an example of the flow of operations using the air mobility operation system 1000 according to this embodiment.
[0062] 7, first, a destination in the operation of the air mobility EM is determined (step S101). The destination is determined by the air mobility operation server 40, the manager, the driver DV, the passenger, etc. Next, the air mobility operation server 40 determines an operation plan for the air mobility EM (step S102). Next, the driver DV checks whether or not a route via the flight plan to the hub port HP is required (step S103). The flight plan can be checked on the display terminal 10 of the air mobility EM. If a route via is required (step S103 / YES), the process proceeds to step S104. On the other hand, if a route via is not required (step S103 / NO), the process proceeds to step S107.
[0063] If the process proceeds to step S104, the driver DV of the air mobility EM lands the air mobility EM at the hub port HP (step S104). Next, the driver DV checks whether or not maintenance is required based on the operation plan (step S105). If maintenance is required (step S105 / YES), the process proceeds to step S106. On the other hand, if maintenance is not required (step S105 / NO), the process proceeds to step S107. When the process proceeds to step S106, the driver DV moves the air mobility EM to a floor where maintenance is possible and performs the maintenance (step S106). After the maintenance is completed, the process proceeds to step S107.
[0064] When the process proceeds to step S107, the driver DV checks whether the destination is available (step S107). If the destination is available (step S107 / YES), the process proceeds to step S108. On the other hand, if the destination is not available (step S107 / NO), the process waits until the destination is available. If the process proceeds to step S108, the driver DV lands the air mobility EM at the destination (step S108). This operation allows refueling and maintenance at vertiport VP to be performed at hub port HP, shortening the occupancy time of vertiport VP. This will reduce traffic congestion caused by waiting for landing at vertiport VP in an air mobility society, and will realize smooth air mobility operations.
[0065] (2) Detailed flow of flight plan determination process A detailed flow of the process of determining an operation plan will be described with reference to Fig. 8. Fig. 8 is a flowchart showing an example of a detailed flow of the process of determining an operation plan according to this embodiment.
[0066] 8, first, the identification information acquisition unit 431 of the air mobility operation server 40 acquires identification information (step S201). Here, the identification information acquisition unit 431 acquires the identification information of the air mobility EM or the identification information of the driver DV read by the vertiport VP or the hub port HP. Next, the log information update unit 432 of the air mobility operation server 40 updates the log information (step S202). Here, the log information update unit 432 updates the log information according to the identification information acquired by the identification information acquisition unit 431. When the identification information of the air mobility EM is acquired, the log information update unit 432 updates the operation log information associated with the identification information of the air mobility EM. When the identification information of the driver DV is acquired, the log information update unit 432 updates the work log information associated with the identification information of the driver DV. Next, the operation plan determination unit 433 of the air mobility operation server 40 checks whether the working hours (or driving hours) of the driver DV are equal to or longer than a predetermined time (step S203). If it is equal to or longer than the predetermined time (step S203 / YES), the process proceeds to step S204. On the other hand, if it is not equal to or longer than the predetermined time (step S203 / NO), the process proceeds to step S207.
[0067] When the process proceeds to step S204, the flight plan determination unit 433 searches for an available hub port HP (step S204). Next, the operation plan determination unit 433 searches for a driver DV who can be substituted (step S205). Next, based on each search result, a hub port HP to be used as a route point is selected (step S206), and the process proceeds to step S213.
[0068] When the process proceeds to step S207, the flight plan determination unit 433 checks whether the remaining charge is equal to or greater than a predetermined remaining charge (step S207). If the remaining charge is not equal to or greater than the predetermined remaining charge (step S207 / NO), the process proceeds to step S208. On the other hand, if the remaining charge is equal to or greater than the predetermined remaining charge (step S207 / YES), the process proceeds to step S210.
[0069] When the process proceeds to step S208, the flight plan determination unit 433 searches for available ports that can be reached with the current remaining capacity (step S208). Next, based on the search results, a reachable vertiport VP or hub port HP is selected (step S209), and the process proceeds to step S213.
[0070] When the process proceeds to step S210, the flight plan determination unit 433 checks whether the time until the next flight is equal to or longer than a predetermined time (step S210). If it is equal to or longer than the predetermined time (step S210 / YES), the process proceeds to step S211. On the other hand, if it is not equal to or longer than the predetermined time (step S210 / NO), the process proceeds to step S213.
[0071] When the process proceeds to step S211, the flight plan determination unit 433 searches for an available hub port HP (step S211). Next, based on the search results, an available hub port HP is selected (step S212), and the process proceeds to step S213. When the process proceeds to step S213, the flight plan determination unit 433 determines a flight plan (step S213).
[0072] In this way, it is possible to decide whether or not to go through the hub port HP based on the log information, thereby complying with Air Mobility EM's operating regulations and the labor management of the driver DV.
[0073] (3) Flow of aircraft operations at hub ports The flow of aircraft operation at the hub port HP will be described with reference to Fig. 9. Fig. 9 is a flowchart showing an example of the flow of aircraft operation at the hub port HP according to this embodiment.
[0074] 9, first, a worker at the hub port HP checks the information of the aircraft scheduled to arrive (step S301). Here, the worker checks, for example, the use of the air mobility EM scheduled to arrive. Next, the worker checks whether the intended use is short-term maintenance or not (step S302). If it is short-term maintenance (step S302 / YES), the process proceeds to step S303. On the other hand, if it is not short-term maintenance (step S302 / NO), the process proceeds to step S305.
[0075] If the process proceeds to step S303, the worker moves the arriving air mobility EM to a floor closer to the takeoff and landing gate (step S303). After the movement, the worker performs maintenance (step S304).
[0076] When the process proceeds to step S305, the worker checks whether the usage is mid-time maintenance or not (step S305). If the usage is mid-time maintenance (step S305 / YES), the process proceeds to step S306. On the other hand, if the usage is not mid-time maintenance (step S305 / NO), the process proceeds to step S308.
[0077] If the process proceeds to step S306, the worker moves the arriving air mobility EM to a floor slightly further away from the takeoff and landing gate (step S306). After the movement, the worker performs maintenance (step S307).
[0078] When the process proceeds to step S308, the worker checks whether the intended use is long-term maintenance (step S308). If the intended use is long-term maintenance (step S308 / YES), the process proceeds to step S309.
[0079] If the process proceeds to step S309, the worker moves the arriving air mobility EM to a floor farther from the takeoff and landing gate (step S309). After the movement, the worker carries out parking work (step S310).
[0080] In this way, the interior of Hubport HP can be divided into levels according to usage, making it possible to optimize staffing and the use of takeoff and landing ports.
[0081] (4) Flow of adjustment process for air mobility flight intervals The flow of the adjustment process of the operation interval of the air mobility EM will be described with reference to Fig. 10. Fig. 10 is a flowchart showing an example of the flow of the adjustment process of the operation interval of the air mobility EM according to this embodiment. Fig. 10 shows the flow when a delayed aircraft occurs.
[0082] As shown in Fig. 10, first, the flight plan determination unit 433 of the air mobility flight server 40 checks whether there is an aircraft whose takeoff and landing will collide due to a delay (step S401). If there is an aircraft whose takeoff and landing will collide (step S401 / YES), the process proceeds to step S402. On the other hand, if there is no aircraft whose takeoff and landing will collide (step S401 / NO), the process proceeds to step S404.
[0083] When the process proceeds to step S402, the flight plan determination unit 433 checks which aircraft can adjust the scheduled takeoff and landing time among the delayed aircraft and other aircraft (step S402). If it is another aircraft (step S402 / other aircraft), the process proceeds to step S403. If it is a delayed aircraft (step S402 / delayed aircraft), the process proceeds to step S404.
[0084] When the process proceeds to step S403, the flight plan determination unit 433 adjusts the scheduled takeoff and landing times of the other aircraft to avoid collisions (step S403). When the process proceeds to step S404, the flight plan determination unit 433 adjusts the scheduled takeoff and landing times of the delayed aircraft to avoid collision (step S404).
[0085] This will make it more efficient to resolve conflicts when there is a delay in flight by adjusting flight plans across the entire system rather than just for individual aircraft.
[0086] (5) Operational flow from receiving a landing request at a vertiport to issuing landing permission The flow of operations from when a landing request is made to the vertiport VP until landing permission is issued will be described with reference to Figure 11. Figure 11 is a flowchart showing an example of the flow of operations from when a landing request is made to the vertiport VP according to this embodiment until landing permission is issued.
[0087] As shown in Fig. 11, first, the flight plan determination unit 433 of the air mobility flight server 40 checks whether or not the air mobility EM for which a landing request has been made requires maintenance (step S501). If maintenance is not required (step S501 / NO), the process proceeds to step S504. On the other hand, if maintenance is required (step S501 / YES), the process proceeds to step S502.
[0088] If the process proceeds to step S502, the flight plan determination unit 433 determines (changes) the flight plan to guide the air mobility EM to the hub port HP (step S502). Next, the air mobility EM driver DV moves to the hub port HP, performs maintenance (step S503), and proceeds to step S505.
[0089] When the process proceeds to step S504, the flight plan determination unit 433 checks whether the vertiport VP is available (step S504). If the vertiport VP is not available (step S504 / NO), the process proceeds to step S505. On the other hand, if the vertiport VP is available (step S504 / YES), the process proceeds to step S508.
[0090] When the process proceeds to step S505, the flight plan determination unit 433 checks whether or not there is any time that can be adjusted (step S505). If there is any time that can be adjusted (step S505 / YES), the process proceeds to step S506. On the other hand, if there is no time that can be adjusted (step S505 / NO), the process proceeds to step S507.
[0091] If the process proceeds to step S506, the operation plan determination unit 433 determines (changes) the operation plan to guide air mobility EM that has not yet been guided to the hub port HP to the hub port HP, and causes air mobility EM that has already been guided to the hub port HP to wait at the hub port HP (step S506), and then proceeds to step S508. If the process proceeds to step S507, the flight plan determination unit 433 causes the air mobility EM to wait in the air (step S507), and then proceeds to step S508. If the process proceeds to step S508, the flight plan determination unit 433 issues a landing permit to the air mobility EM (step S508).
[0092] With this operation, by going through Hubport HP, maintenance such as refueling and servicing can be outsourced even when Vertiport VP is in operation, thereby increasing the operating rate of Vertiport VP.
[0093] (6) Operational flow after flight operations are completed The flow of operations after flight operations are completed will be described with reference to Fig. 12. Fig. 12 is a flowchart showing an example of the flow of operations after flight operations are completed according to this embodiment.
[0094] As shown in FIG. 12, the aircraft parking processing unit 434 of the air mobility operation server 40 checks the current location of the air mobility EM against the location of the parking space contracted by the air mobility EM (step S601). Next, the parking processing unit 434 guides the air mobility EM to the nearest hub port HP (step S602). After moving to the hub port HP, the driver DV checks whether or not maintenance of the air mobility EM is required (step S603). If maintenance is required (step S603 / YES), the process proceeds to step S604. On the other hand, if maintenance is not required (step S603 / NO), the process proceeds to step S606.
[0095] If the process proceeds to step S604, the driver DV performs maintenance on the air mobility EM (step S604). After the maintenance, the log information update unit 432 updates the remaining fuel amount or the maintenance record in the flight log information (step S605), and proceeds to step S606. If the process proceeds to step S606, the driver DV parks the air mobility EM (step S606).
[0096] This will allow for flexible parking locations, reducing time and minimizing energy loss. Also, by performing maintenance after business hours, it will be easier to focus Hub Port HP's functions on refueling and operations during the day.
[0097] (7) Operational flow for using the air mobility operation system in the event of a disaster The flow of operations when the air mobility operation system 1000 is used in the event of a disaster will be described with reference to Fig. 13. Fig. 13 is a flowchart showing an example of the flow of operations when the air mobility operation system 1000 according to this embodiment is used in the event of a disaster.
[0098] As shown in FIG. 13, first, the administrator of the HubPort HP checks the requests of the local government when a disaster occurs (step S701). It is confirmed whether or not the local government needs an evacuation site (step S702). If it does not need one (step S702 / NO), the process proceeds to step S704. On the other hand, if it does need one (step S702 / YES), the process proceeds to step S703. If the process proceeds to step S703, the administrator of the hub port HP decides to use the hub port HP as a shelter (step S703), and the process proceeds to step S704.
[0099] If the process proceeds to step S704, the process checks whether the local government needs rescue (step S704). If the local government does not need rescue (step S704 / NO), the process proceeds to step S706. On the other hand, if the local government needs rescue (step S704 / YES), the process proceeds to step S705. If the process proceeds to step S705, the administrator of the hub port HP decides to release the takeoff and landing space of the hub port HP (step S705), and the process proceeds to step S706.
[0100] If the process proceeds to step S706, it is confirmed whether the local government needs the supplies (step S706). If the local government does not need the supplies (step S706 / NO), the process ends. On the other hand, if the local government needs the supplies (step S706 / YES), the process proceeds to step S707. If the process proceeds to step S707, the manager of the hub port HP decides to transport supplies from the hub port HP to the evacuation shelter (step S707), and the process ends.
[0101] As described above, the air mobility operation system 1000 of this embodiment comprises an identification information acquisition unit 431 that acquires identification information of an air mobility EM that takes off and lands when the air mobility EM operating between multiple ports takes off and lands at each port, a log information update unit 432 that updates operation log information that indicates a log related to the operation of the air mobility EM, which is information associated with the acquired identification information of the air mobility EM, to the latest state, and an operation plan determination unit 433 that determines an operation plan for each air mobility EM operating between multiple ports based on the updated operation log information.
[0102] With this configuration, even if there are limited locations where ports can be installed and the number of ports to be installed is insufficient in response to an increase in the number of air mobility aircraft, the limited ports can be operated efficiently and the impact on the smooth operation of air mobility can be reduced. Therefore, the air mobility operation system 1000 according to this embodiment makes it possible to realize smooth air mobility operations in an air mobility society.
[0103] The embodiment of the present invention has been described above. In addition, the air mobility operation system 1000 and the air mobility operation server 40 in the above-mentioned embodiment may be partly or entirely realized by a computer. In that case, a program for realizing this function may be recorded in a computer-readable recording medium, and the program recorded in the recording medium may be read into a computer system and executed to realize the function. In addition, the term "computer system" as used herein includes hardware such as an OS and peripheral devices. In addition, the term "computer-readable recording medium" refers to portable media such as flexible disks, optical magnetic disks, ROMs, and CD-ROMs, and storage devices such as hard disks built into a computer system. Furthermore, the term "computer-readable recording medium" may include a medium that dynamically holds a program for a short period of time, such as a communication line when a program is transmitted via a network such as the Internet or a communication line such as a telephone line, and a medium that holds a program for a certain period of time, such as a volatile memory inside a computer system that is a server or client in that case. In addition, the above-mentioned program may be a program for realizing part of the above-mentioned function, or may be a program that can realize the above-mentioned function in combination with a program already recorded in the computer system, or may be a program that is realized using a programmable logic device such as an FPGA (Field Programmable Gate Array).
[0104] Although the embodiment of the present invention has been described in detail above with reference to the drawings, the specific configuration is not limited to the above, and various design changes can be made within the scope of the present invention. As an example, when the automatic driving technology of air mobility develops and unmanned operation is realized, a manned operation system with a driver and an unmanned operation system without a driver can be linked. In this case, the manned operation system is realized by, for example, the air mobility operation system 1000 according to the above-mentioned embodiment, and the unmanned operation system is realized by another system different from the air mobility operation system 1000. In other words, the air mobility operation system 1000, which is a manned operation system, may have a configuration that can be linked with another system, which is an unmanned operation system. In the above embodiment, the air mobility operation system 1000 is described as a manned operation system with a driver, but is not limited to such an example. For example, the air mobility operation system 1000 may be an unmanned operation system without a driver. In this case, the air mobility operation system 1000 according to the above embodiment does not require configurations or processes related to the driver, such as the driver DV, ID card 12, work log information, work log information storage unit 422, and processing based on the work log information. That is, in the air mobility operation system 1000, which is an unmanned operation system, the operation plan is determined based only on the operation log information of the air mobility EM. Thus, the interlocking between the manned operation system and the unmanned operation system may be, for example, an interlocking between a manned operation system different from the air mobility operation system 1000 according to the above-described embodiment and an unmanned operation system by the air mobility operation system 1000. In other words, the air mobility operation system 1000, which is an unmanned operation system, may have a configuration capable of interlocking with other systems that are manned operation systems. In addition, both may be linked to a manned flight system and an unmanned flight system realized by the air mobility flight system 1000.
[0105] The "Sustainable Development Goals (SDGs)" are 17 international goals that were adopted at the United Nations Summit in September 2015. The air mobility operation system, air mobility operation method, and program according to the present embodiment can contribute to the achievement of the 17 SDGs, such as goal 9. "Build resilient infrastructure, promote industry, innovation and infrastructure." [Explanation of symbols]
[0106] EM...Air Mobility, DV...Driver, VP...Vertiport, HP...Hubport, NW...Network, 1...Maintenance building, 2...Lifting building, 3...Charging equipment, 4...Lifting platform, 10...Display terminal, 11...Tag, 12...ID card, 20...Vertiport terminal, 21...Reading device, 30...Hubport terminal, 31...Reading device, 40...Air Mobility operation server, 410...Communication unit, 420...Memory unit, 421...Operation log information memory unit, 422...Work log information memory unit, 423...Operation plan information memory unit, 430...Control unit, 431...Identification information acquisition unit, 432...Log information update unit, 433...Operation plan determination unit, 434...Parking processing unit, 435...Output processing unit, 1000...Air Mobility Operation System
Claims
1. An identification information acquisition unit that acquires identification information of an air mobility that takes off or lands at each port when the air mobility that operates between multiple ports takes off or lands at each port; a log information update unit that updates operation log information indicating a log related to the operation of the air mobility, which is information associated with the acquired identification information of the air mobility, to the latest state; an operation plan determination unit that determines an operation plan for each air mobility operating between the plurality of ports based on the updated operation log information; An air mobility operation system equipped with:
2. The plurality of ports include a first port used as a destination in the operation of the air mobility, and a second port used as a stopover, The flight plan determination unit determines whether the air mobility needs to pass through the second port in its flight to the first port based on the updated flight log information, and if a pass is necessary, determines the flight plan to pass through the second port. The air mobility operation system according to claim 1.
3. The flight plan determination unit determines whether or not it is necessary to pass through the second port based on the flight log information and depending on the availability of the first port, which is the destination of the air mobility. The air mobility operation system according to claim 2.
4. the flight plan determination unit determines whether or not it is necessary to route via the second port depending on an available time until the next flight based on the flight log information; The air mobility operation system according to claim 2.
5. The first port is a port having space capable of taking off and landing the air mobility, The second port is a port having space for takeoff and landing, maintenance, and parking of the air mobility, The flight plan determination unit determines whether or not it is necessary to route through the second port depending on whether or not maintenance of the air mobility is required based on the flight log information. The air mobility operation system according to claim 2.
6. The maintenance is refueling the air mobility; the flight plan determination unit determines whether or not it is necessary to pass through the second port for refueling, based on the flight log information and according to the remaining fuel amount of the air mobility; The air mobility operation system according to claim 5.
7. The maintenance is the provision of the air mobility; The flight plan determination unit determines whether or not it is necessary to pass through the second port for the maintenance of the air mobility, based on the flight log information and in accordance with the maintenance record of the air mobility. The air mobility operation system according to claim 5.
8. The identification information acquisition unit acquires identification information of a driver of the air mobility when the air mobility takes off or lands at each port, The log information update unit updates work log information indicating a log related to the driver's work, which is information associated with the acquired identification information of the driver, to a latest state; The operation plan determination unit determines the operation plan for each air mobility based on the updated operation log information and the updated work log information. The air mobility operation system according to claim 2.
9. The operation plan determination unit determines whether or not it is necessary to pass through the second port for the driver to take a break, depending on the working status of the driver, based on the updated working log information. The air mobility operation system according to claim 8.
10. The operation plan determination unit adjusts the scheduled takeoff and landing times of the air mobility services when there is an air mobility service that is experiencing an operation delay, so that takeoffs and landings of the air mobility services do not collide at one port. The air mobility operation system according to claim 1.
11. The operation plan determination unit determines, based on the operation log information, an air mobility for which the scheduled takeoff and landing time can be adjusted, from among the air mobility having a delay in operation and the other air mobility, as an adjustment target. The air mobility operation system according to claim 10.
12. the second port has a space inside a housing that is divided into a plurality of layers according to usage, When it is determined that it is necessary to pass through the second port, the operation plan determination unit determines the operation plan so as to move the air mobility to a floor corresponding to the purpose of use at the second port. The air mobility operation system according to claim 2.
13. a parking processing unit that guides the air mobility to the second port that is closest to the current location of the air mobility among the second ports having space for parking the air mobility after the flight operation is completed; The air mobility operation system of claim 2, further comprising:
14. An identification information acquisition process for acquiring identification information of an air mobility vehicle that takes off or lands at each port when the air mobility vehicle operates between a plurality of ports takes off or lands at each port; a log information update process for updating operation log information indicating a log related to the operation of the air mobility, which is information associated with the acquired identification information of the air mobility, to the latest state; a flight plan determination process for determining a flight plan for each air mobility operating between the plurality of ports based on the updated flight log information; 23. An air mobility operation method implemented by a computer, comprising:
15. Computer, An identification information acquisition means for acquiring identification information of an air mobility vehicle that takes off or lands at each port when the air mobility vehicle that operates between a plurality of ports takes off or lands at each port; A log information update means for updating operation log information indicating a log related to the operation of the air mobility, which is information associated with the acquired identification information of the air mobility, to the latest state; An operation plan determination means for determining an operation plan for each air mobility operating between the plurality of ports based on the updated operation log information; A program to function as a
16. The upper exterior part of the housing has space for air mobility to take off and land, A first space having a plurality of levels inside a housing, and a second space provided with equipment for moving the air mobility that has landed outside the housing to any one of the plurality of levels, Each of the plurality of floors is used as a space for maintaining the air mobility or a space for parking the air mobility, Hub port.
Citation Information
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