Delivery method determination system, determination method of delivery method and user interface

Abstract

To provide a delivery method determination system for determining an optimum delivery method out of a plurality of types of flying bodies and a plurality of delivery destinations.SOLUTION: A delivery method determination system 1000 includes: a delivery object information acquisition part 402 for acquiring information such as a type and the like of a delivery object 305; a flying body information acquisition part 404 for acquiring information about the delivery object amount which a flying body 108 can transport; a delivery / relay place information acquisition part 406 for acquiring information about the cargo arrival method and the like that a delivery destination candidate can deal with; a local environment information acquisition part 408 for acquiring information about the weather around the delivery destination candidate and the like; and a delivery method determination part 409 for determining a delivery destination, delivery object 305 delivery time and date, a delivery path and a delivery method based on the delivery object information and the like.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a delivery method determination system for moving and transporting using an aircraft, a delivery method determination method, and a user interface, and in particular to a system using VTOL, which is capable of vertical takeoff and landing, as the aircraft. [Background technology]

[0002] Recently, a system has been proposed to transport luggage to a destination using unmanned aerial vehicles called drones that take off and land vertically to the landing surface. Multi-rotor drones with multiple rotor blades are commonly used for these drones.

[0003] This drone delivery system inputs data representing the drone's planned flight path in the horizontal plane, obtains a height reference value representing the elevation of the surface below each of multiple positions on the planned flight path, and adds the flight altitude corresponding to that position to the height reference value, using this value as altitude data for the planned flight path, thereby enabling the drone to fly along the planned flight path without colliding with obstacles.

[0004] Availability is important for such delivery systems using drones, and there is a possibility that delivery may not be possible depending on the item being delivered or the surrounding conditions. In such cases, it is possible to consider alternative delivery methods, and for example, Patent Document 1 discloses a method of substituting drone delivery by acquiring information on obstacles that may occur when using a drone to travel to the delivery destination, and allowing the user to select from the presented delivery methods and delivery destinations. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 7034721 Summary of the Invention [Problem to be solved by the invention]

[0006] Meanwhile, the drone models that are expected to increase in number in the future are expected to have different performance capabilities, and in delivery systems, it will likely become necessary to use a wide variety of drones depending on the delivery purpose to accommodate the diversifying delivery patterns.

[0007] In addition, at the delivery destination, the availability of ports where drones take off and land, storage facilities for deliveries, and the diversification of methods for receiving deliveries, as well as the influence of the surrounding environment, are expected to complicate the decision on whether or not to use drones. In such cases, even if the weather conditions are the same, the issue of whether or not delivery can be made changes depending on the type of drone and the conditions at the delivery destination. This type of problem would not arise if a standardized drone was used to deliver to a location with standardized facilities and environments.

[0008] In consideration of these problems, the object of the present invention is to provide a delivery method determination system, a delivery method determination method, and a user interface that enable the optimal delivery method to be determined from multiple types of flying vehicles and multiple delivery destinations. [Means for solving the problem]

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

[0010] The delivery method includes a delivery item information acquisition unit that acquires delivery item information including at least one of the type of delivery item, desired delivery date and time, desired delivery destination, weight, size, and impact resistance value, an air vehicle information acquisition unit that acquires air vehicle information including at least one of the payload, arrival method, and maximum arrival altitude of the delivery item for each of the air vehicle candidates, and a delivery and relay point information acquisition unit that acquires delivery and relay point information including at least one of the available arrival methods and maximum shock absorption load when the delivery item arrives for each of the delivery destination candidates, and determines a delivery method that is a combination of the air vehicle candidate and the delivery destination candidate for delivering the delivery item to the delivery destination candidate for the desired delivery destination of the delivery item by the air vehicle. The determination system includes a delivery method determination unit that determines a candidate delivery method such that the weight and size of the delivery item are equal to or less than the load capacity of the candidate aircraft based on the weight and size of the delivery item in the delivery item information and the load capacity of the candidate aircraft in the aircraft information, that the arrival method of the candidate aircraft is included in the available arrival methods of the delivery destination candidate based on the arrival method of the candidate aircraft in the aircraft information and the available arrival methods of the delivery destination candidate in the delivery and relay point information, and that the maximum impact force applied to the delivery item is equal to or less than the impact resistance value of the delivery item based on the impact resistance value of the delivery item in the delivery item information, the arrival method of the candidate aircraft in the aircraft information, the maximum arrival altitude, and the maximum impact absorption load of the delivery destination candidate in the delivery and relay point information.

[0011] The method further includes a delivery information acquisition step of acquiring delivery information including at least one of the type of delivery item, desired delivery date and time, desired delivery destination, weight, size, and impact resistance value, an air vehicle information acquisition step of acquiring air vehicle information including at least one of the payload, arrival method, and maximum arrival altitude of the delivery item for each of the air vehicle candidates, and a delivery and relay point information acquisition step of acquiring delivery and relay point information including at least one of the available arrival method and maximum shock absorption load when the delivery item arrives for each of the delivery destination candidates, and determines a delivery method which is a combination of the air vehicle candidate and the delivery destination candidate for delivering the delivery item to the delivery destination candidate for the desired delivery destination of the delivery item by the air vehicle. The method for determining a delivery method includes a delivery method determination step of determining a candidate delivery method in which the weight and size of the delivery item are equal to or less than the load capacity of the candidate aircraft based on the weight and size of the delivery item in the delivery item information and the load capacity of the candidate aircraft in the aircraft information, the arrival method of the candidate aircraft is included in the available arrival methods of the delivery destination candidate based on the arrival method of the candidate aircraft in the aircraft information and the available arrival methods of the delivery destination candidate in the delivery and relay point information, and the maximum impact force applied to the delivery item is equal to or less than the impact resistance value of the delivery item based on the impact resistance value of the delivery item in the delivery item information, the arrival method of the candidate aircraft in the aircraft information, the maximum arrival altitude, and the maximum impact absorption load of the delivery destination candidate in the delivery and relay point information.

[0012] In addition, in a user interface that accepts the selection of a delivery method that is a combination of candidate aircraft and candidate delivery destination for delivering the delivery item to the candidate delivery destination for the desired delivery destination of the delivery item by an aircraft, a map showing the locations of the candidate delivery destinations and a selection of delivery methods that includes at least one of the candidate delivery destinations, the delivery date and time, and a delivery method for the delivery item, arranged in order of the earliest delivery date and time of the delivery item or the lowest delivery cost are displayed. Effect of the Invention

[0013] According to the present invention, it is possible to provide a delivery method determination system, a delivery method determination method, and a user interface that make it possible to determine the optimal delivery method from multiple types of flying vehicles and multiple delivery destinations. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a diagram showing an example of a service flow using a delivery method determination system according to an embodiment. [Diagram 2] 1 is a flowchart showing an outline of the process flow for delivery using an aerial vehicle such as a drone. [Diagram 3] This is a conceptual diagram showing an example of a configuration that realizes a rough processing flow for delivery using an aerial vehicle such as a drone. [Figure 4] FIG. 2 is a diagram illustrating a minimum functional configuration for realizing a delivery method determination system. [Diagram 5] 13 is a flowchart showing a process flow of determining a delivery route. [Figure 6] FIG. 13 shows the structure of a delivery attribute DB. [Figure 7] FIG. 13 is a diagram showing the structure of an aircraft DB. [Figure 8A] FIG. 13 is a diagram showing an image of a delivery method. [Figure 8B] FIG. 13 is a diagram showing an image of a delivery method. [Figure 8C] FIG. 13 is a diagram showing an image of a delivery method. [Figure 9] FIG. 13 shows the structure of a delivery destination DB. [Figure 10] This is a diagram showing a combination list matching available delivery destinations, arrival methods, and aircraft. [Figure 11] FIG. 2 is a diagram showing an image of spatial division of a field. [Figure 12] FIG. 13 is a diagram showing the structure of a spatial information DB. [Figure 13] FIG. 13 is a diagram for explaining unloading accuracy. [Figure 14A] FIG. 13 is a diagram showing a method for calculating a probability of missed arrival. [Figure 14B] FIG. 13 is a diagram showing a method for calculating a probability of missed arrival. [Figure 14C] FIG. 13 is a diagram showing a method for calculating a probability of missed arrival. [Figure 15] FIG. 13 is a diagram showing the structure of a facility usage plan DB. [Figure 16] FIG. 11 is a diagram illustrating an example of a user interface. [Figure 17] This figure shows the processing flow when there is a change in the contents decided in the planning phase during flight. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to the following embodiment, and various modifications and application examples within the technical concept of the present invention are also included within its scope.

[0016] In addition, although the cargo transport aircraft described below is unmanned, development is underway to expand it to a manned aircraft (so-called flying car) in the future. Therefore, the present invention proposes a takeoff and landing system that can be applied not only to unmanned aircraft but also to manned aircraft. In addition, the aircraft is not limited to the multi-rotor type, and other autonomously flying aircraft are also included. EXAMPLES

[0017] FIG. 1 is a diagram showing an example of a service flow using a delivery method determination system 1000 according to an embodiment of the present invention in which multiple mobile objects are linked, and shows a series of steps from when a delivery company 100 uses a delivery selection unit 102 to when the delivery company 100 delivers a package to a user 103.

[0018] First, the delivery company 100 notifies the user 103, who is the destination of the delivery, that the delivery will be delivered, and the user 103 selects the desired delivery destination, delivery method, etc. using a user interface 104. The options displayed on the user interface 104 are created by a delivery selection unit 102. The delivery selection unit 102 works in cooperation with an integrated operation management unit 105 to calculate multiple combinations of delivery methods, flying objects 108 such as drones, and delivery vehicles 109 from a departure point 106, which is a delivery base, to a destination 107, which is the final delivery destination, and presents them on the user interface 104.

[0019] The integrated operation management unit 105 manages the status and reservation status of the aircraft and vehicles used for delivery. When the aircraft 108 and the delivery vehicle 109 are combined, the delivery item is handed over at a relay port 110. Although the example shown in FIG. 1 shows an example in which the aircraft makes the delivery first, the present invention is not limited to this, and a combination of an aircraft and a vehicle, or a configuration with only one of them, may also be used.

[0020] An overview of a delivery method decision system 1000 using a drone, which is such an air vehicle, will be described with reference to Figs. 2 and 3. Fig. 2 shows a rough processing flow for delivery using an air vehicle such as a drone, and Fig. 3 shows a conceptual diagram of the configuration. The delivery selection unit 102, the integrated traffic control unit 105, the control system 307, the spatial information system 309, and the alternative traffic control system 311 are specifically composed of hardware such as a central processing unit, memories such as RAM (random access memory) and ROM (read only memory), storage such as a hard disk and SSD (solid state drive), and other computer devices and communication devices. In addition, the user interface 104 is specifically composed of hardware such as an output device such as a display, and input devices such as a keyboard, a mouse, and a touch panel. Each step in Fig. 2 will be described below.

[0021] The delivery method determination system 1000 is roughly divided into an operation planning phase in which facilities such as ports are reserved based on the delivery route and arrival time, and a delivery phase in which the goods are actually loaded onto a mobile body such as a drone or delivery vehicle and moved. Steps S201 to S203 are the operation planning phase, and steps S204 to S208 are the transportation phase.

[0022] First, in step S201, the delivery selection unit 102 lists available aircraft, arrival methods, and delivery destinations, and determines a delivery route by matching the aircraft and delivery destinations based on the performance of the available aircraft, the unloading method, the response method in the delivery list, and spatial information such as weather information and regulation information. This determination method is an important process in the present invention and will be described in detail later.

[0023] Next, in step S202, the integrated operation control unit 105 calculates an estimated arrival time based on the candidate aircraft and delivery destinations matched in step S201 and other delivery information.

[0024] Next, in step S203, an estimated arrival time is calculated from the aircraft and delivery destination candidates matched in step S202, and is presented to the delivery destination user 103 via the user interface 104, and the delivery destination user 103 selects a delivery method. Hereinafter, the delivery destination user 103 will be simply referred to as user 103.

[0025] The operation plan phase is completed with the steps up to this point, and the process moves to the transportation phase. However, the operation plan determined for one transportation may be changed by adjustments in step S202 for other transportations thereafter.

[0026] In the transportation phase, in step S204, the delivery company starts transporting the product according to the user's selection. In this example, the product is first delivered using an air vehicle 108 such as a drone, and then relayed to a delivery vehicle 109 depending on the circumstances.

[0027] 3, the flying object 300 has four blade rotors 302 arranged at symmetrical positions on a rectangular housing body 301, and each blade rotor 302 is driven by an electric motor (not shown). Note that the flying object 300 of this embodiment is not limited to this, and any flying object that can take off and land vertically may be used.

[0028] The housing body 301 is provided with an aircraft control device 303 including a position and orientation sensor, and further provided with a communication device 304 that communicates with a drone control system 307 the position of the aircraft 300 and the route it will take. A well-known GNSS sensor and an inertial measurement unit (not shown) are mounted on the housing body 301 to detect the position and orientation.

[0029] In addition, the aircraft control device 303 uses route information representing the horizontal flight plan route of the aircraft 300 and a height reference value representing the altitude of the ground surface below each of the multiple positions on the flight plan route, and adds the flight altitude corresponding to that flight position to the height reference value, and uses this value as altitude information for the flight plan route, thereby enabling the aircraft to fly along the flight plan route without colliding with other aircraft or obstacles.

[0030] In addition, a delivery item 305 is installed on the outside or inside of the housing body 301, and this delivery item 305 is removable. In the figure, it is attached to the bottom of the flying object 300, but it may be attached to the inside or top of the flying object 300 as long as it is connected to the flying object 300.

[0031] On the other hand, the control system 307 that instructs the route of the flying object 300 is shown as a separate entity from the relay port 110 in Fig. 3, but may be integrated with them. Also, the control system 307 instructs the route of the flying object 300 approaching at least one takeoff and landing port, and multiple routes are not instructed to the flying object 300 by multiple control systems 307. This control system 307 is shown as an independent system in Fig. 3, but may be integrated with the integrated operation control unit 105.

[0032] When multiple drones 300 arrive at the relay port 110, the control system 307 instructs the landing order, and each drone lands, transfers the delivery item 305 to another delivery means 310, takes off, and the next drone 300 instructed to land lands, and the same operation is repeated.

[0033] In step S205, the air vehicle 300 delivers the package along the route from the delivery base 106 to the relay port 110 or the delivery destination 107 according to the delivery method previously selected by the user 103. During this time, the control system 307 manages the dynamics of the air vehicle 300 and issues appropriate instructions.

[0034] Next, in step S206, it is confirmed whether there is a change in the situation around the flying object 300 or around the delivery destination 107 or relay port 110. A change in the situation is, for example, a change in information regarding the availability of facilities, including weather conditions, the surrounding wireless environment, and obstacles, and the criteria for the change vary depending on the flying object 300 and the type of package being delivered.

[0035] Information on weather conditions, radio environment, obstacles, etc. is acquired by environmental sensors 308 installed around the route and relay ports 110, etc., collected in the spatial information system 309, and processed in the integrated operation control unit 105. In addition, changes from the contents decided in the planning phase, such as the occupancy status of relay ports 110 and delivery destinations 107 and the baggage storage status, are acquired through the control system 307. This process is important in the present invention, and will be described in detail later. If there is a change in the situation, proceed to step S207, and if not, proceed to step S208.

[0036] In step S207, it can be determined that it is difficult or dangerous to continue flying due to a change in the situation around the flying object 300 or around the delivery destination 107 or relay port 110. Therefore, if there is a change in the arrival date and time, the difference from the schedule due to the change in situation and candidates for changing the delivery destination, delivery means, and date and time are notified to the user 103, and the user 103 instructs a change from among the candidates. If no selection is made, a search is made for a relay port 110 that can deliver, and delivery is made to the nearest port.

[0037] Also, in step S208, it is determined whether the flying object 300 has arrived at the target delivery destination 107 or relay port 110, and if so, the process proceeds to step S209, and if not, the process returns to step S206 and the flight continues.

[0038] In step S209, the user 103 receives the delivery item 305 according to the user selection in step S207 or the delivery plan determined during the operation plan phase. In order for the user 103 to receive the delivery item 305, the user 103 may go to the relay port 110 where the delivery item 305 arrived, or may send it to the final delivery destination by a separate delivery means 310.

[0039] The separate delivery means 310 moves to the delivery destination according to the instructions of the separate delivery means operation management system 311, and the user receives the delivery 305. In Fig. 3, the separate delivery means operation management system 311 is represented as an independent system, but it may be integrated with the integrated operation management unit 105 or the control system. When the user receives the delivery 305, the processing of the delivery method decision system 1000 for this package is completed.

[0040] In the above-described flow of the delivery method determination system 1000, important parts of the present invention will be described in detail below.

[0041] First, the delivery route determination flow in step S201 will be explained in detail with reference to Figures 4 and 5. Figure 4 shows the minimum configuration of the means for implementing the delivery method determination system 1000, and Figure 5 shows a detailed flow of the delivery route determination flow in step S201. Figure 4 shows an example in which the functions enclosed by the dotted line correspond to the delivery selection unit 102 in Figure 1, but the same effect can be achieved even if each function is independent.

[0042] First, in step S501, the delivery selection unit 102 selects the first delivery item 601 from the registered deliveries 305 and acquires its information. The registered deliveries 601 are stored in the delivery item attribute DB 401.

[0043] Fig. 6 shows the configuration of the delivery item attribute DB 401. In Fig. 6, the desired delivery date and time 602, delivery destination 603, weight 604, size 605, impact resistance value 606, weather resistance related to dustproofing, waterproofing, and temperature 607, whether or not it is confidential 608, installation orientation restrictions 609, etc., linked to the registered delivery item 601 are described.

[0044] In order to obtain information on the first delivery item 601, the delivery method determination unit 409 in the delivery selection unit 102 in FIG. 4 requests the delivery information acquisition unit 402 to obtain delivery item information on the first delivery item 601.

[0045] The delivery information acquisition unit 402 selects the target delivery item 601 from the delivery item attribute DB 401. There are various methods for selecting the target delivery item 601, but in this embodiment, it is selected in order of the desired delivery date and time 602 closest to the current time. Once the target delivery item is selected, the desired date and time and delivery destination are obtained. The desired delivery date and time and delivery destination 603 linked to the specified delivery item 601 are determined. These are returned to the delivery method determination unit 409.

[0046] Next, in step S502, performance information of aircraft that can be used at the desired delivery date and time 602 obtained in step S501 is obtained. The delivery method determination unit 409 sends the desired delivery date and time 602 to the integrated operation management unit 105. The integrated operation management unit 105 returns a list of aircraft that can be used around the received desired delivery date and time 602. The delivery method determination unit 409 transmits the received list of aircraft to the aircraft information acquisition unit 404 and requests performance information of the aircraft on the list. The aircraft information acquisition unit 404 searches and acquires the performance information of the aircraft on the received list from all aircraft stored in a database in the aircraft DB 403, and returns it to the delivery method determination unit 409.

[0047] Figure 7 shows the aircraft DB 403, which is a database of aircraft performance information. For aircraft 701, the maximum payload size 702, the maximum payload amount 703, and the average and standard deviation of the deviation from the target position as the position control performance 704 of the aircraft itself with respect to the wind speed and the landing altitude, which is the altitude of the delivery when landing, are stored as a table for each landing method, and further, the load sway amount 705, which is the average and standard deviation of the amount of swaying of the loading platform due to the wind speed and the landing altitude, is stored as a table for each landing method. In addition, the landing methods 706 that the aircraft can use, the standard flight speed 707 of the aircraft, the position 708 where the delivery can be placed on the aircraft, the maximum landing altitude 709, and the noise value 710 depending on the load on the aircraft and the landing altitude are recorded as performance information for each landing method.

[0048] It is desirable to have all of these performance information, but only a part of them may be used. Also, as shown in Figures 8A, 8B, and 8C, landing 801, hanging 802, and dropping 803 are given as examples of the arrival method, but other arrival methods may be used.

[0049] In landing 801 in FIG. 8A, the flying object 300 lands, and the delivery item 305 is removed manually or automatically and delivered.

[0050] 8B, the method of suspending 802 involves suspending the delivery 305 by a wire or the like while hovering in the air without landing, and landing only the delivery 305, and the maximum landing altitude, which is the distance between the last cargo to arrive when suspended and the ground, is set. On land, it is desirable to have a shock absorbing measure 804 to absorb the shock when the delivery 305 collides with the ground.

[0051] 8C, the method of dropping the delivery item 305 from above the delivery ground while the flying object 300 is flying is preferably provided with a shock absorbing measure 804 for absorbing the shock when the delivery item 305 or the delivery item 305 collides with the ground on land. The distance between the flying object and the ground at the time of dropping is equal to the landing altitude, and the maximum value is set.

[0052] Next, in step S503, available delivery destinations or relay points are listed and acquired. The delivery destination DB 405 stores the locations and statuses of the delivery destinations 107 and relay ports 110, and the delivery / relay point information acquisition unit 406 acquires a list of routes to the delivery destinations.

[0053] 9 shows the data structure of the delivery destination DB 405. The delivery destination DB 405 stores information on delivery methods 902 that can be handled at each delivery destination / relay point 901 with location information, maximum shock absorption load 903 that can absorb shock when a delivery collides, allowable range 904 for delivery arrival, and surrounding environmental information such as wind vectors 905, rainfall 906, snowfall 907, temperature 908, regulation information 909, allowable noise level 910, type of security 911, and weather resistance 912.

[0054] In Fig. 9, if there is no data, a value (--) is entered, but it may be left blank. Arrival handling method 902 corresponds to the arrival methods shown in Fig. 8A to Fig. 8C, and specifies which arrival method is possible at each delivery destination. Maximum shock absorption load 903 indicates the load that can be absorbed by shock absorption measures 804 in Fig. 8B and Fig. 8C.

[0055] The arrival tolerance 904 is a parameter required when calculating delivery costs, and will be described in detail later. Wind condition vector 905 through regulation information 909 are input only when an observable sensor is installed at each delivery destination and relay point. In other cases, no input (impossible value) is made, and the information is acquired later when acquiring local environmental information.

[0056] Next, in step S504, the delivery method determination unit 409 matches and lists available delivery destinations, relay points, arrival methods, and aircraft. The matching selects a combination that can be delivered based on the information on the delivery item, aircraft, and delivery destination acquired in steps S501 to S503. Specifically, the combination that satisfies all of the following conditional expressions (1) to (4) is selected.

[0057] (Weight 604 of target delivery item 601)≦(Maximum load 703 of aircraft 701) (1) (Size 605 of target delivery item 601) ≦ (Maximum cargo size 702 of aircraft 701) (2) (Possible arrival method 706 of the flying object 701) ∈ (Arrival handling method 902 of the delivery destination / relay point 901) (3) (Impact resistance value 606 of target delivery 601) ≦ (Impact force F when the target delivery is separated from the maximum arrival height) - (Maximum impact absorption load 903) (4) However, F in the conditional formula (4) is (weight 604 of the target delivery 601) x (final speed of the delivery) / (shock absorption time). The final speed of the delivery is the speed at which the target delivery falls freely after being separated from the maximum landing height from the initial speed of zero.

[0058] In addition to the above, if there are restrictions on the installation orientation 609 of the delivery item 601, combination restrictions may be added, such as not allowing dropping as a delivery method, or the noise level 710 of the flying object 701 being equal to or lower than the allowable noise level 910 of the delivery relay point 901.

[0059] As a result, the obtained combination examples can be represented in a table of delivery destination / relay point 1001, arrival method 1002, and aircraft 1003 as shown in FIG.

[0060] Next, in step S505, one is selected from the list of combinations of available delivery destinations, arrival methods, and aircraft shown in FIG. 10, which was listed in step S504.

[0061] Next, in step S506, the delivery method determination unit 409 acquires weather and regulation information in the vicinity of the delivery destination / relay point 1001 selected in step S505. The weather and regulation information is observed and recorded by the spatial information system 309, and information from a plurality of environmental sensors 308 installed in the field is integrated to input information on weather, regulations, etc. in a wide space to the spatial information DB 407.

[0062] The delivery method determination unit 409 sends the spatial ID of the surrounding space in which the aircraft will fly to the delivery destination / relay point 1001 listed in step S504 to the local environment information acquisition unit 408, and the local environment information acquisition unit 408 acquires the spatial information of the spatial ID received from the delivery method determination unit 409 from the spatial information DB 407 and returns it to the delivery method determination unit 409.

[0063] The delivery method determination unit 409 calculates the arrival probability that the delivery item 108 falls within the arrival tolerance range based on the delivery item information, the aircraft information, the delivery and relay point information, and the local environment information, calculates the delivery cost including the damage cost for the delivery item 108 and the delivery destination surroundings based on the arrival probability, and determines the delivery method with the lowest damage risk based on the delivery cost. In other words, the delivery method determination unit 409 calculates the damage probability that the damage of the delivery item 108 falls within the regulation based on the delivery item information, the aircraft information, the delivery and relay point information, and the local environment information, calculates the delivery cost including the damage cost for the delivery item 108 based on the damage probability, and determines the delivery method with the lowest damage risk based on the delivery cost. The delivery and relay point information includes information on the impact absorbing load when the delivery item 305 arrives. The aircraft information includes information on the noise of the aircraft 108. In addition, the delivery and relay point information includes information on the noise tolerance value of the delivery destination candidate.

[0064] In addition, the delivery method determination unit 409 is also able to calculate the noise level generated when the delivery item 305 arrives and the delivery cost, including the cost of damage to the area around the delivery destination, based on the delivery item information, the aircraft information, the delivery / relay point information, and the local environment information, and determine the delivery method with the lowest risk of damage based on the delivery cost.

[0065] A space ID is an ID that uniquely represents a space in a real field. For example, an actual three-dimensional space is divided into small divided spaces 1101 as shown in Fig. 11, and the ID represents each small divided space 1101. In the case of a three-dimensional space, this ID is represented by three parameters. For example, if there are routes from a delivery base / starting point 106 to multiple delivery destinations / relay points 110, it is sufficient to obtain information on the space IDs that represent the small divided spaces 1101 that exist around each route.

[0066] 12 shows the structure of the space information DB 407. It includes the probability 1202 of the presence of an obstacle in a space ID 1201, the probability 1203 of wireless communication connection, a wind vector 1204, rainfall 1205, snowfall 1206, temperature 1207, and regulation information 1208. By specifying the space ID, it is possible to obtain information associated with each space.

[0067] Next, in step S507, the estimated arrival time and delivery cost for the combination selected in step S505 are calculated.

[0068] First, the time required for arrival at the delivery destination / relay point 1001 can be calculated using the following formula (5). (Estimated arrival time)=((route length)+(integral of position control performance 704 along the route)) / (standard speed 707) (5)

[0069] The route length is the length of the route from the delivery base / start point 106 to the delivery destination / relay point 1001 selected in step S505. In addition, the position control performance 704 obtained from the wind speed vector projected onto the route can be considered as the speed change at that point, so by adding the integral value and the route length, the provisional distance when the aircraft flies without disturbance can be calculated, and by dividing this by the standard speed, the time required for arrival can be obtained. The expected arrival time can be calculated by adding the available time of the aircraft to the estimated arrival time.

[0070] Next, we calculate the delivery cost. The delivery cost indicates the level of risk associated with delivery, and is used as an index for determining the delivery route by converting it into a monetary value. The delivery cost is the sum of the delivery risk cost, which is compensation for delivery failure, and the basic delivery cost, which is the cost of normal operations, and is calculated using the following formula (6). (Shipping cost) = (Shipping risk cost) + (Basic shipping cost) (6)

[0071] The delivery risk cost is calculated using the following formulas (7) and (8). (Delivery risk cost) = (Probability of failure to arrive × Property damage compensation amount) + (Probability of damage to luggage × Baggage compensation amount) + ((Desired delivery date and time - Estimated arrival time) × Delay compensation amount) + (Noise value × Noise compensation amount) (7) (Basic delivery cost) = (Expected power consumption (route length) / Power cost) + ((Estimated arrival time - Desired time) / Drone hourly wage) + (Drone failure rate x Drone cost) (8)

[0072] Here, the basic delivery cost can be calculated as a predetermined value. In addition, if the property damage compensation amount, baggage compensation amount, delay compensation amount, and noise compensation amount in the delivery risk cost are predetermined values, the delivery risk cost can be calculated by calculating the probability of delivery failure, the probability of baggage damage, and the noise level.

[0073] The probability of failure to arrive is the probability that the flying object will land outside the designated range and cause damage to the surrounding area when it arrives at the delivery, and can be calculated as the probability of exceeding the allowable range designated by the delivery destination / relay point 1001 selected in step S505. This probability of failure to arrive is calculated from the accuracy of unloading, and the derivation of the accuracy of unloading and the probability of failure to arrive will be explained using Figures 13, 14A, 14B, and 14C.

[0074] It is assumed that one designated arrival point 1301 is determined for the delivery destination / relay point 1001 selected in step S505. If there are features 1302 around it, the arrival range is a range that does not overlap the features 1302 with the arrival point 1301 at its center, and this range is entered in the delivery destination DB 405 as the arrival allowable range 904. In this embodiment, the arrival allowable range 904 is expressed as a circle centered on the arrival point 1301, but the effect is the same if it is expressed as another polygon.

[0075] In this case, the accuracy with which the flying object 300 lands the delivery 305 at the arrival point is called the unloading accuracy. The unloading accuracy is calculated from the arrival allowable range using the following formula (9). (Unloading accuracy) = (Position control accuracy 704 (Arrival altitude, wind vector 1303)) + (Load swing amount 705 (Arrival altitude, wind vector 1303)) (9)

[0076] Here, for the wind condition vector 1303, if there is a value of the wind condition vector 905 included in the delivery destination DB 405, this value is used. If not included, the wind condition vector 1204 of the space ID corresponding to the position of the delivery destination / relay point 1001 selected in step S505 from the space information DB 407 is used.

[0077] In this embodiment, the position control accuracy 704 and the load sway amount 705 are given as their average and standard deviation, so the unloading accuracy 1400 can be expressed as a circle with the arrival point 1301 as its center and the sum of averages 1401 from the arrival point 1301 as its center, with the radius being the sum of standard deviations 1402. At this time, the direction of deviation of the sum of averages 1401 from the arrival point can be found from the direction 1403 of the wind condition vector 1303. Also, if the average is not given, it can be expressed as concentric circles of the arrival tolerance range 904.

[0078] The probability of missed arrival is found from the relationship between the circle of unloading accuracy and the circle of the acceptable range of arrival. First, the 3σ (99.7%) circle 1404 of unloading accuracy is found, and if this circle is included in the acceptable range of arrival 904, the probability of missed arrival can be found as 0.3%. If the 3σ circle 1404 of unloading accuracy falls outside the acceptable range of arrival 904, it is recalculated using 2σ (95%), and if the 2σ circle 1405 of unloading accuracy is included in the acceptable range of arrival 904, the probability of missed arrival can be found as 5%. If it falls outside the 2σ circle, it is recalculated using 1σ (68%), and if it is included in this circle, the probability of missed arrival is 32%, and if it falls outside, it is 100%.

[0079] Next, we calculate the probability of damage to the luggage. We consider that the luggage will be damaged when the following equation (10) is satisfied. (Impact resistance value 606 of target delivery 601) > (Impact force F when the target delivery is separated from the arrival height) - (Maximum impact absorption load 903) ... (10)

[0080] At this time, the impact force when the target delivery is separated from the maximum arrival height in step S504 satisfies the above criteria, so the probability of exceeding the maximum arrival height is the cargo damage probability. The probability of the height direction of the position control performance 704 of the aircraft exceeding the maximum arrival height is calculated in the same manner as the arrival failure probability, with the planned arrival height as the target value. First, 3σ (99.7%) of the height direction of the position control performance 704 is calculated, and if the 3σ value centered on the arrival rejection distance is equal to or lower than the maximum arrival height, the cargo damage probability can be calculated as 0.3%. If the 3σ value is greater than the maximum arrival height, it is recalculated with 2σ (95%), and if the height direction of the position control performance 704 is equal to or lower than the maximum arrival height, the cargo damage probability can be calculated as 5%. If it further exceeds the 2σ, it is recalculated with 1σ (68%), and if it is equal to or lower than the maximum arrival height, the cargo damage probability is 32%, and if it is higher than that, it is 100%.

[0081] Next, the noise value is calculated. The noise value can be calculated from a table of noise values ​​710 of the flying object 701, and is determined based on the weight 604 of the delivery and the landing altitude according to the selected landing method.

[0082] The delivery cost is calculated by determining the delivery risk cost from these values.

[0083] Once the estimated arrival time and delivery cost have been determined, the process proceeds to step S508, where it is determined whether calculations for all combinations have been completed. If the calculations have been completed, the process proceeds to step S509; if not, the calculations from step S505 to step S507 are repeated.

[0084] When the calculation for all combinations has been completed, in step S509, the estimated arrival times for all combinations are written in the facility usage plan DB of the integrated operation control unit 105 in order of lowest delivery cost.

[0085] The structure of the facility usage plan DB is shown in Figure 15. A scheduled start time 1502 and a scheduled end time 1503 of use for each facility 1501 are written. A confirmed state 1504 is set so that the same flying object 1505 can make reservations at multiple facilities at the same time. The confirmed state is set to 0 for a tentative reservation and 1 for a confirmed reservation. In step S509, all reservations are written in the tentative reservation state.

[0086] Next, in step S510, the integrated operation control unit 105 calculates an expected arrival time from the facility of the tentative reservation written in step S509 to the final delivery destination 107. This calculation is performed by the separate delivery means operation control system 311. When the integrated operation control unit 105 transmits the facility use start time 1502 and the position of the delivery destination 107 to the separate delivery means operation control system 311 in order to request the separate delivery means 310, the separate delivery means operation control system 311 returns the scheduled delivery time by the separate delivery means 310.

[0087] Next, in step S511, the results calculated in steps S509 and S510 are displayed on the user interface 104, and the user 103 is prompted to select a desired delivery method. An example of information displayed on the user interface 104 is shown in FIG.

[0088] 16, a map 1601 showing the locations of delivery destinations and relay points, and options 1602 for selecting combinations of delivery locations, arrival times, and delivery method for the respective delivery points are displayed on the user interface 104. The options 1602 display multiple candidates in ascending order of the earliest time for arrival at the delivery destination 107 by the alternative delivery means 310 found in step S510, or the lowest delivery cost written in the facility usage plan DB in step S509.

[0089] Next, in step S512, the process waits for the user 103 to select from the candidates for the information displayed on the user interface 104 in step S511, or until a certain period of time has elapsed.

[0090] Next, in step S513, a delivery plan is decided according to the result of the operation in step S512. If there is a user operation in step S512, the delivery destination candidate selected by the user 103 is decided and written to the facility usage plan DB, and all unnecessary provisional entries are erased. If there is no user operation for a certain period of time, the route with the lowest delivery cost written to the facility usage plan DB in step S509 is selected, all other provisional entries are erased, and the operation plan phase ends.

[0091] According to the operation plan determined in this manner, the delivery method determination system 1000 executes delivery of the delivery. The actual delivery of the delivery is carried out in the transportation phase. As explained in steps S205 to S209, if there is no change in the situation, the delivery is made according to the operation plan, and the user 103 can receive the delivery. However, if there is a change in the situation, the plan must be changed, and this processing flow will be explained using FIG. 17.

[0092] In step S1701, the presence or absence of a change in the situation around the flying object 300 or the delivery destination 107 or relay port 110 is confirmed. A change in the situation is, for example, a change in information on the availability of facilities, including weather conditions, the surrounding radio environment, obstacles, etc., and the criteria for the change change depending on the flying object 300 and the type of luggage being delivered. Information on the weather conditions, radio environment, obstacles, etc. is acquired by an environmental sensor 308 installed around the route, port, etc., collected in a spatial information system 309, and processed in the integrated operation control unit 105. In addition, changes from the contents decided in the planning phase, such as the occupancy status of the delivery relay port 110 and the delivery destination 107 and the storage status of luggage, are acquired through the control system 307.

[0093] Next, in step S1702, it is determined whether or not delivery can be continued due to the change in situation in step S1701. Delivery is determined to be impossible (not possible) when there is a change in the weather or other situation, when the probability and rate of damage to the cargo have changed due to a change in the wind vector, or when there is a significant delay beyond a predetermined time for the scheduled arrival time.

[0094] In step S1703, if it is determined in step S1702 that delivery can be continued, the plan is not changed, delivery is continued, and the process ends. On the other hand, in step S1704, if it is determined in step S1702 that delivery cannot be continued, available delivery destinations are listed from the facility usage plan DB.

[0095] Next, in step S1705, a check is made to see whether there is an available delivery destination listed in step S1704, and if there is no available delivery destination, the process proceeds to step S1717, and if there is a delivery destination, the process proceeds to step S1706.

[0096] Next, in step S1706, the delivery method determination unit 409 matches available delivery destinations and relay points with arrival methods that can be performed by the flying object 300 in flight and lists them. The matching involves selecting available delivery destinations and relay points from the facility usage plan DB, obtaining information on these delivery destinations and relay points from the delivery destination DB 405, selecting a list of routes, and selecting a combination that can be delivered using the flying object 300 in flight and the information on the delivery destination. Specifically, a combination that satisfies all of the above-mentioned conditional expressions (3) and (4) is selected.

[0097] An example of the combination obtained as a result of this can be expressed in a table of only the delivery destination / relay point 1001 and the arrival method 1002 as shown in FIG.

[0098] Next, in step S1707, one is selected from the list of combinations matching available delivery destinations and arrival methods shown in FIG. 10, which was listed in step S1706.

[0099] Next, in step S1708, the same process as in step S506 is executed.

[0100] Next, in step S1709, the same process as in step S507 is executed, and then the delivery cost for flying object 300 to return to the delivery source from its current flying position is calculated.

[0101] In step S1709, if the estimated arrival time and delivery cost are obtained, the process proceeds to step S1710, where a determination is made as to whether calculations for all combinations have been completed. If the calculations have been completed, the process proceeds to step S1711; if not, the calculations from step S1707 to step S1709 are repeated.

[0102] When the calculation of all combinations is completed, in step S1711, the estimated arrival times of all combinations are written in the facility usage plan DB of the integrated operation control unit 105 in order of lowest delivery cost. However, in the case of a tentative reservation from an aircraft 300 in flight, 0.5 is set instead of 0 in the operation planning phase, and the priority is set higher than the reservation in the operation planning phase.

[0103] Next, in step S1712, the same process as in step S510 is carried out.

[0104] Next, in step S1713, the results calculated in steps S1711 and S1712 are displayed on the user interface 104 to inform the user 103 that the desired delivery cannot be delivered and to prompt the user to select an alternative means. The alternative means options 1602 displayed on the user interface 104 are displayed in ascending order of the date and time of arrival at the delivery destination 107 by the alternative delivery means 310 found in step S1712, or in descending order of the delivery cost written in the facility usage plan DB in step S1711. By implementing this method of cost calculation, even if a delivery is judged to be difficult using the arrival method at the time of planning due to a change in the situation at the delivery destination or relay point, it may be possible to handle it by using the alternative arrival method, which is one of the advantages of the present invention.

[0105] Next, in step S1714, it is determined whether or not the user 103 has selected from the candidates for the information displayed on the user interface 104 in step S1713. If there is no operation from the user 103, the process proceeds to step S1716, where a fixed time is waited for to elapse. If the fixed time has elapsed in step S1716, the process proceeds to step S1717.

[0106] If a user operation is performed in step S1714, the delivery destination candidate selected by the user 103 is confirmed and written into the facility usage plan DB, all unnecessary provisional entries are erased, the delivery destination plan is changed, and the process ends.

[0107] Also, in step S1717, a check is made to see whether there is a delivery destination that can accept temporary storage in the event of an emergency. If there is a delivery destination that can accept temporary storage, the process moves to step S1715; if not, the process moves to step S1718.

[0108] Next, in step S1718, since there is no available delivery destination and the delivery cannot be delivered, the integrated operation control unit 105 instructs the flying object 300 to return to the original delivery source. Also, the user 103 is notified that the delivery will not arrive as scheduled, and the process ends.

[0109] The delivery / relay point information acquisition unit 406 and the local environment information acquisition unit 408 acquire situation changes related to the delivery plan of the aircraft, and the delivery method determination unit 409 recalculates the delivery costs at available delivery destinations and determines a new delivery plan if it becomes difficult to deliver the delivery item 305 according to the delivery plan due to a situation change.

[0110] In addition, when a new delivery plan is determined due to a change in the situation, the integrated operation control unit 105 sets the reservation for the new delivery plan to a higher priority than the reservation in the operation plan.

[0111] By implementing the above-described delivery methods, it becomes possible to select the optimal delivery method according to the cargo, aircraft performance, and environmental conditions.

[0112] According to an embodiment of the present invention, it is possible to provide a delivery method determination system 1000, a delivery method determination method, and a user interface 104 that enable the optimum delivery method to be determined from multiple types of air vehicles 300 and multiple delivery destinations.

[0113] The present invention is not limited to the above-mentioned embodiment, but includes various modifications. For example, the above-mentioned embodiment is described in detail to explain the present invention in an easily understandable manner, and the present invention is not necessarily limited to the embodiment having all the configurations described.

[0114] In addition, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Also, it is possible to add, delete, or replace part of the configuration of each embodiment with the configuration of another embodiment. [Explanation of symbols]

[0115] 102...Delivery selection unit, 103...User, 104...User interface, 105...Integrated operation control unit, 106...Delivery base, 107...Delivery destination, 108, 300...Air vehicle, 110...Relay port, 301...Housing body, 302...Blade rotor, 303...Air vehicle control device, 304...Communication device, 305...Delivery item, 307...Control system, 308...Environment sensor, 309...Spatial information system, 310...Other delivery means, 31 1... Different delivery means operation management system, 401... Delivery item attribute DB, 402... Delivery item information acquisition unit, 403... Air vehicle DB, 404... Air vehicle information acquisition unit, 405... Delivery destination DB, 406... Delivery and relay point information acquisition unit, 407... Spatial information DB, 408... Local environment information acquisition unit, 409... Delivery method determination unit, 704... Position control accuracy, 905... Wind condition vector, 1000... Delivery method determination system, 1601... Map, 1602... Choice

Claims

1. a delivery information acquisition unit that acquires delivery information including at least one of the type of delivery, desired delivery date and time, desired delivery destination, weight, size, and impact resistance value; an aircraft information acquisition unit that acquires aircraft information including at least one of a payload, an arrival method, and a maximum arrival altitude of the delivery for each of the aircraft candidates; a delivery and relay point information acquisition unit that acquires delivery and relay point information including at least one of an available delivery method for each delivery destination candidate and a maximum impact absorption load when the delivery arrives; A delivery method determination system that determines a delivery method that is a combination of an aircraft candidate and a delivery destination candidate for delivering a delivery item to the delivery destination candidate for a desired delivery destination of the delivery item by an aircraft, Based on the weight and size of the delivery item in the delivery item information and the payload of the candidate air vehicle in the air vehicle information, the weight and size of the delivery item are equal to or less than the payload of the candidate air vehicle, the arrival method of the air vehicle candidate in the air vehicle information and the arrival method that the delivery destination candidate can handle in the delivery / relay point information are based on, and a delivery method determination unit that determines a candidate delivery method in which the maximum impact force applied to the delivery item is equal to or less than the impact resistance value of the delivery item, based on the impact resistance value of the delivery item in the delivery item information, the arrival method of the candidate aircraft in the aircraft information, the maximum arrival altitude, and the maximum impact absorption load of the candidate delivery destination in the delivery / relay point information. A delivery method determination system characterized by:

2. 2. The delivery method determination system according to claim 1, a local environment information acquisition unit that acquires local environment information related to weather and traffic regulations around the delivery destination candidate, The delivery method determination unit calculates a delivery date and time and a delivery cost, which is a cost required to deliver the delivery item, for the determined candidate delivery method based on the delivery item information, the air vehicle information, the delivery / relay point information, and the local environment information. A delivery method determination system characterized by:

3. 3. The delivery method determination system according to claim 2, The aircraft information includes information including at least one of the weather control performance of the aircraft candidate and the amount of fluctuation of the delivery item, The delivery and relay point information includes information regarding the delivery destination candidate's acceptable range of arrival of the delivery item, The delivery method determination unit calculates an arrival probability that the delivery item will fall within the arrival tolerance range for the determined candidate delivery method based on the delivery item information, the air vehicle information, the delivery / relay point information, and the local environment information, and calculates the delivery cost including damage costs to the delivery item and the surrounding area of ​​the candidate delivery destination based on the arrival probability. A delivery method determination system characterized by:

4. 3. The delivery method determination system according to claim 2, The delivery method determination unit calculates a damage probability of the delivery item in the determined candidate delivery method based on the delivery item information, the air vehicle information, the delivery / relay point information, and the local environment information, and calculates the delivery cost including the damage cost for the delivery item based on the damage probability. A delivery method determination system characterized by:

5. 3. The delivery method determination system according to claim 2, the flying object information includes information about noise of the flying object candidate, The delivery and relay point information includes information regarding the acceptable noise level of the delivery destination candidate, The delivery method determination unit calculates the delivery cost, including the cost of damage to the surrounding area of ​​the delivery destination candidate due to noise from the candidate aircraft, for the determined candidate delivery method based on the delivery item information, the candidate aircraft information, the delivery / relay point information, and the local environment information. A delivery method determination system characterized by:

6. 2. The delivery method determination system according to claim 1, a user interface that displays information about the determined candidate delivery methods and accepts selection of a delivery method; an integrated operation control unit that controls the operation of the aircraft based on the selected delivery method; A delivery method determination system characterized by:

7. 7. The delivery method determination system according to claim 6, the delivery / relay point information acquisition unit and the local environment information acquisition unit acquire a situation change related to the selected delivery method; When it becomes difficult to deliver the item using the selected delivery method due to the change in the situation, the delivery method determination unit determines a new delivery method candidate, and calculates a delivery date and time and a delivery cost, which is the cost required to deliver the item, for the determined new delivery method candidate; the user interface displays information about the determined new delivery method candidates and accepts selection of a new delivery method; The integrated operation control unit controls the operation of the aircraft based on the selected new delivery method. A delivery method determination system characterized by:

8. a delivery information acquisition step of acquiring delivery information including at least one of the type of delivery, desired delivery date and time, desired delivery destination, weight, size, and impact resistance value; an air vehicle information acquisition step of acquiring air vehicle information including at least one of a payload, an arrival method, and a maximum arrival altitude of the delivery for each of the air vehicle candidates; a delivery and relay point information acquisition step for acquiring delivery and relay point information including at least one of an available delivery method for each delivery destination candidate and a maximum impact absorption load when the delivery arrives, A method for determining a delivery method that is a combination of an aircraft candidate and a delivery destination candidate for delivering a delivery item to the delivery destination candidate for a desired delivery destination of the delivery item by an aircraft, Based on the weight and size of the delivery item in the delivery item information and the payload of the candidate air vehicle in the air vehicle information, the weight and size of the delivery item are equal to or less than the payload of the candidate air vehicle, the arrival method of the air vehicle candidate in the air vehicle information and the arrival method that the delivery destination candidate can handle in the delivery / relay point information are based on, a delivery method determination step of determining a candidate delivery method in which a maximum impact force applied to the delivery item is equal to or less than the impact resistance value of the delivery item, based on the impact resistance value of the delivery item in the delivery item information, the arrival method of the candidate aircraft in the aircraft information, the maximum arrival altitude, and the maximum impact absorption load of the candidate delivery destination in the delivery / relay point information; A method for determining a delivery method, comprising:

9. 9. The method for determining a delivery method according to claim 8, a local environment information acquisition step of acquiring local environment information relating to weather and traffic regulations around the delivery destination candidate; and calculating a delivery date and time and a delivery cost, which is a cost required to deliver the delivery item, for the determined candidate delivery method based on the delivery item information, the air vehicle information, the delivery / relay point information, and the local environment information. A method for determining a delivery method, comprising:

10. 10. The method for determining a delivery method according to claim 9, The aircraft information includes information including at least one of the weather control performance of the aircraft and the amount of fluctuation of the delivery item, The delivery and relay point information includes information regarding the delivery destination candidate's acceptable range of arrival of the delivery item, a step of calculating an arrival probability that the delivery item will fall within the arrival tolerance range for the determined candidate delivery method based on the delivery item information, the air vehicle information, the delivery / relay point information, and the local environment information, and calculating the delivery cost including damage costs to the delivery item and the vicinity of the candidate delivery destination based on the arrival probability; A method for determining a delivery method, comprising:

11. 10. The method for determining a delivery method according to claim 9, a step of calculating a damage probability of the delivery item in the determined candidate delivery method based on the delivery item information, the air vehicle information, the delivery / relay point information, and the local environment information, whereby damage to the delivery item falls within a specified range, and calculating the delivery cost including a damage cost for the delivery item based on the damage probability. A method for determining a delivery method, comprising:

12. 10. The method for determining a delivery method according to claim 9, the aircraft information includes information about noise from the aircraft, The delivery and relay point information includes information regarding the acceptable noise level of the delivery destination candidate, and a step of calculating the delivery cost including the cost of damage to the surrounding area of ​​the candidate delivery destination due to noise from the aircraft for the candidate delivery method based on the delivery item information, the aircraft information, the delivery / relay point information, and the local environment information. A method for determining a delivery method, comprising:

13. 9. The method for determining a delivery method according to claim 8, displaying information about the determined delivery method candidates and accepting selection of a delivery method; and a step of managing the operation of the aircraft based on the selected delivery method. A method for determining a delivery method, comprising:

14. The method for determining a delivery method according to claim 13, obtaining a status change associated with the selected delivery method; When it becomes difficult to deliver the item using the selected delivery method due to the change in the situation, determining a new delivery method candidate and calculating a delivery date and time and a delivery cost required to deliver the item for the determined new delivery method candidate; displaying information about the determined new delivery method candidates and accepting the selection of the new delivery method; and a step of managing the flight of the aircraft based on the selected new delivery method. A method for determining a delivery method, comprising:

15. In a user interface that accepts selection of a delivery method that is a combination of an aircraft candidate and a delivery destination candidate for delivering the delivery item to a delivery destination candidate for a desired delivery destination of the delivery item by an aircraft, A map showing the location of the delivery destination candidate and options of the delivery method including at least one of the delivery date and time and the delivery method for the delivery item are displayed in order of the earliest delivery date and time of the delivery item or the lowest delivery cost. A user interface characterized by:

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