Route management system, route setting device, route setting method, and program

Abstract

To provide a route management system, route setting device, route setting method, and program for efficiently setting a flight condition to optimize a parameter related to a flight while keeping discipline and safety of an airspace.SOLUTION: A route setting device includes: an acquisition section for acquiring flight result information indicating a flight result of a flying object from the flying object during flying in an object area; a calculation section for calculating a predetermined parameter value related to the flight to a present place from a flight start or entrance in the object area based on the acquired flight result information; and a determination section for determining a flight condition from the present place to a destination or coming-out of the object area, so as to allow the parameter value when the flying object reaches the destination to satisfy reference.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a route management system, a route setting device, a route setting method, and a program. [Background technology]

[0002] There are multiple routes (hereafter referred to as routes) that an aircraft can take to travel between two points. Therefore, the cost of flight (time and energy consumption) may change depending on which route is chosen. Patent Document 1 describes a technology that generates multiple routes that an aircraft can fly between two locations and identifies a route with the lowest cost, which is an optimized route between the two locations, based on the cost of each route. The cost of each route is calculated based on a dataset of past aircraft tracking data and altitude data. Patent Document 1 also describes that the cost of each route may include costs depending on network and environmental factors, such as the distance of the route, the expected amount of energy required to transport the aircraft along the route, the cost of transporting the aircraft along the route, the expected noise level along the route, and the expected discomfort level of observers. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2022-537148 Summary of the Invention [Problem to be solved by the invention]

[0004] The conditions of the airspace through which an aircraft flies are often unknown until the time comes, and therefore it may be desirable to determine the flight conditions of an aircraft in an area while the aircraft is flying through the area. [Means for solving the problem]

[0005] The route setting device in the present disclosure includes: an acquisition means for acquiring flight performance information indicating the flight performance of an aircraft flying within a target area from the aircraft; A calculation means for calculating predetermined parameter values ​​related to a flight from the start of flight or from entering the target area to a current location based on the acquired flight performance information; and a determination means for determining flight conditions from the current location to the destination or the target area so that the parameter value satisfies a standard when the aircraft reaches the destination.

[0006] The route management system in the present disclosure includes: Aircraft and a route setting device that sets a route for the aircraft, The route setting device An acquisition means for acquiring flight performance information indicating the flight performance of the aircraft from the aircraft flying within the target area; A calculation means for calculating predetermined parameter values ​​related to a flight from the start of flight or from entering the target area to a current location based on the acquired flight performance information; and a determination means for determining flight conditions from the current location to the destination or the target area so that the parameter value when the aircraft reaches the destination satisfies a criterion; The flying object flies under the flight conditions.

[0007] The route planning method in the present disclosure includes: One or more computers Acquire flight performance information indicating the flight performance of an aircraft flying within the target area from the aircraft; Based on the acquired flight performance information, calculate predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location; The method includes determining flight conditions from the current location to the destination or the target area so that the parameter value satisfies a criterion when the aircraft reaches the destination.

[0008] The program in this disclosure is On the computer, an acquisition process for acquiring flight performance information indicating the flight performance of an aircraft flying within the target area from the aircraft; A calculation process for calculating predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location based on the acquired flight performance information; This is a program for executing a determination process that determines flight conditions from the current location to the destination or the target area so that the parameter values ​​meet the criteria when the aircraft reaches the destination. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to obtain a route management system, route setting device, route setting method, and program that can efficiently set flight conditions that optimize flight parameters while maintaining order and safety in the airspace. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a functional block diagram illustrating a configuration example of a route setting device according to the present disclosure. [Figure 2] 10 is a flowchart illustrating an example of a processing operation of a route setting device according to the present disclosure. [Figure 3] FIG. 1 is a diagram conceptually illustrating an example of the system configuration of a sea route management system according to the present disclosure. [Figure 4] FIG. 1 is a diagram illustrating an example of the configuration of a computer that realizes a route setting device according to the present disclosure. [Figure 5] FIG. 2 is a diagram illustrating an example of a data structure of flight schedule information. [Figure 6] FIG. 1 is a diagram for explaining multiple routes connecting two points. [Figure 7] FIG. 2 is a diagram illustrating an example of a data structure of flight path information. [Figure 8] FIG. 2 is a diagram illustrating an example of a data structure of flight performance information. [Figure 9]FIG. 2 is a diagram illustrating an example of a data structure of toll information. [Figure 10] FIG. 10 is a diagram illustrating an example of a data structure of parameter information. [Figure 11] FIG. 4 is a diagram illustrating an example of a data structure of flight condition information. [Figure 12] 10 is a flowchart illustrating an example of a processing operation of a route setting device according to the present disclosure. [Figure 13] FIG. 10 is a diagram for explaining a method for changing a route connecting two points midway based on parameter values. [Figure 14] FIG. 10 is a functional block diagram showing another example configuration of a route setting device according to the present disclosure. [Figure 15] FIG. 10 is a diagram conceptually illustrating another example system configuration of a route management system according to the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, in this disclosure, the drawings relate to one or more embodiments. In all drawings, similar components are given similar reference numerals and descriptions thereof are omitted as appropriate. In each of the following drawings, configurations of parts that are not related to the essence of this disclosure are omitted and are not shown.

[0012] In this disclosure, "acquisition" includes at least one of a device going to retrieve data or information stored in another device or storage medium (active acquisition) and a device inputting data or information output from another device (passive acquisition). Examples of active acquisition include making a request or inquiry to another device and receiving a reply, and accessing and reading information from another device or storage medium. Examples of passive acquisition include receiving information that is distributed (or transmitted, pushed, etc.). Furthermore, "acquisition" may also mean selecting and acquiring data or information from received data or information, or selecting and receiving distributed data or information.

[0013] <Example of functional configuration> As shown in FIG. 1, the route setting device 100 includes an acquisition unit 102, a calculation unit 104, and a determination unit 106. The acquisition unit 102 acquires flight history information indicating the flight history of an aircraft flying within a target area from the aircraft. The calculation unit 104 calculates predetermined parameter values ​​related to the flight from the start of the flight or from entering the target area to the current location based on the acquired flight performance information. The determination unit 106 determines flight conditions from the current location until the aircraft leaves the destination or target area so that the parameter values ​​when the aircraft reaches the destination satisfy the criteria.

[0014] <Example of operation> As shown in the flowchart of FIG. 2, in the route setting device 100, first, the acquisition unit 102 acquires flight history information indicating the flight history of an aircraft flying within a target area from the aircraft (step S101). The calculation unit 104 calculates predetermined parameter values ​​related to the flight from the start of flight or from entering the target area to the current location based on the acquired flight performance information (step S103). The determination unit 106 determines flight conditions from the current location until the aircraft leaves the destination or target area so that the parameter values ​​when the aircraft reaches the destination satisfy the criteria (step S105).

[0015] In the route setting device 100, the acquisition unit 102 acquires flight performance information indicating the flight performance of an aircraft flying within a target area from the aircraft. The calculation unit 104 calculates predetermined parameter values ​​related to the flight from the start of flight or from entering the target area to the current location based on the acquired flight performance information. The determination unit 106 determines flight conditions from the current location to the destination or from leaving the target area so that the parameter values ​​when the aircraft reaches the destination satisfy the criteria. This route planning device 100 can efficiently set flight conditions that optimize flight parameters while maintaining order and safety in the airspace.

[0016] A detailed example of the route setting device 100 will be described below.

[0017] (First embodiment) <System Overview> First, a route management system 1 that uses a route setting device 100 will be described. 3, the route management system 1 includes a route setting device 100 and at least one flying object 200. The route setting device 100 and the flying object 200 are connected via a communication network 3. The flight route management system 1 manages the flight routes of flying objects 200 that fly in a predetermined airspace (hereinafter also referred to as a target area). Here, the flying object 200 may be an unmanned flying object or a manned flying object.

[0018] The route setting device 100 includes a storage device 120. The storage device 120 may be a device separate from the route setting device 100, may be a device included within the route setting device 100, or may be a combination of these.

[0019] The route setting device 100 is a computer such as a personal computer, a server computer, etc. The functions of the route setting device 100 may be provided to users by accessing a server computer on a cloud via a network 3 such as the Internet from a communication device such as an operation terminal (for example, SaaS (Software as a Service)).

[0020] Furthermore, in another example, the computer that realizes the route setting device 100 may be realized as a single chip, controller, or device. In that case, the computer of the route setting device 100 may be realized as a single chip that is attached to the flying object 200, or may be realized as a controller that is mounted on the flying object 200. Furthermore, the functions of the route setting device 100 may be realized by dividing the functions between a server computer and a computer in the flying object 200.

[0021] Air vehicle 200 may be equipped with a controller configured by a computer. Air vehicle 200 may fly remotely from a ground computer or controller, autonomously, or, in the case of a manned air vehicle, may be piloted by a human. Furthermore, air vehicle 200 may be capable of flying by a combination of at least two of autonomous automatic piloting, remotely controlled automatic or manual piloting, and manned automatic or manual piloting.

[0022] Furthermore, as will be described later, the voyage management system 1 may be able to accept settings related to the flight of the flying object 200 used by the user. In this case, the user registers in advance to use the voyage management system 1 and obtains user account information. The user can use the services of the voyage management system 1, for example, by installing and launching an application for the voyage management system 1 on a communication device (e.g., a smartphone, tablet terminal, personal computer, etc.). Alternatively, the user can use the services of the voyage management system 1 by accessing the website of the voyage management system 1 using a browser or the like on the communication device. When using the service, the user can log in to the voyage management system 1 using the user account and use the service of the voyage management system 1.

[0023] <Hardware configuration example> The route setting device 100 according to the present disclosure is realized by a computer 1000 illustrated in Fig. 4. As described above, the flying object 200 in Fig. 3 is also realized by the computer 1000. The functions of the route setting device 100 may be shared between the computer 1000 of the flying object 200 and the computer 1000 of the route setting device 100.

[0024] The computer 1000 includes a bus 1010 , a processor 1020 , a memory 1030 , a storage device 1040 , an input / output interface 1050 , and a network interface 1060 .

[0025] The bus 1010 is a data transmission path for transmitting and receiving data among the processor 1020, memory 1030, storage device 1040, input / output interface 1050, and network interface 1060. However, the method of connecting the processor 1020 and the like to each other is not limited to bus connection.

[0026] The processor 1020 is implemented by a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), or the like.

[0027] The memory 1030 is a main storage device realized by a RAM (Random Access Memory) or the like.

[0028] The storage device 1040 is an auxiliary storage device realized by an HDD (Hard Disk Drive), an SSD (Solid State Drive), a memory card, a ROM (Read Only Memory), or the like. The storage device 1040 stores program modules that realize each function of the route setting device 100 (for example, the acquisition unit 102, the calculation unit 104, the determination unit 106, and the processing unit 108 described below). The processor 1020 loads each of these program modules into the memory 1030 and executes them, thereby realizing each function corresponding to the program module. The storage device 1040 may also function as the storage device 120 of the route setting device 100.

[0029] The program module may be recorded on a recording medium. The recording medium on which the program module is recorded may include a non-transitory, tangible medium usable by the computer 1000, and the program code readable by the computer 1000 (processor 1020) may be embedded in the medium.

[0030] The input / output interface 1050 is an interface for connecting the computer 1000 with various input / output devices. The input / output interface 1050 also functions as a communication interface for performing short-range wireless communication such as Bluetooth (registered trademark) and NFC (Near Field Communication). Furthermore, the input / output interface 1050 also functions as a communication interface for performing mobile wireless communication via a mobile communication network or the like.

[0031] The network interface 1060 is an interface for connecting the computer 1000 to a communication network 3. This communication network 3 is, for example, a LAN (Local Area Network) or a WAN (Wide Area Network). The method for connecting the network interface 1060 to the communication network 3 may be a wireless connection or a wired connection.

[0032] The computer 1000 is then connected to necessary equipment (e.g., a display, touch panel, operation buttons, touchpad, keyboard, mouse, speaker, microphone, camera, printer, etc. of the route setting device 100, a display, touch panel, touchpad, operation buttons, keyboard, mouse, speaker, microphone, camera, printer, etc. of the communication device, a controller, camera, speaker, microphone, etc. of the flying object 200) via the input / output interface 1050 or the network interface 1060.

[0033] Each component of the route planning device 100 according to the present disclosure shown in each figure is realized by any combination of hardware and software of the computer 1000 shown in Figure 4. Those skilled in the art will understand that there are many variations in the implementation methods and devices. The functional block diagrams showing the route planning device 100 according to the present disclosure shown in each figure show logical functional unit blocks rather than a hardware unit configuration.

[0034] <Example of functional configuration> The following explanation will be given with reference to FIG. As shown in FIG. 1, the route setting device 100 includes an acquisition unit 102, a calculation unit 104, and a determination unit 106. The acquisition unit 102 acquires flight history information indicating the flight history of the flying object 200 from the flying object 200 flying within the target area. The process of acquiring information by the acquisition unit 102 is performed periodically (for example, every minute, every five minutes, every ten minutes, etc.) or in real time. Here, real time means that the process is performed without delay at least every time the acquisition unit 102 acquires information from the flying object 200. The target area is the flight airspace of the flying object 200 managed by the route setting device 100 of the route management system 1. The route setting device 100 manages the route of at least one flying object 200 flying within the target area.

[0035] The multiple flying bodies 200 managed by the route setting device 100 are assigned identification information that allows each flying body 200 to be identified. The route setting device 100 stores flight schedule information 130, which indicates the flight schedule of each flying body 200 within the target area, in the storage device 120. The flight schedule information 130 of each flying body 200 is input into the route setting device 100 using an operation menu by the user of the flying body 200 or the operation manager of the flying body 200, and is stored in the storage device 120.

[0036] As shown in FIG. 5, the flight schedule information 130 includes, for each flight schedule of the flying object 200, identification information (indicated as a flight ID in the figure) capable of identifying the flight, identification information (indicated as an flying object ID in the figure) capable of identifying the flying object 200, information indicating the departure point of the flight, information indicating the scheduled departure time, information indicating the destination of the flight, and information indicating the scheduled arrival time, all associated with each other. Furthermore, the flight schedule information 130 may include information indicating waypoints, information indicating the time of arrival at the waypoints, and information indicating the time of departure from the waypoints. The flight schedule information 130 may further include information capable of identifying the flight route of the flight schedule. Furthermore, the flight schedule information 130 may include information indicating the remaining battery power of the flying object 200 at the time of departure.

[0037] The information indicating the scheduled departure time and scheduled arrival time is information indicating the scheduled date and scheduled time, but may also be information indicating the scheduled date and scheduled time period (for example, between 10:00 and 9:15, 9:30, etc.). The information indicating the departure point and destination of the scheduled flight may be location information indicated by latitude and longitude, or may be an address or facility name that can identify the location information (for example, the name of an aircraft terminal, etc.).

[0038] Information indicating the planned flight route is information that can identify a route selected before departure from multiple routes connecting the departure point and destination. As shown in Figure 6, two routes (route R1 and route R2) connecting the planned departure point T1 to the planned destination T2 are set in advance. Route R1 (shown by a solid line in the figure) is a route connecting the departure point T1 and the destination T2 via point T3. Route R2 (shown by a dashed line in the figure) is a route connecting the departure point T1 and the destination T2 via point T4.

[0039] Tolls are set in advance for each of a plurality of routes connecting a departure point and a destination, and the tolls are stored in storage device 120 as flight route information 180. As shown in Fig. 7, flight route information 180 includes, for each route, information that can identify the route (shown as a flight route ID in the figure), information indicating the departure point, information indicating the destination, and information indicating waypoints between the departure point and the destination, all associated with each other. At least one waypoint is defined on each route to distinguish it from other routes.

[0040] Furthermore, the route between the departure point and the destination is divided into multiple sections by the waypoints, and a basic toll is set for each section. This toll is determined in advance by the administrator of the route management system 1, taking into consideration, for example, the frequency of route use, convenience, air current conditions, etc. However, the method for setting the toll is not limited to this, and may be determined according to predetermined regulations.

[0041] This toll is equivalent to the toll of a toll road, and may be set higher for more convenient routes. Also, the more frequently used a route is, the higher the toll may be set. Furthermore, for routes that run in the opposite direction to the airflow direction, the toll may be set lower than the standard, and for routes that run in the same direction as the airflow direction, the toll may be set higher than the standard.

[0042] The flight path information 180 may also include a base toll associated with each route and each section. The total amount of tolls for each section of each route, i.e., the base toll for each route, may also be included in the flight path information 180.

[0043] The flight performance information acquired by the acquisition unit 102 is stored in the storage device 120 as flight performance information 160.

[0044] As shown in FIG. 8, the flight performance information 160 includes at least one of speed history information 162, swing history information 164, and load history information 166. The speed history information 162 includes, for each flying object 200, history information of the speed at each time during flight. The speed history information 162 includes identification information (shown as an flying object ID in the figure) that can identify the flying object 200, information indicating the date and time, and position information of the flying object 200 at each time. Furthermore, the speed history information 162 includes information indicating the speed of the flying object 200 at each time. The position information of the flying object 200 is position information acquired by a GPS (Global Positioning System) receiver of the flying object 200 and is indicated by latitude and longitude. Furthermore, the position information of the flying object 200 may include an altitude measured by an altimeter of the flying object 200. The information indicating the speed of the flying object 200 may be a value measured by a speedometer of the flying object 200, or may be a value calculated by the route planning device 100 as an average speed for each predetermined section based on position information acquired from the flying object 200 at each time.

[0045] The information recorded in the speed history information 162 may be periodically transmitted from the flying object 200, or may be acquired by requesting information from the route setting device 100. Position information and speed measurements taken by the flying object 200 are acquired at predetermined intervals (e.g., every minute, every five minutes, every ten minutes, etc.), or at predetermined sections or predetermined points, and recorded in the speed history information 162. The same is true for the other oscillation history information 164 and load history information 166, but the timing of acquiring each piece of information may be the same or different. In addition, the acquisition unit 102 may collectively acquire, at a predetermined timing, each piece of information that was measured in the flying object 200 and temporarily stored in the memory 1030 or storage device 1040 of the computer 1000 of the flying object 200 and accumulated for a predetermined period of time.

[0046] The sway history information 164 includes historical information indicating sway at each time during flight for each aircraft 200. If the aircraft 200 is manned, the sway of the aircraft 200 affects the ride comfort and may also affect damage to the aircraft 200's cargo. The sway history information 164 includes identification information (shown as aircraft ID in the figure) that can identify the aircraft 200, information indicating the date and time, and information indicating the amount of vibration of the aircraft 200 at each time. The amount of vibration of the aircraft 200 is a value measured by a vibration meter of the aircraft 200. Furthermore, the sway history information 164 includes the amount of sway of the aircraft 200, which is indicated using at least one of the displacement of the aircraft, the velocity of vibration, the acceleration of vibration, and the frequency characteristics of these measured by the vibration meter.

[0047] The load history information 166 includes, for each flying object 200, history information such as the remaining battery charge of the flying object 200 at each time during flight. The load history information 166 includes identification information (shown as an flying object ID in the figure) that can identify the flying object 200, information indicating the date and time, and information indicating the remaining battery charge of the flying object 200 at each time. The remaining battery charge of the flying object 200 is a State Of Charge (SOC) that indicates the charging rate of the storage battery obtained from a Battery Management Unit (BMU) of the flying object 200. Furthermore, the load history information 166 may include the battery consumption at each predetermined time interval (or each predetermined section) calculated from the remaining battery charge at each time.

[0048] <Parameter value calculation process> Based on the acquired flight performance information 160, the calculation unit 104 calculates predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location. The calculation process of the calculation unit 104 is performed at a predetermined timing. The predetermined timing is periodically (for example, every minute, every five minutes, every ten minutes, etc.) or in real time. Here, real time means that the process is performed every time the acquisition unit 102 acquires the flight performance information 160.

[0049] The predetermined parameter value indicates the cost or load imposed on the aircraft 200 or the user during flight, and changes over time depending on the flight status. As described above, a basic toll is set for each route. In the route management system 1, this basic toll changes depending on the flight performance status of the aircraft 200. In other words, the toll is an example of the predetermined parameter value.

[0050] This allows flight conditions (route, etc.) to be determined so that tolls meet certain criteria (e.g., upper limits), preventing tolls from becoming unintentionally high.

[0051] Other examples of predetermined parameter values ​​may include at least one of the vibration amount (its average value, maximum value, time above the standard, etc.) indicating the amount of shaking of the aircraft 200 during flight (from the start of the aircraft 200's flight or from the time the aircraft 200 enters the target area to the current location), the battery consumption of the aircraft 200, and the flight time.

[0052] This allows the determination unit 106 to determine flight conditions so that the vibration of the aircraft 200 during actual flight, battery consumption, and flight time do not deviate from the standards. In other words, this configuration makes it possible to avoid routes that cause significant vibration of the aircraft, change the route so as not to run out of battery power, or to arrive in time for the scheduled arrival time.

[0053] The calculation unit 104 calculates the toll using flight performance information 160 that indicates at least one of the speed history, the oscillation history, and the load history from the start of flight of the flying object 200 or from the time it enters the target area to its current location.

[0054] This allows the calculation unit 104 to calculate an appropriate toll that reflects the actual flight speed, aircraft vibration, and load conditions.

[0055] There are various possible methods for calculating the toll, including but not limited to the following examples: Furthermore, the toll calculation method may be a combination of at least two of the following methods. (1) The higher (faster) the average speed of the flying object 200 during flight, the higher the toll fee, and the lower (slower) the average speed, the lower the toll fee. (2) The smaller the amount of oscillation of the flying object 200 during flight, the higher the toll fee. The larger the amount of oscillation, the lower the toll fee. (3) The less battery power consumed by the flying object 200 during flight, the higher the toll fee; the more battery power consumed, the lower the toll fee. (4) The shorter the flight time of the aircraft 200, the higher the toll fee; the longer the flight time, the lower the toll fee.

[0056] The increase or decrease in the toll may be expressed as a coefficient indicating the rate of increase or decrease relative to a reference value (e.g., the reference value is 1), expressed as a numerical value between the reference value ±1 (0 to 2). For example, the coefficient may be calculated according to the difference from the reference speed. When the reference speed for a specified section is 50 km / h and the average actual speed of the aircraft 200 for the specified section is 60 km / h, the coefficient for the specified section is calculated by adding 0.2, which is the difference from the reference speed of 10 km / h divided by 50 km / h, to 1. If the average actual speed of the aircraft 200 for the specified section is 45 km / h, the coefficient for the specified section is calculated by adding -0.1, which is the difference from the reference speed of -5 km / h divided by 50 km / h.

[0057] When calculating the toll using multiple pieces of flight performance information 160, the calculation unit 104 calculates the average value of multiple coefficients and uses this as the coefficient for calculating the toll. For example, when calculating the toll using speed, amount of oscillation, and battery consumption, the calculation unit 104 calculates the coefficient k for the specified section by averaging coefficient k1 calculated from the speed, coefficient k2 calculated from the amount of oscillation, and coefficient k3 calculated from the battery consumption. The calculation unit 104 calculates the toll for the specified section by multiplying the standard toll for the specified section by this coefficient k. However, the above-described method for determining the coefficients is an example and is not limited to this.

[0058] Then, the calculation unit 104 uses the flight performance information 160 (also called flight history information. The flight performance information 160 includes at least one of speed history information 162, oscillation history information 164, and load history information 166) to calculate the unit price of the toll for each specified section of the flight trajectory of the aircraft 200, and calculates the toll for the aircraft 200 by adding up the unit prices. Here, the predetermined section may be, for example, a reference flight distance, or may be a section between each of a plurality of points that are predetermined on the route.

[0059] In a flight trajectory, conditions such as air currents may differ for each section. As described above, the calculation unit 104 calculates the unit price of the toll for each predetermined section of the flight trajectory and adds up the unit prices to calculate the toll for the flying object 200. In this way, the route setting device 100 can calculate tolls that reflect the different conditions for each predetermined section of the flight trajectory, and then calculate the toll for the entire route.

[0060] For example, an example in which a toll is calculated based on flight performance information of the aircraft 200 along two routes, route R1 and route R2, will be described with reference to FIG. 9. As shown in FIG. 9, the toll information 170 pre-sets a base toll for each section of route R1 and route R2. In this example, it is assumed that route R1 is set to a higher toll than route R2. However, the actual flight performance of route R1 is worse than the standard (for example, the actual average speed is slower than the standard). Therefore, the toll calculated by the calculation unit 104 according to the actual flight performance of the aircraft 200 using the flight performance information 160 related to the speed, amount of oscillation, and battery consumption is discounted from the basic toll. On the other hand, the actual flight performance of route R2 is better than the standard (for example, the actual average speed is faster than the standard), so the toll calculated by the calculation unit 104 using the flight performance information 160 is higher than the basic toll.

[0061] The parameter values ​​calculated by the calculation unit 104 are stored in the storage device 120 as parameter information 140. As shown in Fig. 10, the parameter information 140 includes, for each flight, identification information capable of identifying the flight (shown as a flight ID in the figure), identification information capable of identifying the flying object 200 (shown as an flying object ID in the figure), information indicating the date and time when the parameter values ​​were calculated, and information indicating at least one of the parameter values: toll, amount of oscillation, battery consumption, and flight time, all associated with each other.

[0062] Furthermore, the calculation unit 104 calculates an estimated value of a predetermined parameter thereafter (from the current location until leaving the destination or target area) using the presence or absence of other aircraft 202 within a predetermined range from the aircraft 200 and the predetermined parameter value of the other aircraft 202. The calculation unit 104 further uses the estimated value to calculate the parameter value when the aircraft reaches the destination.

[0063] The predetermined range from the flying object 200 is, for example, a range of a distance of 1 km, 2 km, 5 km, etc., and further, a range in the direction of the destination of the flying object 200. The calculation unit 104 can determine whether or not there are other flying bodies 202 based on the position information of each flying body 200 managed by the route setting device 100.

[0064] This allows the current situation of the route from the current location to the destination to be understood using parameter values ​​related to the actual flight obtained from other aircraft 202, making it possible to determine the optimal flight conditions that suit the actual situation.

[0065] Furthermore, the calculation unit 104 further uses weather forecast information for the distance between the current location and the destination to calculate estimated values ​​of the predetermined parameters thereafter. The acquisition unit 102 can acquire weather forecast information from a predetermined service that provides weather forecast information (for example, a weather information providing website, etc.). For example, if a weather forecast predicts that the headwind speed against the path of the flying object 200 will increase between the current location and the destination, the flight speed is likely to decrease. Therefore, the route planning device 100 pre-sets an average speed at which the flying object 200 can fly for each aircraft class of the flying object 200 and each expected headwind speed. The calculation unit 104 may use the average speed corresponding to the wind speed to calculate the estimated values ​​of subsequent parameters. Furthermore, as the wind speed increases, the flying object 200 may experience more severe shaking and a higher load (increasing battery consumption and extending flight time). Therefore, the route planning device 100 pre-sets the amount of oscillation and load (increase in battery consumption and extension of flight time) of the flying object 200 for each aircraft class of the flying object 200 and each expected headwind speed. The calculation unit 104 may use the amount of oscillation and load corresponding to the wind speed to calculate the estimated values ​​of subsequent parameters.

[0066] Alternatively, the calculation unit 104 may use a learning model that has previously been machine-learned for each area the weather information and the speed, amount of oscillation, and load of the aircraft 200 for each route to predict the speed, amount of oscillation, and load of the aircraft 200 from the weather forecast information, and use the predicted values ​​to calculate estimated values ​​of subsequent parameters.

[0067] In addition, the determination unit 106 can change the route or destination to avoid areas where lightning, tornadoes, sudden heavy rain, etc. occur based on weather forecast information, or can change the departure time if flight conditions are determined before departure.

[0068] This allows flight conditions to be determined taking into account the weather conditions along the route, so that the parameter values ​​can be made to meet the standards with high precision, and a safer route can also be set.

[0069] <How flight conditions are determined> The determination unit 106 determines flight conditions from the current location until the flying object 200 leaves the destination or target area so that the parameter values ​​when the flying object 200 reaches the destination satisfy the criteria. The flight conditions include at least one of the flight path, speed, departure time, and arrival time of the flying object 200. The timing when the determination unit 106 determines the flight conditions is before the start of flight. However, flight conditions other than the departure time are preferably updated during flight. For example, the determination unit 106 preferably performs a process of determining whether the parameter value satisfies the criteria periodically during flight (e.g., every 5 minutes, every 10 minutes, etc.). Then, when the difference between the parameter value and the criteria becomes equal to or greater than a threshold, the determination unit 106 preferably updates the flight conditions. The timing when the flight conditions are updated is preferably before the flying object 200 arrives at a point where the route can be changed.

[0070] The standard parameter value may be set to a value that satisfies the wishes of the user of the aircraft 200 for each aircraft 200, or a common value may be set for at least some of the aircraft 200. For example, if the parameter value is a toll, the user of the aircraft 200 may be able to set an upper limit amount as the standard in advance. Alternatively, the upper limit amount of the toll may be set as the standard parameter value for each fee plan. Note that the "standard" here is different from the standard used to determine the coefficient used to convert the toll described above, but may be the same value.

[0071] If the parameter value is the amount of sway during flight of the aircraft 200, it is preferable to set the standard within a range that allows passengers on board the aircraft 200 to board comfortably or that does not affect cargo. If the parameter value is the battery consumption of the aircraft 200, the standard may be set according to the battery capacity of the aircraft 200. Alternatively, the standard for the parameter value may be set according to the size (weight) of the aircraft 200. If the parameter value is flight time, the standard may be set based on the planned flight time calculated from the scheduled departure time and scheduled arrival time of the flight schedule of the aircraft 200. Furthermore, for example, the standard may be set to a range of the planned flight time plus or minus a predetermined time (e.g., 5 minutes).

[0072] The parameter value reference settings are input into the route setting device 100 using an operation menu by the user of the flying object 200 or the operation manager of the flying object 200, and are stored in the storage device 120.

[0073] The acquisition unit 102 acquires priority information indicating which of the speed, amount of oscillation, and load corresponding to a predetermined parameter value during the flight of the flying object 200 is prioritized by the user of the flying object 200. The determination unit 106 further uses the acquired priority information to determine the flight conditions.

[0074] The acquisition unit 102 acquires priority information input to the route setting device 100 using an operation menu by the user of the flying object 200 or the flight manager of the flying object 200. The priority information may be information indicating at least one of speed, swing amount, and load (battery consumption or flight time) selected by the user as a parameter to be used in determining flight conditions. Furthermore, the priority information may include information indicating the priority of the parameters specified by the user for the selected speed, swing amount, and load.

[0075] The determination unit 106 uses the priority information to select parameters to be used in determining whether the criteria are met and performs a determination process. Furthermore, if a priority order is specified, the determination unit 106 identifies parameters to use in determining whether the criteria are met in accordance with the priority order, and determines the flight conditions using the determination results of the identified parameters. Specifically, if the user selects speed and load and specifies the priority order in this order, and there is a flight condition in which the load does not meet the criteria and a flight condition in which the speed meets the criteria, the determination unit 106 selects the flight condition in which the speed meets the criteria and determines it as the flight condition of the flying object 200.

[0076] As a result, although which of the flight parameters (speed, oscillation, load) is prioritized varies from user to user, flight conditions can be determined so that parameters reflecting the user's intentions meet the criteria, thereby improving user satisfaction. Furthermore, the operator can also appropriately determine and set which parameters to prioritize depending on the actual situation. This also makes it possible to manipulate the flight conditions of each aircraft 200 in accordance with the operator's intentions from various perspectives (safety, business strategy, improving customer satisfaction, etc.).

[0077] Furthermore, as described above, when the calculation unit 104 calculates a predetermined parameter value using the estimated value of the parameter thereafter (from the current location to the destination or the departure from the target area), the determination unit 106 updates the flight conditions thereafter (from the current location to the departure from the destination or the target area) so that the calculated parameter value satisfies the criteria.

[0078] This allows flight conditions to be determined using parameter values ​​that reflect the current situation of the route from the current location to the destination, calculated using parameter values ​​related to actual flight obtained from other flying bodies 202. Therefore, the route setting device 100 makes it possible to determine flight conditions with higher accuracy that match the actual situation.

[0079] <Control of the flying object 200 using flight conditions> The flight condition information 150 determined by the determination unit 106 and stored in the storage device 120 is used for flight control of the flying object 200.

[0080] As shown in Figure 11, the flight condition information 150 includes, for each flying object 200, identification information (shown as flying object ID in the figure) that can identify the flying object 200, information indicating the departure point, information indicating the destination, information indicating the flight route, information indicating the average speed of the flying object 200, information indicating the departure time, and information indicating the arrival time, all of which are associated with each other.

[0081] When the flying object 200 flies autonomously, the flight condition information 150 is transmitted from the route setting device 100 to the flying object 200. The flying object 200 receives the flight condition information 150 from the route setting device 100. Alternatively, when the route setting device 100 is included in the flying object 200, the flying object 200 reads and acquires the flight condition information 150 from the storage device 120. When the flying object 200 is remotely controlled by the route setting device 100 or another controller, the route setting device 100 or another controller reads and acquires the flight condition information 150 from the storage device 120. Then, the route setting device 100 or another controller remotely controls the flight of the flying object 200 in accordance with the flight condition information 150.

[0082] This makes it possible to fly the aircraft 200 under flight conditions that conform to actual flight conditions, thereby optimizing flight parameters while maintaining order and safety in the airspace.

[0083] <Example of operation> The following description will be given with reference to FIG. 2 and FIG. Before the start of flight, the route setting device 100 starts operation according to the flow chart in Fig. 2. First, the acquisition unit 102 acquires flight performance information 160 indicating the flight performance of the flying object 200 from the flying object 200 flying within the target area (step S101). The acquisition unit 102 stores the acquired flight performance information 160 in the storage device 120.

[0084] Here, the flight history information 160 acquired by the acquisition unit 102 may be history information of past flights of the aircraft 200, or may be history information of other aircraft 200 of the same class as the aircraft 200. The class of the aircraft may be classified, for example, by aircraft size, weight, installed battery capacity, cargo capacity, maximum flight speed, etc., or may be classified by model. Alternatively, in the route management system 1, standard flight information may be predetermined as initial values ​​for each class of aircraft 200, and the acquisition unit 102 may acquire the initial values ​​corresponding to the aircraft 200.

[0085] The calculation unit 104 calculates predetermined parameter values ​​related to the flight from the start of flight or from entering the target area to the current location based on the acquired flight performance information 160 (step S103). The calculation unit 104 stores the calculated parameter values ​​as parameter information 140 in the storage device 120. The determination unit 106 determines flight conditions from the current location to the destination or target area so that the parameter values ​​when the aircraft reaches the destination satisfy the criteria (step S105). The determination unit 106 stores the determined flight conditions in the storage device 120 as flight condition information 150.

[0086] During flight, the route setting device 100 operates according to the flow shown in Fig. 12. The flow shown in Fig. 12 is repeated periodically or in real time at predetermined timings until the flying object 200 arrives at the destination. The flow shown in Fig. 12 includes steps S101 and S103, which are the same as those shown in Fig. 2, and further includes steps S111 to S117.

[0087] First, the acquisition unit 102 acquires flight performance information indicating the flight performance of an aircraft flying within a target area from the aircraft (step S101). The acquisition unit 102 stores the acquired flight performance information 160 in the storage device 120. The calculation unit 104 calculates predetermined parameter values ​​related to the flight from the start of the flight or from entering the target area to the current location based on the acquired flight performance information (step S103). The calculation unit 104 stores the calculated parameter values ​​as parameter information 140 in the storage device 120 in association with information indicating the date and time.

[0088] Furthermore, the calculation unit 104 calculates the estimated value of the predetermined parameter thereafter (from the current location until the flight leaves the destination or target area) using the presence or absence of another flight object 202 within a predetermined range from the flight object 200 and the predetermined parameter value of the other flight object 202 (step S111). The calculation unit 104 further updates the parameter value calculated in step S103 using the estimated value of the parameter calculated in step S111 (step S113).

[0089] The determination unit 106 determines whether the parameter value updated in step S113 satisfies the criteria (step S115). If the estimated value of the parameter does not satisfy the criteria (NO in step S115), the determination unit 106 determines flight conditions from the current location to the destination or departure from the target area so that the estimated value of the parameter satisfies the criteria (step S117). The determination unit 106 stores the flight conditions determined in step S115 as flight condition information 150 in the storage device 120. If the estimated value of the parameter satisfies the criteria (YES in step S115), step S117 is bypassed and this process ends. In other words, the flight conditions are not updated.

[0090] For example, as explained in Figure 9, before the start of flight, route R1 has a higher basic toll fee than route R2, but is more convenient, so the aircraft 200 selects route R1 and begins flight.

[0091] However, in reality, when flying along route R1 (shown by a solid line in the figure), there are cases where the parameter values ​​updated using the estimated parameter values ​​calculated by the calculation unit 104 do not satisfy the criteria (for example, the toll fee exceeds the upper limit set by the user). In such cases, the determination unit 106 changes the route to another route and updates the flight conditions.

[0092] 13, for example, when flying body 200 is flying from departure point T1 to point T5, it may be discovered that the estimated values ​​of the parameters calculated by calculation unit 104 do not satisfy the criteria. In such a case, determination unit 106 determines flight conditions for a flight path along route R3 (shown by a dashed line in the figure) from point T5 to destination T2 via point T4, and stores the flight conditions in flight condition information 150.

[0093] This may result in the parameter values ​​of the air vehicle 200 meeting the criteria or reducing the difference from the criteria.

[0094] As described above, according to this embodiment, the route setting device 100 includes an acquisition unit 102, a calculation unit 104, and a determination unit 106. The acquisition unit 102 acquires flight performance information indicating the flight performance of an aircraft flying within a target area from the aircraft. The calculation unit 104 calculates predetermined parameter values ​​related to the flight from the start of flight or from entering the target area to the current location based on the acquired flight performance information. The determination unit 106 determines flight conditions from the current location to the destination or from leaving the target area so that the parameter values ​​when the aircraft reaches the destination satisfy the criteria. According to this route setting device 100, flight conditions are set so that parameters calculated based on the flight performance of the flying body 200 meet the standards, so that flight conditions can be efficiently set to optimize flight-related parameters while maintaining order and safety in the airspace.

[0095] (Second embodiment) The second route setting device 100 of Fig. 14 according to the present disclosure is the same as the route setting device 100 of Fig. 1 except that it further includes a processing unit 108 that executes processing for forming a formation with other flying bodies 202. Note that each element of Fig. 14 may be combined with each element of one or more embodiments to the extent that no contradiction occurs.

[0096] <System Overview> 15, the second route management system 1 according to the present disclosure includes the same route setting device 100 and flying object 200 as the route management system 1 of FIG. 3, and further includes another flying object 202. The other flying object 202 is also connected to the route setting device 100 via a communication network 3.

[0097] <Example of functional configuration> As shown in FIG. 14, the route setting device 100 includes the same acquisition unit 102, calculation unit 104, and determination unit 106 as the route setting device 100 in FIG. If there is at least one other aircraft 202 flying along the same route as the aircraft 200 within a predetermined distance, the processing unit 108 executes processing to form a formation with the other aircraft 202.

[0098] The predetermined distance is, for example, 20 m, 50 m, 100 m, etc. The processing unit 108 refers to the flight condition information 150 of the other flying bodies 202 and acquires the routes of the other flying bodies 202. The processing unit 108 then determines whether the routes of the other flying bodies 202 are the same as that of the flying body 200. If the routes are the same, the processing unit 108 executes processing to form a formation with the other flying bodies 202. This is because, when multiple flying bodies 200 fly together, by forming a vertical formation, the flying bodies 200 following behind are less susceptible to headwinds, thereby reducing the load.

[0099] For example, if the parameter value load of an aircraft 200 is about to fail to meet the standard, the aircraft 200 can form a formation behind another aircraft 202 to reduce the load, potentially preventing the parameter value load from failing to meet the standard.

[0100] The process for forming a formation includes, for example, determining the formation order using parameter values ​​of the air vehicle 200 and the other air vehicles 202, and transmitting a formation formation instruction along with the determined formation order to the air vehicle 200 and the other air vehicles 202. For example, the formation order is determined so that an air vehicle with a tight load margin is at the back and an air vehicle with a heavy load margin is at the front.

[0101] Alternatively, the processing unit 108 may perform a process of notifying each air vehicle of the identified formation order, and the air vehicle 200 and the other air vehicles 202 may communicate with each other to form a formation.

[0102] As described above, in the route setting device 100 of this embodiment, when there is at least one other flying body 202 flying along the same route as the flying body 200 within a predetermined distance, the processing unit 108 executes processing to form a formation with the other flying body 202. In this way, the route setting device 100 of this embodiment achieves the same effects as the above embodiment, and furthermore, when there are other aircraft 202 on the same route, even if the aircraft 200 alone cannot satisfy the parameter values ​​of the standard, by forming a tandem with the other aircraft 202, it is possible to reduce the load on the aircraft 200 and ensure that the parameter values ​​satisfy the standard.

[0103] Although the embodiments of the present invention have been described above with reference to the drawings, these are merely examples of the present invention, and various other configurations can also be adopted. (Other embodiments) <What to do if a specified parameter value exceeds the standard> In the above embodiment, flight conditions are determined so that the parameter values ​​satisfy the criteria. However, it is conceivable that the parameter values ​​may unavoidably exceed the criteria during flight. Therefore, in another embodiment, an example of processing when a predetermined parameter value exceeds the criteria will be described.

[0104] <<Example 1: Select the route with the best conditions>> If a predetermined parameter value exceeds a standard, the determination unit 106 selects a route with the minimum conditions and determines the flight conditions. For example, the determination unit 106 may select a route that allows a maximum speed of 40 km / h, or a less popular route with the minimum toll. <<Example 2:>> The flying object 200 is registered in advance as a group with other flying objects 202. Criteria for predetermined parameter values ​​are set for the group, and the determination unit 106 determines flight conditions so that the predetermined parameter values ​​of the group satisfy the criteria. In other words, the determination unit 106 adds up the predetermined parameter values ​​of the flying object 200 and the predetermined parameter values ​​of the other flying objects 202 registered in the group, and determines flight conditions so that the resulting parameter value satisfies the criteria for the group.

[0105] For example, suppose that the upper limit for the toll parameter value is set to 2,000 yen for each of aircraft 200 and another aircraft 202, and the toll for aircraft 200 is 2,200 yen and the toll for another aircraft 202 is 700 yen. In this case, the parameter value for aircraft 200 exceeds the standard, but the parameter value for the other aircraft 202 is significantly below the standard.

[0106] In such a case, if the parameter value toll limit is set to 3,000 yen for the group, a determination is made as to whether the combined toll for aircraft 200 and other aircraft 202 meets the criteria, and the total toll amount will be 2,900 yen, which meets the criteria.

[0107] With this configuration, even in a situation where the parameter value exceeds the standard during actual flight, the flight can be continued under the most appropriate conditions possible.

[0108] <Other methods of calculating tolls> In the above embodiment, an example was described in which the toll was calculated using the speed, the amount of oscillation, and the amount of battery consumption. In other embodiments, the same toll may be charged under the same weather conditions and the same route if at least one of the time the air vehicle 200 occupies the route and the volume of space (or the area of ​​the aircraft when viewed from the top, front, and side) is the same. Here, the time the air vehicle 200 occupies the route refers to the length of time that other air vehicles cannot use the route. Furthermore, the space that the air vehicle 200 occupies the route refers to the size of the space where other air vehicles cannot use the route, and preferably includes the remote distance required for the air vehicle 200 to fly.

[0109] For example, even if two aircraft 200 are operating under the same weather conditions and with the same performance, an aircraft carrying a heavy payload is expected to consume more battery power. Therefore, the more cargo an aircraft 200 is carrying, the lower the toll fee will be, which may create a sense of unfairness.

[0110] Therefore, the volume of the aircraft (or the area of ​​the aircraft when viewed from the top, front, and side) is stored in advance in the storage device 120 as information about the aircraft of each aircraft 200. The calculation unit 104 uses the flight performance information 160 and the information about the aircraft of the aircraft 200 to calculate the time and volume (or the area of ​​the aircraft when viewed from the top, front, and side) (hereinafter referred to as "occupancy amount") that the aircraft 200 occupies the route, and calculates the toll using the occupancy amount. That is, the calculation unit 104 calculates the toll so that the larger the occupancy, the higher the toll, and the smaller the occupancy, the lower the toll.

[0111] This configuration makes it possible to charge the same toll for aircraft 200 under the same weather conditions and on the same route, provided that at least one of the time the aircraft 200 occupies the route and its volume (or the area of ​​the aircraft when viewed from the top, front, and side) is the same. This may eliminate a situation where the more cargo an aircraft 200 is carrying, the lower the toll.

[0112] Other examples of the present disclosure may include a program that causes at least one computer to execute the above-disclosed method, or a computer-readable recording medium on which such a program is recorded. This recording medium includes a non-transitory tangible medium. The computer program comprises computer program code which, when executed by a computer, causes the computer to perform the route planning method on a route planning device.

[0113] Any combination of the above components, and conversion of the present disclosure into a method, device, system, recording medium, computer program, etc., are also valid aspects of the present disclosure.

[0114] Furthermore, the various components of the present disclosure do not necessarily have to be independent entities, but may be formed as a single member by multiple components, one component may be formed from multiple components, one component may be a part of another component, or part of one component may overlap with part of another component, etc.

[0115] Furthermore, although the methods and computer programs disclosed herein describe a number of steps in a sequential order, the order in which the steps are performed does not limit the order in which the steps are performed. Therefore, when implementing the methods and computer programs disclosed herein, the order of the steps can be changed as long as it does not cause any problems in terms of the content.

[0116] Furthermore, the steps of the method and computer program disclosed herein are not limited to being executed at different times, and may be executed while one step is being executed, or may be executed partially or entirely overlapping with another step, etc.

[0117] Although the present disclosure has been described above with reference to the embodiments, the present disclosure is not limited to the above-described embodiments. Various modifications that can be understood by those skilled in the art can be made to the configuration and details of the present disclosure within the scope of the present disclosure. Furthermore, each embodiment can be combined with other embodiments as appropriate. In addition, if information about users is acquired or used in this disclosure, it will be done lawfully.

[0118] In addition, although the flowcharts used in the above description show multiple steps (processes) in a sequential order, the order of the steps executed in each embodiment is not limited to the order shown. In each embodiment, the order of the steps shown in the drawings can be changed as long as it does not cause any problems in terms of the content.

[0119] Some or all of the above-described embodiments can be described as, but are not limited to, the following supplementary notes. 1. An acquisition means for acquiring flight performance information indicating the flight performance of an aircraft flying within a target area from the aircraft; A calculation means for calculating predetermined parameter values ​​related to a flight from the start of flight or from entering the target area to a current location based on the acquired flight performance information; A route setting device comprising: a determination means for determining flight conditions from the current location to the time when the aircraft leaves the destination or the target area so that the parameter value satisfies a standard when the aircraft reaches the destination. 2. In the route setting device described in 1., The route planning device, wherein the predetermined parameters include a toll. 3. In the route setting device according to 1. or 2., The predetermined parameters include at least one of the integral value of the vibration amount of the aircraft from the start of flight or entry into the target area to its current location, battery consumption, and flight time. 4. In the route planning device according to any one of 1. to 3., The calculation means is a route setting device that calculates an estimated value of a subsequent specified parameter using the presence or absence of other aircraft within a specified range from the aircraft and the specified parameter values ​​of the other aircraft. 5. In the route planning device according to any one of 1. to 4., The calculation means further uses weather forecast information between the current location and the destination to calculate estimated values ​​of predetermined parameters thereafter. 6. In the route planning device according to any one of 2. and 3. to 5. which refer to 2., The calculation means calculates the toll using flight history information indicating at least one of the speed history, oscillation history, and load history of the aircraft from the start of flight or entry into the target area to its current location. 7. In the route setting device described in 4., The route setting device further comprises a processing means for executing a process to form a formation with at least one other aircraft if there is at least one other aircraft flying the same route as the aircraft within a predetermined distance. 8. In the route setting device described in 6., The calculation means uses the flight history information to calculate the unit price of the toll for each specified section of the flight trajectory of the aircraft, and calculates the toll by adding up the unit prices. 9. In the route setting device according to 6. or 8., the acquisition means acquires priority information indicating which of the speed, the amount of swing, and the load corresponding to the predetermined parameter value is prioritized by a user of the aircraft during flight of the aircraft; The determination means further uses the acquired priority information to determine the flight conditions.

[0120] 10. Flying objects and a route setting device that sets a route for the aircraft, The route setting device An acquisition means for acquiring flight performance information indicating the flight performance of the aircraft from the aircraft flying within the target area; A calculation means for calculating predetermined parameter values ​​related to a flight from the start of flight or from entering the target area to a current location based on the acquired flight performance information; and a determination means for determining flight conditions from the current location to the destination or the target area so that the parameter value when the aircraft reaches the destination satisfies a criterion; The flying object flies under the flight conditions. Route management system. 11. One or more computers Acquire flight performance information indicating the flight performance of an aircraft flying within the target area from the aircraft; Based on the acquired flight performance information, calculate predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location; A route planning method for determining flight conditions from the current location to the destination or the target area so that the parameter value satisfies a criterion when the aircraft reaches the destination. 12. On the computer, an acquisition process for acquiring flight performance information indicating the flight performance of an aircraft flying within the target area from the aircraft; A calculation process for calculating predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location based on the acquired flight performance information; A program for executing a determination process that determines flight conditions from the current location to the destination or the target area so that the parameter value meets the criteria when the aircraft reaches the destination. 13. On the computer, an acquisition process for acquiring flight performance information indicating the flight performance of an aircraft flying within the target area from the aircraft; A calculation process for calculating predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location based on the acquired flight performance information; A computer-readable recording medium storing a program for executing a determination process that determines flight conditions from the current location to the destination or the target area so that the parameter values ​​meet the criteria when the aircraft reaches the destination.

[0121] Furthermore, some or all of the configurations described in Supplementary Notes 2 to 9 that are subordinate to the above-mentioned Supplementary Note 1 (route setting device) may also be subordinate to Supplementary Note 10 (route management system), Supplementary Note 11 (route setting method), Supplementary Note 12 (program), and Supplementary Note 13 (recording medium) in the same subordinate relationship as Supplementary Note 2 to Supplementary Note 9. Furthermore, not limited to Supplementary Note 10, Supplementary Note 11, Supplementary Note 12, and Supplementary Note 13, some or all of the configurations described as the Supplements may be subordinate to various hardware, software, various recording means for recording software, or systems, within the scope of each of the above-mentioned embodiments. [Explanation of symbols]

[0122] 1. Route Management System 3. Communication Network 100 Route setting device 102 Acquisition Department 104 Calculation Unit 106 Decision Section 108 Processing section 120 Storage device 130 Flight Schedule Information 140 Parameter Information 150 Flight Condition Information 160 Flight Performance Information 162 Speed ​​History Information 164 Swing History Information 166 Load History Information 170 Toll Information 180 Flight Route Information 200 flying objects 202 Other flying objects 1000 computers 1010 Bus 1020 processor 1030 memory 1040 Storage Device 1050 Input / Output Interface 1060 Network Interface

Claims

1. An acquisition means for acquiring flight performance information indicating the flight performance of an aircraft flying within a target area from the aircraft; A calculation means for calculating predetermined parameter values ​​related to a flight from the start of flight or from entering the target area to a current location based on the acquired flight performance information; A route setting device comprising: a determination means for determining flight conditions from the current location to the destination or the target area so that the parameter value satisfies a standard when the aircraft reaches the destination.

2. 2. The route planning device according to claim 1, The predetermined parameters include a toll.

3. 3. The route planning device according to claim 1, The predetermined parameters include at least one of the integral value of the vibration amount from the start of the flight of the aircraft or from the time the aircraft enters the target area to its current location, battery consumption, and flight time.

4. 3. The route planning device according to claim 1, The calculation means is a route setting device that calculates an estimated value of a subsequent specified parameter using the presence or absence of other aircraft within a specified range from the aircraft and the specified parameter values ​​of the other aircraft.

5. 3. The route planning device according to claim 2, The calculation means calculates the toll using flight history information indicating at least one of the speed history, oscillation history, and load history of the aircraft from the start of flight or entry into the target area to its current location.

6. 5. The route planning device according to claim 4, The route setting device further comprises a processing means for executing a process to form a formation with at least one other aircraft if there is at least one other aircraft flying the same route as the aircraft for a predetermined distance.

7. 6. The route planning device according to claim 5, the acquisition means acquires priority information indicating which of the speed, the amount of swing, and the load corresponding to the predetermined parameter value is prioritized by a user of the aircraft during flight of the aircraft; The determination means further uses the acquired priority information to determine the flight conditions.

8. Aircraft and a route setting device that sets a route for the aircraft, The route setting device An acquisition means for acquiring flight performance information indicating the flight performance of the aircraft from the aircraft flying within the target area; A calculation means for calculating predetermined parameter values ​​related to a flight from the start of flight or from entering the target area to a current location based on the acquired flight performance information; and a determination means for determining flight conditions from the current location to the destination or the target area so that the parameter value when the aircraft reaches the destination satisfies a criterion; The flying object flies under the flight conditions. Route management system.

9. One or more computers Acquire flight performance information indicating the flight performance of an aircraft flying within the target area from the aircraft; Based on the acquired flight performance information, calculate predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location; A route planning method for determining flight conditions from the current location to the destination or the target area so that the parameter value satisfies a criterion when the aircraft reaches the destination.

10. On the computer, an acquisition process for acquiring flight performance information indicating the flight performance of an aircraft flying within the target area from the aircraft; A calculation process for calculating predetermined parameter values ​​related to the flight from the start of flight or entry into the target area to the current location based on the acquired flight performance information; A program for executing a determination process that determines flight conditions from the current location to the destination or the target area so that the parameter value meets the criteria when the aircraft reaches the destination.

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