Flight management device

Abstract

To provide a flight management device capable of rapidly determining an appropriate port in emergency.SOLUTION: A server 30s as a flight management device includes a non-exclusive port position storage section, a flight position acquisition section 311a, a non-exclusive port extraction section 312b, and an output section 315. The non-exclusive port position storage section pre-stores a plurality of pieces of non-exclusive port position information by defining position information of a non-exclusive port where an operator for taking-off / landing of an electric aircraft does not exist as the non-exclusive port position information. The flight position acquisition section 311a acquires flight position information being the position information of the electric aircraft. The non-exclusive port extraction section 312b extracts at least one of the non-exclusive ports based on the plurality of pieces of stored non-exclusive port position information and the acquired flight position information. The output section 315 outputs a landing point candidate based on an extraction result by the non-exclusive port extraction section.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The disclosure herein relates to a flight control system for an electric aircraft. [Background technology]

[0002] Patent Document 1 discloses an electric aircraft. This electric aircraft requires takeoff and landing using a dedicated port. A dedicated port is a port where operations such as cooling the battery, rapid charging the battery, and battery replacement can be performed. At the dedicated port, workers are present to perform the above operations for takeoff and landing. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] US Patent Application Publication No. 2022 / 0285762 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the event of an emergency landing, it is desirable to use a port other than a dedicated port as a non-dedicated port for landing the electric aircraft. However, if a search for a non-dedicated port is started after an emergency occurs, it will be difficult to quickly determine an appropriate port.

[0005] The disclosed object is to provide an operation management device that can quickly determine an appropriate port in an emergency. [Means for solving the problem]

[0006] One aspect of the disclosure is a traffic management device, a non-dedicated port position storage unit (33) that stores in advance a plurality of non-dedicated port position information, the non-dedicated port position information being non-dedicated port position information of non-dedicated ports (Q1, Q2, Q3, Q4) where no personnel are present for takeoff and landing of the electric aircraft (10); a flight position acquisition unit (311a) that acquires flight position information, which is position information of the electric aircraft; a non-dedicated port extraction unit (312b) that extracts at least one non-dedicated port from among the plurality of non-dedicated ports based on the plurality of stored non-dedicated port position information and the acquired flight position information; and an output unit (315) that outputs landing site candidates based on the extraction results by the non-dedicated port extraction unit.

[0007] According to the operation management device of the above aspect, even if the nearest dedicated port does not exist in an emergency, it is possible to provide the electric aircraft with location information of an appropriate non-dedicated port.

[0008] The various aspects disclosed in this specification employ different technical means to achieve their respective objectives. The reference numerals in parentheses in the claims and in this section are intended to exemplify correspondences with the following embodiments and are not intended to limit the technical scope. The objectives, features, and advantages disclosed in this specification will become more apparent by reference to the following detailed description and the accompanying drawings. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating an operation management device and an electric aircraft according to a first embodiment. FIG. [Figure 2] FIG. 1 is a diagram illustrating a traffic management system according to a first embodiment. [Figure 3] FIG. 2 is a diagram showing functional blocks of the traffic management device according to the first embodiment. [Figure 4] FIG. 2 is a diagram showing an example of an operational flow according to the traffic management system according to the first embodiment. [Figure 5]FIG. 10 is a diagram showing a list of non-dedicated ports extracted before takeoff in the first embodiment. [Figure 6] FIG. 2 is a diagram showing a list of dedicated ports, non-dedicated ports, and emergency landing areas extracted during flight in the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, several embodiments will be described with reference to the drawings. Note that in each embodiment, corresponding components are designated by the same reference numerals, and redundant description may be omitted. When only a portion of the configuration is described in each embodiment, the configuration of another embodiment previously described may be applied to the remaining portion of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of several embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination.

[0011] (First embodiment) An electric aircraft to which the traffic management device according to this embodiment is applied has a motor as a drive source for movement. An electric aircraft is capable of moving in both vertical and horizontal directions. An electric aircraft is capable of moving in a direction having a vertical component and a horizontal component, that is, in a diagonal direction. Examples of electric aircraft include electric vertical take-off and landing aircraft (eVTOL), electric short take-off and landing aircraft (eSTOL), and drones. eVTOL is an abbreviation for electronic Vertical Take-Off and Landing aircraft. eSTOL is an abbreviation for electronic Short distance Take-Off and Landing aircraft.

[0012] The electric aircraft may be either a manned aircraft or an unmanned aircraft. In the case of a manned aircraft, the electric aircraft is operated by a pilot as a pilot. In the case of an unmanned aircraft, the electric aircraft may be operated by a remote control by a pilot or may be automatically controlled by a control system. As an example, the electric aircraft in this embodiment is an eVTOL.

[0013] <evtol> Fig. 1 shows an eVTOL 10 and a ground station 30. As shown in Fig. 1, the eVTOL 10 includes an airframe 11, fixed wings 12, rotors 13, a battery 14, an EPU 15, a BMS 16, an FCU 20, and the like.

[0014] The aircraft main body 11 is the fuselage of the aircraft. The aircraft main body 11 has a shape that extends in the front-to-rear direction. The aircraft main body 11 has a passenger compartment for passengers and / or a luggage compartment for carrying luggage.

[0015] The fixed wing 12 is a wing portion of the aircraft and is connected to the aircraft body 11. The fixed wing 12 provides gliding lift. The gliding lift is the lift generated by the fixed wing 12. The fixed wing 12 may have a main wing 121 and a tail 122. The main wing 121 extends left and right from near the center of the aircraft body 11 in the fore-and-aft direction. The tail 122 extends left and right from the rear of the aircraft body 11.

[0016] A plurality of rotors 13 are provided on the aircraft body. At least some of the plurality of rotors 13 may be provided on the fixed wing 12. At least some of the plurality of rotors 13 may be provided on the aircraft body 11. The number of rotors 13 provided on the eVTOL 10 is not particularly limited. A plurality of rotors 13 may be provided on each of the aircraft body 11 and the main wing 121.

[0017] The rotor 13 may be referred to as a rotor, a propeller, a fan, or the like. The rotor 13 may have blades 131 and a shaft 132. The blades 131 are attached to the shaft 132. The blades 131 are vanes that rotate together with the shaft 132. A plurality of blades 131 extend radially around the axis of the shaft 132. The shaft 132 is a rotation axis of the rotor 13, and is driven to rotate by a motor of the EPU 15.

[0018] The rotor 13 generates thrust by rotation. The thrust acts on the eVTOL 10 mainly as rotational lift during takeoff and landing operations of the eVTOL 10. The rotor 13 mainly provides rotational lift during takeoff and landing operations. Rotational lift is lift generated by the rotation of the rotor 13. During takeoff and landing operations, the rotor 13 may provide only rotational lift, or may provide forward thrust in addition to rotational lift. The rotor 13 provides rotational lift when the eVTOL 10 is hovering.

[0019] The propulsive force acts on the eVTOL 10 primarily as thrust during cruising operation of the eVTOL 10. The rotor 13 primarily provides thrust during cruising operation. During cruising operation, the rotor 13 may provide thrust alone, or may provide lift in addition to thrust.

[0020] The battery (BAT) 14 is a device for driving the rotor 13 to rotate. The battery 14 supplies power to the EPU 15. The battery 14 may also supply power to auxiliary equipment (not shown), such as an air conditioner, an FCU 20 (described later), a lift control mechanism (not shown), and the like. The battery 14 is configured with multiple battery packs 14A, 14B, 14C, and 14D. These battery packs are not directly electrically connected to each other, and each independently supplies power to each device. Each battery pack is independently chargeable; for example, only a battery pack with a low SOC that needs to be charged can be charged. Each battery pack is independently replaceable; for example, only a battery pack with a low SOH that needs to be replaced can be replaced.

[0021] A battery pack is composed of multiple battery cells housed in a housing. The battery cells are secondary batteries that generate electromotive force through chemical reactions. Examples of battery cells include lithium-ion secondary batteries and nickel-metal hydride secondary batteries. The battery cells may be secondary batteries with a liquid electrolyte or so-called all-solid-state batteries with a solid electrolyte.

[0022] Charging, replacement, and cooling of the battery 14 are carried out at a takeoff and landing site (dedicated port) dedicated to the eVTOL 10. The dedicated port is equipped with battery cooling equipment, battery charging equipment, battery replacement equipment, and other devices. These devices are operated by workers at the dedicated port.

[0023] The battery cooling system cools the hot battery pack immediately after landing. For example, the battery cooling system includes a pump that circulates a liquid refrigerant and a radiator that releases heat from the liquid refrigerant into the outside air. When a worker at a dedicated port connects the battery cooling system to the battery pack and activates the pump, the liquid refrigerant is pumped by the pump and circulates, absorbing heat from the battery pack and releasing it from the radiator. This allows the battery pack to cool in a shorter time than if it were cooled naturally. As a result, the maintenance time required before the next flight of the eVTOL10 can be shortened.

[0024] The battery charging device charges the battery pack immediately after landing when it has a low SOC. SOC stands for State Of Charge and is an index that represents the charging rate or state of charge. For example, workers at a dedicated port can connect the battery charging device to the battery pack while it is still on board the eVTOL10, allowing the battery pack to be charged while it is still on board the eVTOL10. The charging device can charge multiple battery packs simultaneously. This allows battery packs with a low SOC to be charged in a short time, shortening the maintenance time mentioned above.

[0025] The battery exchange device replaces a battery pack with a low SOH immediately after landing with a battery pack with a high SOH. SOH stands for State Of Health and is an index that represents the capacity degradation state of the battery cells. For example, the battery exchange device has the function of transporting battery packs as heavy objects and the function of handling loads using a hydraulic arm, etc. A worker at a dedicated port operates the battery exchange device to transport the high SOH battery pack to the eVTOL10 maintenance workshop. The worker then operates the battery exchange device to remove the low SOH battery pack installed on the eVTOL10 and install the transported high SOH battery pack on the eVTOL10. This allows the low SOH battery pack to be replaced in a short time, shortening the maintenance time mentioned above.

[0026] The EPU 15 rotates and drives the rotors 13, which provide propulsive force to the eVTOL 10. The EPU 15 is a device for rotating and driving the rotors 13. EPU is an abbreviation for Electric Propulsion Unit. The EPU 15 corresponds to an electric propulsion device. The EPU 15 includes a motor and an inverter. DC power supplied from the battery 14 is converted to AC power by the inverter and supplied to the motor.

[0027] The BMS 16 monitors the status of the unit cells that make up the battery 14. BMS is an abbreviation for Battery Management System. The BMS 16 can monitor the voltage, current, temperature, internal resistance, SOC, SOH, and other safety-related conditions of the battery 14, such as internal pressure and gas leakage. The BMS 16 may be provided integrally with the battery 14. A part of the BMS 16 may be provided integrally with the battery 14, and another part may be provided separately from the battery 14.

[0028] The FCU 20 controls the operation of the EPU 15 based on flight information, thereby controlling the flight status of the eVTOL 10. FCU is an abbreviation for Flight Control Unit. Furthermore, the FCU 20 detects whether or not there is an abnormality in the EPU 15 based on the EPU information. Furthermore, the FCU 20 detects whether or not there is an abnormality in the battery pack based on the BAT information. The FCU 20 has a processor (PC) 21, a memory (MM) 22, a storage (ST) 23, and a communication circuit (CC) 24 for wireless communication.

[0029] The processor 21 executes various processes by accessing the memory 22. The memory 22 is a rewritable volatile storage medium. The memory 22 is, for example, a RAM. RAM is an abbreviation for Random Access Memory. The storage 23 is a rewritable non-volatile storage medium. The storage 23 stores a program (PG) 23P to be executed by the processor 21. The program 23P constructs multiple functional units by causing the processor 21 to execute multiple instructions.

[0030] EPU information, BAT information, and flight operation information are input to the FCU 20. The EPU information is information detected by various sensors provided in each EPU 15. The EPU information is output from each EPU 15. The BAT information is output from each battery pack or from the BMS 16. The flight operation information is output from the ground station 30. The FCU 20 acquires the flight operation information from the ground station 30 via wireless communication using the communication circuits 24, 34. The ground station 30 acquires various pieces of information calculated by the FCU 20 from the FCU 20 via the above-mentioned wireless communication.

[0031] The EPU information includes motor output and motor rotation speed. That is, information on the motor output and motor rotation speed for each of the multiple EPUs 15 is input to the FCU 20. The FCU 20 calculates the motor load for each EPU 15 based on the EPU information. The FCU 20 stores the motor load history for each EPU 15. The motor load history includes a history for each flight.

[0032] The BAT information includes the temperature, voltage, and current of the battery cells. That is, information on the battery temperature, voltage, and current for each of the multiple battery packs is input to the FCU 20. The FCU 20 calculates the SOC and SOH of each battery pack based on the BAT information. Alternatively, the BMS 16 calculates the SOC and SOH based on the BAT information, and the FCU 20 acquires these SOC and SOH from the BMS 16 as BAT information. In addition to storing the current SOC and SOH of each battery pack, the FCU 20 also stores the SOC history and SOH history of each battery pack. The SOC history includes a history for each flight and a history from the last charge to the present. The SOH history includes a history for each flight and a history from the last battery change to the present.

[0033] The operation information includes flight information such as the flight time, flight altitude, flight position, and flight speed of the eVTOL 10, as well as weather information such as the temperature, air pressure, and wind speed during flight. Note that instead of acquiring the operation information from the ground station 30, the FCU 20 may calculate the operation information itself based on the detection values ​​of various sensors mounted on the eVTOL 10.

[0034] <Flight control device> The ground station 30 is equipped with a server 30s that functions as a traffic management device. The traffic management device is a device for formulating flight plans, monitoring flight status, collecting and managing flight information, and supporting flight operations. The ground station 30 is capable of wireless communication with the eVTOL 10. The ground stations 30 are also capable of wireless communication with each other. Some of the functions of the traffic management device may be provided by the FCU 20.

[0035] Like the FCU 20, the server 30s includes a processor (PC) 31, a memory (MM) 32, a storage (ST) 33, a communication circuit (CC) 34, and the like. The processor 31 executes various processes by accessing the memory 32. The memory 32 is a rewritable volatile storage medium, such as a RAM. The storage 33 is a rewritable non-volatile storage medium. The storage 33 stores a program (PG) 33P to be executed by the processor 31. The program 33P configures multiple functional units by causing the processor 31 to execute multiple instructions. The server 30s may include multiple processors 31.

[0036] As shown in FIG. 2, if the eVTOL 10 experiences some kind of emergency during flight and transmits emergency occurrence information to the ground station 30, the server 30s, which serves as an operation control device, selects the optimal landing site candidate. The server 30s then instructs the driver of the eVTOL 10 on the selected landing site candidate. There may be one or more landing site candidates. If multiple landing site candidates are instructed, the driver of the eVTOL 10 or the FCU 20 makes the final decision on which site to land at.

[0037] In addition to the aforementioned dedicated ports P1 and P2, the landing site candidates may also include non-dedicated ports Q1, Q2, Q3, and Q4 and emergency landing areas R1 and R2. Non-dedicated ports are not dedicated ports for the takeoff and landing of eVTOL10, and personnel performing the aforementioned charging, replacement, and cooling operations are not present at non-dedicated ports. The aforementioned battery cooling equipment, battery charging equipment, and battery replacement equipment are not fully equipped at non-dedicated ports. One or two of these three pieces of equipment may be provided at a non-dedicated port, or none of the three may be provided. A specific example of a non-dedicated port is a port where a combustion engine-powered vertical takeoff and landing aircraft (e.g., a helicopter) takes off and lands.

[0038] Emergency landing areas R1 and R2 do not include residential areas or other areas where people are present, but include agricultural land such as fields, ponds, rivers, the sea, etc. If the eVTOL10 makes an emergency landing at a location other than the originally planned location, dedicated ports, non-dedicated ports, and emergency landing areas are considered as possible locations.

[0039] The ground station 30 is capable of bidirectional communication with a maintenance base 50 located on the ground. The maintenance base 50 manages the operation of multiple types of maintenance vehicles 51, 52, and 53. The type A maintenance vehicle 51 is equipped with a cooling device having the same function as the battery cooling device installed at the dedicated port P1. The type B maintenance vehicle 52 is equipped with a charging device having the same function as the battery charging device installed at the dedicated port P1. The type C maintenance vehicle 53 is equipped with a battery replacement device having the same function as the battery replacement device installed at the dedicated port P1. Furthermore, the maintenance vehicle 53 is equipped with a replacement battery pack. The maintenance base 50 manages the operation of multiple types of maintenance vehicles 51, 52, and 53 so as to dispatch the maintenance vehicles 51, 52, and 53 of the appropriate type to a non-dedicated port according to the situation.

[0040] If the selected landing point candidate is a non-dedicated port, the server 30s contacts the maintenance base 50 to arrange for a maintenance vehicle. In other words, when a non-dedicated port is selected as a landing point candidate, the server 30s contacts the maintenance base 50 to dispatch maintenance vehicles 51, 52, 53 of a type appropriate for the situation to the non-dedicated port. In short, when the server 30s receives emergency occurrence information from the eVTOL 10, it instructs the eVTOL 10 on the landing point candidate and contacts the maintenance base 50 to arrange for a maintenance vehicle. The traffic management device (server 30s) and FCU 20 provide a traffic management system.

[0041] Next, a procedure by which the server 30s determines landing point candidates will be described with reference to Fig. 3. Each functional block shown in Fig. 3 is a function that is realized when the processor 31 executes the program 33P.

[0042] The server 30s includes a flight position acquisition unit 311a, a flight range acquisition unit 311b, a port status acquisition unit 311c, and an abnormal status acquisition unit 311d. That is, the processor 31 executes the program 33P so that the server 30s functions as these acquisition units.

[0043] The flight position acquisition unit 311a acquires flight position information, which is information about the current position of the eVTOL 10. The flight position information includes altitude information in addition to longitude and latitude coordinate information. The flight position information is transmitted from the eVTOL 10 to the ground station 30. This transmission is performed periodically and sequentially at predetermined time intervals. Furthermore, the flight position acquisition unit 311a also acquires information about the planned flight route and destination.

[0044] The flight range acquisition unit 311b acquires information about the flight range of the eVTOL 10 based on the current position and status of the eVTOL 10. For example, if an abnormality occurs in the rotor 13, EPU 15, battery 14, or the like, the flight range will be reduced, and the originally planned landing point may fall outside the flight range. Furthermore, since the flight range changes depending on the abnormality status, the flight range is calculated based on information about the abnormality status. The FCU 20 may calculate the flight range and transmit it to the server 30s, or the server 30s may calculate the flight range. Alternatively, the pilot of the eVTOL 10 may determine the flight range and transmit it to the server 30s.

[0045] The port status acquisition unit 311c acquires port status information indicating the usage status of a non-dedicated port. The port status information indicates whether the corresponding non-dedicated port is available for use. For example, a non-dedicated port that is normally used as a heliport may currently have another helicopter doctor landing. In this case, it is determined that the port cannot be used for an emergency landing of the eVTOL 10 because there is not enough space to secure a landing area. In other words, the port status information indicates that the port is unavailable. On the other hand, if a helicopter doctor is currently landing but is scheduled to have already taken off by the time the eVTOL 10 makes an emergency landing, the port status information indicates that the port is available. More specifically, the server 30s determines whether a non-dedicated port is available for use by comparing the scheduled time of landing at the emergency landing site with the predicted port occupancy status at that scheduled time. Note that, in consideration of the uncertainty of the scheduled time and the predicted status, a non-dedicated port that is currently unavailable may be determined to be unavailable. The port status acquisition unit 311c acquires port status information from a non-dedicated port or a maintenance base 50.

[0046] The server 30s also compares the scheduled time of landing at the emergency landing site with the weather forecast for the port at that scheduled time to determine whether a non-dedicated port can be used. For example, if severe weather such as heavy rain or strong winds is predicted for the scheduled time of landing and it is determined that a safe landing is not possible due to wind speed exceeding a threshold, the landing will be denied. In addition, in consideration of the uncertainty of the scheduled time and the forecast conditions, non-dedicated ports that are currently unavailable may be determined to be unavailable.

[0047] The abnormality state acquisition unit 311d acquires abnormality information from the FCU 20. The abnormality information includes at least one of abnormality information related to a malfunction of the eVTOL 10 and abnormality information related to trouble with transported goods or crew members loaded on the eVTOL 10. Specific examples of malfunctions of the eVTOL 10 include damage to the airframe body 11, damage to the fixed wing 12, and malfunctions of the rotors 13, EPU 15, and battery 14. Specific examples of malfunctions of the EPU 15 include malfunctions of the motor or inverter. Specific examples of malfunctions of the battery 14 include insufficient SOC, reduced SOH, reduced battery voltage, and excessive rise in battery temperature. Specific examples of troubles with transported goods include problems such as aggressive animals escaping from cages, storage problems such as poison leaking from containers, and crew health problems.

[0048] Furthermore, the server 30s has a dedicated port extraction unit 312a, a non-dedicated port extraction unit 312b, and an emergency landing area extraction unit 312c. That is, the processor 31 executes the program 33P so that the server 30s functions as these extraction units.

[0049] Here, storage 33 pre-stores multiple pieces of dedicated port position information, multiple pieces of non-dedicated port position information, and map information. Storage 33 corresponds to a dedicated port position memory unit and a non-dedicated port position memory unit. Dedicated port position information is position information of dedicated ports that exist within a predetermined range that includes a ground area corresponding to the planned flight path of eVTOL10. Non-dedicated port position information is position information of non-dedicated ports that exist within the above-mentioned predetermined range. Map information is information that can be used to search for areas that are likely to be uninhabited, such as farmland, ponds, rivers, and the sea. Note that map information also includes population distribution information.

[0050] The dedicated port extraction unit 312a extracts at least one dedicated port from among a plurality of dedicated ports based on a plurality of pieces of dedicated port position information stored in the storage 33 and the flight position information acquired by the flight position acquisition unit 311a. Specifically, the dedicated port extraction unit 312a extracts dedicated ports that are within a predetermined range from the current flight position. In the example shown in FIG. 2, two dedicated ports P1 and P2 are extracted. However, if there is no dedicated port that meets the conditions, such as if there is no dedicated port near the flight position, the number of dedicated ports extracted by the dedicated port extraction unit 312a will be zero.

[0051] The non-dedicated port extraction unit 312b extracts at least one non-dedicated port from among the multiple non-dedicated ports based on the multiple non-dedicated port position information stored in the storage 33 and the flight position information acquired by the flight position acquisition unit 311a. Specifically, the non-dedicated port extraction unit 312b extracts dedicated ports that are within a predetermined range from the current flight position. In the example shown in FIG. 2, four non-dedicated ports Q1, Q2, Q3, and Q4 are extracted. However, if there is no non-dedicated port that meets the conditions, such as if there is no non-dedicated port near the flight position, the number of ports extracted by the non-dedicated port extraction unit 312b will be zero.

[0052] The emergency landing area extraction unit 312c extracts at least one emergency landing area from among the multiple emergency landing areas based on the map information stored in the storage 33 and the flight position information acquired by the flight position acquisition unit 311a. Specifically, the emergency landing area extraction unit 312c extracts emergency landing areas that are within a predetermined range from the current flight position. In the example shown in Figure 2, two emergency landing areas R1 and R2 are extracted.

[0053] Extraction by each of the dedicated port extraction unit 312a, non-dedicated port extraction unit 312b, and emergency landing area extraction unit 312c is performed during flight of the eVTOL 10, and also immediately before the eVTOL 10 starts flying (before takeoff). In extraction before takeoff, dedicated ports, non-dedicated ports, and emergency landing areas are extracted from the range near the flight route.

[0054] Furthermore, the server 30s has an emergency landing determination unit 313, a landing site candidate determination unit 314, and an output unit 315. That is, the processor 31 executes the program 33P so that the server 30s functions as the determination unit, determination unit, and output unit.

[0055] The emergency landing determination unit 313 uses the abnormality information acquired by the abnormality state acquisition unit 311d to determine whether an emergency landing at a non-dedicated port or an emergency landing area is necessary. Depending on the content of the abnormality information, an immediate landing may be required, and if there is no nearest dedicated port in that case, it is determined that an emergency landing at a non-dedicated port or the like is necessary. Depending on the content of the abnormality information, an immediate landing may not be required, but landing at a location different from the planned destination may be required, in which case it is determined that an emergency landing is not necessary.

[0056] The landing site candidate determination unit 314 determines the aforementioned landing site candidate from among the extracted dedicated ports, non-dedicated ports, and emergency landing areas. The landing site candidate determination unit 314 determines the landing site candidate based on the acquired flight range information and port status information, and the determination result by the emergency landing determination unit 313.

[0057] The output unit 315 outputs landing site candidates based on the extraction results by the dedicated port extraction unit 312a, the non-dedicated port extraction unit 312b, and the emergency landing area extraction unit 312c. Specifically, the output unit 315 outputs the landing site candidates determined by the landing site candidate determination unit 314. For example, notifying the eVTOL 10 of the landing site candidates corresponds to the above-mentioned output. Furthermore, if necessary, notifying the maintenance base 50 of the landing site candidates also corresponds to the above-mentioned output. For example, displaying the landing site candidates on a display device included in the server 30s corresponds to the above-mentioned output.

[0058] Next, an example of the operational flow of the traffic management system will be described with reference to Fig. 4. Of the three columns divided by dashed lines in Fig. 4, the left column shows the operational flow of the eVTOL 10, the center column shows the operational flow of the server 30s, and the right column shows the operational flow of the maintenance vehicle.

[0059] First, in step A1 of Figure 4, before takeoff, the pilot of the eVTOL 10 or the FCU 20 determines a destination and flight route. Information on the determined destination and flight route is transmitted from the FCU 20 to the server 30s. Then, in step B1, the server 30s extracts dedicated ports, non-dedicated ports, and emergency landing areas that are candidate landing sites near the flight route. That is, extraction is performed by the dedicated port extraction unit 312a, the non-dedicated port extraction unit 312b, and the emergency landing area extraction unit 312c.

[0060] Figure 5 shows a specific example of non-dedicated ports extracted in step B1. List L1 shown in Figure 5 shows a list of multiple non-dedicated port location information items stored in advance in storage 33. The list lists the coordinates of the non-dedicated ports corresponding to their ID numbers. List L2 is a list of non-dedicated port location information items extracted from list L1.

[0061] In the subsequent step A2, the eVTOL 10 takes off and transitions to normal flight in step A3. In step B2, the server 30s extracts the landing site candidates closest to the current flight position: a dedicated port, a non-dedicated port, and an emergency landing area. That is, extraction is performed by each of the extraction units 312a, 312b, and 312c.

[0062] Figure 6 shows a specific example of extraction in step B2. List L3 shown in Figure 6 indicates the extracted nearest dedicated ports. List L4 indicates the extracted nearest non-dedicated ports. List L5 indicates the extracted nearest emergency landing areas. Each of lists L3, L4, and L5 indicates an ID number, location information corresponding to that ID, the flight distance to that location, and the direction to that location.

[0063] In the example of FIG. 4 , step A4 assumes that an emergency situation requiring an emergency landing has occurred in the eVTOL 10. That is, in step A4, the FCU 20 transmits abnormality information to the abnormality state acquisition unit 311d, and the emergency landing determination unit 313 determines that an emergency landing is necessary. Then, in step B3, the server 30s determines whether an emergency landing at a non-dedicated port or an emergency landing area is necessary. For example, if the dedicated port extracted by the dedicated port extraction unit 312a does not exist within the flight range acquired by the flight range acquisition unit 311b, the server 30s determines that an emergency landing at a non-dedicated port or the like is necessary. Even if the dedicated port exists, depending on the port status acquired by the port status acquisition unit 311c, the server 30s may cancel the emergency landing at the dedicated port and determine that an emergency landing at a non-dedicated port or the like is necessary. If it is determined that an emergency landing at a non-dedicated port or the like is unnecessary, the server 30s flies to the extracted dedicated port or the original destination and lands in the following step A5.

[0064] For example, if the emergency situation is a sudden change in the crew's condition and not an aircraft malfunction, and there is a dedicated port near a hospital, it may be determined that an emergency landing at a non-dedicated port or emergency landing area is unnecessary, and the aircraft may fly to the dedicated port near the hospital. On the other hand, if there is no dedicated port near the hospital, it may be determined that an emergency landing at a non-dedicated port or emergency landing area is necessary. When selecting a hospital, the aircraft will inquire about the hospital's ability to accept emergency patients and then select a hospital that can. The aircraft will then land at the dedicated port or non-dedicated port near the hospital.

[0065] For example, if the emergency situation is not a sudden change in the condition of the crew but an aircraft malfunction, and the destination is within the flight range, it is determined that an emergency landing at a non-dedicated port or emergency landing area is unnecessary, since the aircraft will land at the destination as planned.On the other hand, if there is neither a destination nor a dedicated port within the flight range, it is determined that an emergency landing at a non-dedicated port, etc. is necessary.

[0066] As in the example above, if it is determined in step B3 that an emergency landing at a non-dedicated port is necessary, candidate emergency landing sites for non-dedicated ports are selected in the following step B4. For example, non-dedicated ports that meet both the following conditions 1 and 2 are selected from lists L4 and L5. Condition 1 is that the target non-dedicated port is within the remaining flight distance from the current flight position. Condition 2 is that the target non-dedicated port is not occupied by another aircraft and is currently available for use.

[0067] In the following step B5, the server 30s checks the affinity with the urgent content. Affinity cases 1 to 5 will be described below.

[0068] In Case 1, the emergency involves damage to the aircraft. In this case, it is highly compatible if the location is low in population density. It is also highly compatible if the location is one where emergency services and fire departments can be immediately dispatched and put into operation. In Case 2, the emergency involves a sudden change in the condition of a crew member. In this case, it is highly compatible if the location is close to a hospital where treatment can be provided. It is also highly compatible if the location is one where emergency services can be immediately dispatched and put into operation.

[0069] In Case 3, the emergency is an abnormal battery temperature. In this case, affinity is high if a maintenance vehicle capable of cooling the battery is available within a predefined range. It is desirable to confirm affinity taking into account the type of refrigerant, the amount of refrigerant required, and pump performance. In Case 4, the emergency is an excessive drop in SOC. In this case, affinity is high if a maintenance vehicle capable of charging the battery is available within a predefined range. It is desirable to confirm affinity taking into account the amount of electricity required to charge, voltage, and required input and output. In Case 5, the emergency is an excessive drop in SOH. In this case, affinity is high if a maintenance vehicle capable of battery replacement is available within a predefined range. It is desirable to confirm affinity taking into account the part number and quantity of the battery packs to be replaced.

[0070] In the following step B6, the server 30s determines the candidate with the highest affinity confirmed in step B5 as the landing site from among the candidates selected in step B4. That is, the determination is made by the landing site candidate determination unit 314. The server 30s then instructs the eVTOL 10 of the determined landing site. Upon receiving the instruction, the eVTOL 10 makes an emergency landing at a non-dedicated port or the like in step A6.

[0071] Next, in step B7, the server 30s determines what type of maintenance vehicle to dispatch to the determined non-dedicated port and notifies the maintenance base 50 of that fact. In the following step C1, the maintenance vehicle that has received notification of dispatch from the maintenance base 50 is dispatched to the determined non-dedicated port. In the following step C2, the maintenance vehicle that has arrived at the non-dedicated port begins maintenance of the eVTOL 10.

[0072] <Main effects> The server 30s (flight management device) according to this embodiment includes a storage 33 (non-dedicated port position memory unit) that stores multiple pieces of non-dedicated port position information in advance, and a flight position acquisition unit 311a that acquires flight position information. The server 30s also includes a non-dedicated port extraction unit 312b and an output unit 315. The non-dedicated port extraction unit 312b extracts at least one non-dedicated port from multiple non-dedicated ports based on the stored multiple pieces of non-dedicated port position information and the acquired flight position information. The output unit 315 outputs landing site candidates based on the extraction result. This allows the driver of the eVTOL 10 to be provided with appropriate non-dedicated port position information even in an emergency when there is no nearest dedicated port.

[0073] Furthermore, the server 30s of this embodiment includes a port status acquisition unit 311c that acquires port status information indicating the usage status of non-dedicated ports, and the output unit 315 outputs landing point candidates based on the acquired port status information. Therefore, it is possible to quickly output available non-dedicated ports while taking into account the status of the non-dedicated ports.

[0074] Furthermore, the server 30s of this embodiment includes a flight range acquisition unit 311b that acquires information about the flight range. If a dedicated port is present within the acquired flight range, the output unit 315 outputs the landing site candidate by including the dedicated port, and if no dedicated port is present within the flight range, the output unit 315 outputs the landing site candidate by including a non-dedicated port. In this way, if a dedicated port is present within the flight range, the location information of the dedicated port can be provided preferentially. If no dedicated port is present within the flight range, the location information of a non-dedicated port can be provided.

[0075] Furthermore, in this embodiment, storage 33 stores population distribution information. When extracting a non-dedicated port that meets certain conditions from among multiple non-dedicated ports stored in storage 33, non-dedicated port extraction unit 312b preferentially extracts ports in sparsely populated areas based on the population distribution information. This makes it possible to provide location information for non-dedicated ports with as few population distributions as possible, thereby enabling landing and post-landing operations to be carried out as safely as possible.

[0076] Furthermore, in this embodiment, when extracting non-dedicated ports that meet certain conditions from among the multiple non-dedicated ports stored in storage 33, the non-dedicated port extraction unit 312b identifies the extraction target based on the flight route planned before takeoff. This makes it possible to reduce the number of non-dedicated port position information that constitutes the parent set based on the flight plan. Therefore, it is possible to reduce the calculation processing load when extracting non-dedicated ports.

[0077] Furthermore, the server 30s of this embodiment includes an abnormality status acquisition unit 311d that acquires abnormality information including at least one of the following: drive failure, power supply system failure, aircraft damage, trouble with transported goods, and trouble with the crew of the eVTOL 10. The non-dedicated port extraction unit 312b prioritizes ports that can respond to the acquired abnormality information when extracting non-dedicated ports that meet certain conditions from among multiple non-dedicated ports. This allows the server 30s to provide location information for non-dedicated ports that have a high affinity and are suited to the type of abnormality described above.

[0078] Furthermore, in this embodiment, when acquiring multiple pieces of anomaly information, the non-dedicated port extraction unit 312b extracts ports that can correspond to the anomaly information according to a predetermined priority. Therefore, it is possible to provide location information of non-dedicated ports that correspond to anomaly information with a high level of urgency preferentially. For example, the priority of drive failure or aircraft damage may be set as the first priority, the priority of crew trouble as the second priority, and the priority of power supply failure as the third priority. The priority may be set in the order of highest to lowest, from first priority to second priority to third priority.

[0079] Furthermore, the server 30s of this embodiment includes an emergency landing determination unit 313 that determines whether an emergency landing is necessary using the acquired abnormality information. When it is determined that an emergency landing is necessary, the non-dedicated port extraction unit 312b executes extraction of a non-dedicated port. This makes it possible to determine whether an emergency landing is necessary and, if an emergency landing is necessary, to provide location information of the non-dedicated port.

[0080] Furthermore, in this embodiment, the storage 33 stores maintenance vehicle information related to maintenance vehicles. The maintenance vehicle information includes at least one of location information of the maintenance vehicle and location information of the maintenance base 50 where the maintenance vehicle is deployed. The non-dedicated port extraction unit 312b identifies the extraction target based on the maintenance vehicle information when extracting non-dedicated ports that meet certain conditions from among multiple non-dedicated ports. This makes it possible to provide location information of non-dedicated ports that are easily accessible by maintenance vehicles.

[0081] Furthermore, in this embodiment, in addition to outputting the landing site candidates, the output unit 315 outputs contact information for contacting a maintenance vehicle associated with the extracted non-dedicated port. The contact information includes at least one of the contact information for the maintenance vehicle, the contact information for the worker who drives the maintenance vehicle, and the contact information for the maintenance base 50 that manages the maintenance vehicle. This makes it possible to quickly guide the maintenance vehicle to the non-dedicated port where the eVTOL 10 will make an emergency landing.

[0082] Furthermore, in this embodiment, the flight position acquisition unit 311a periodically acquires position information from the eVTOL 10. The non-dedicated port extraction unit 312b periodically extracts a non-dedicated port that meets a condition from among multiple non-dedicated ports. This allows the output unit 315 to quickly output position information of the non-dedicated port at the timing when output is required.

[0083] Furthermore, the output unit 315 of the server 30s of this embodiment outputs at least one of the coordinate information of the landing site candidate, the distance from the eVTOL 10 to the landing site candidate, and the direction from the eVTOL 10 to the landing site candidate, thereby making it possible to output appropriate information.

[0084] Furthermore, the server 30s of this embodiment includes a flight range acquisition unit 311b that acquires information about the flight range of the eVTOL 10. If a non-dedicated port is present in the acquired flight range, the output unit 315 outputs the landing site candidate by including the non-dedicated port, and if no non-dedicated port is present in the flight range, the output unit 315 outputs the landing site candidate by including the emergency landing area. This makes it possible to output location information about the emergency landing area according to various conditions, such as an abnormal state or port status.

[0085] Furthermore, in this embodiment, when extracting a non-dedicated port that meets the conditions from among multiple non-dedicated ports, the non-dedicated port extraction unit 312b preferentially extracts ports with a short flight distance from the eVTOL 10. This makes it possible to provide appropriate location information for non-dedicated ports. In addition, the flight distance described above may be the distance along a flight route that takes into account avoidance of structures at a specific altitude. Specific examples of structures at a specific altitude include high-rise buildings and high-voltage lines. According to this, for example, when comparing two non-dedicated ports Q1 and Q2, non-dedicated port Q1 is closer in terms of straight-line distance. However, based on the elevation map (flight airspace map), non-dedicated port Q2 is closer in terms of flight distance. In this case, location information for non-dedicated port Q2 can be provided. In other words, it is possible to output information taking into account areas where flight is impossible.

[0086] (Second embodiment) In the first embodiment, if a dedicated port is present within the flight range, the landing site candidates include the dedicated port, eliminating the need to include non-dedicated ports in the landing site candidates. In contrast, in this embodiment, non-dedicated ports are included in the landing site candidates regardless of whether a dedicated port is present within the flight range. In other words, the output unit 315 outputs the landing site candidates by including non-dedicated ports that are present within the flight range among the non-dedicated ports extracted by the non-dedicated port extraction unit 312b.

[0087] If the eVTOL 10 does not have fixed wings 12, it will not be able to glide, and in an emergency situation where the aircraft's flight function is lost, the flight range is expected to be significantly narrow. In this embodiment, non-dedicated ports within the flight range are output regardless of whether or not there is a dedicated port. Therefore, in cases where landing is a matter of urgency, it is possible to provide more quickly and convenient port location information.

[0088] (Other embodiments) The disclosure in this specification and drawings, etc. is not limited to the illustrated embodiments. The disclosure encompasses the illustrated embodiments and variations thereon by those skilled in the art. For example, the disclosure is not limited to the combinations of parts and / or elements shown in the embodiments. The disclosure can be implemented in various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure encompasses embodiments in which parts and / or elements are omitted. The disclosure encompasses the substitution or combination of parts and / or elements between one embodiment and another embodiment.

[0089] Contrary to the first embodiment, extraction by the emergency landing area extraction unit 312c may be performed when neither a dedicated port nor a non-dedicated port exists within the flight range. This reduces the chances of extraction by the emergency landing area extraction unit 312c, thereby reducing the processing load on the processor 31. Furthermore, extraction by the non-dedicated port extraction unit 312b may be performed when no dedicated port exists within the flight range. This reduces the chances of extraction by the non-dedicated port extraction unit 312b, thereby reducing the processing load on the processor 31.

[0090] The devices, systems, and techniques described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. The devices and techniques described herein may also be implemented using special-purpose hardware logic circuitry. Furthermore, the devices and techniques described herein may be implemented by one or more special-purpose computers comprising a processor executing a computer program in combination with one or more hardware logic circuits.

[0091] Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium. A HDD, SSD, flash memory, or the like can be used as a storage medium for the program. HDD is an abbreviation for Hard-disk Drive. SSD is an abbreviation for Solid State Drive. The scope of this disclosure also includes forms such as a program for causing a computer to function as a control device or control system, and a non-transitory tangible storage medium such as a semiconductor memory on which the program is recorded.

[0092] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be written in a multiple dependent form, with the subsequent clause referring to the preceding clause as an alternative. Furthermore, some clauses may be written in a multiple dependent form, referring to another multiple dependent clause. These multiple dependent clauses define multiple technical ideas.

[0093] (Technical thought 1) a non-dedicated port position storage unit (33) that stores in advance a plurality of pieces of non-dedicated port position information, the non-dedicated port position information being non-dedicated port position information of non-dedicated ports (Q1, Q2, Q3, Q4) where no personnel are present for takeoff and landing of the electric aircraft (10); a flight position acquisition unit (311a) that acquires flight position information that is position information of the electric aircraft; a non-dedicated port extraction unit (312b) that extracts at least one of the plurality of non-dedicated ports based on the plurality of stored non-dedicated port position information and the acquired flight position information; An operation management device comprising: an output unit (315) that outputs landing site candidates based on the extraction results by the non-dedicated port extraction unit.

[0094] (Technical thought 2) a port status acquisition unit (311c) for acquiring port status information indicating the usage status of the non-dedicated port; The operation management device described in Technical Idea 1, wherein the output unit outputs the landing point candidates based on the acquired port status information.

[0095] (Technical Thought 3) a flight range acquisition unit (311b) that acquires information about the flight range of the electric aircraft; The output unit If a dedicated port (P1, P2) where the worker is present is present within the acquired flight range, the dedicated port is included in the landing point candidate and output; An operation management device as described in Technical Idea 1 or 2, in which if the dedicated port does not exist within the acquired flight range, the non-dedicated port extracted by the non-dedicated port extraction unit is included in the landing site candidates and output.

[0096] (Technical Thought 4) a flight range acquisition unit (311b) that acquires information about the flight range of the electric aircraft; The operation management device described in Technical Idea 1 or 2, wherein the output unit includes the non-dedicated ports that are within the flight range among the non-dedicated ports extracted by the non-dedicated port extraction unit and outputs them as landing site candidates.

[0097] (Technical Thought 5) The non-dedicated port location storage unit further stores population distribution information; The operation management device described in any one of Technical Ideas 1 to 4, wherein the non-dedicated port extraction unit, when extracting at least one from the plurality of non-dedicated ports, preferentially extracts ports in sparsely populated areas based on the population distribution information.

[0098] (Technical Thought 6) An operation management device described in any one of technical ideas 1 to 5, wherein the non-dedicated port extraction unit, when extracting at least one of the multiple non-dedicated ports, identifies the extraction target based on the flight route planned before takeoff.

[0099] (Technical Thought 7) An operation management device according to any one of technical ideas 1 to 6, comprising an abnormality information acquisition unit (311d) that acquires abnormality information from the electric aircraft, including at least one of a failure in the drive of the electric aircraft, a failure in the power supply system of the electric aircraft, damage to the electric aircraft, a problem with transported goods, and a problem with the crew.

[0100] (Technical Thought 8) The operation management device described in Technical Idea 7, wherein the non-dedicated port extraction unit, when extracting at least one of the multiple non-dedicated ports, preferentially extracts a port that can respond to the acquired abnormality information.

[0101] (Technical Thought 9) The operation management device described in Technical Idea 8, wherein when acquiring multiple pieces of abnormality information, the non-dedicated port extraction unit extracts ports that can respond to the abnormality information according to a predetermined priority.

[0102] (Technical Thought 10) an emergency landing determination unit (313) that determines whether an emergency landing is necessary or not using the acquired abnormality information; The operation management device described in Technical Idea 9, wherein the non-dedicated port extraction unit extracts the non-dedicated port when it is determined that an emergency landing is necessary.

[0103] (Technical Thought 11) the non-dedicated port position storage unit further stores maintenance vehicle information related to maintenance vehicles (51, 52, 53) that maintain the electric aircraft; The traffic management device according to any one of Technical Ideas 1 to 10, wherein the non-dedicated port extraction unit, when extracting at least one of the plurality of non-dedicated ports, identifies the extraction target based on the maintenance vehicle information.

[0104] (Technical Thought 12) An operation management device described in any one of technical ideas 1 to 11, wherein the output unit outputs contact information for contacting the maintenance vehicle associated with the extracted non-dedicated port in addition to outputting the landing point candidate.

[0105] (Technical Thought 13) the flight position acquisition unit periodically acquires the position information from the electric aircraft, 13. The traffic management device according to any one of Technical Ideas 1 to 12, wherein the non-dedicated port extraction unit periodically extracts at least one of the plurality of non-dedicated ports.

[0106] (Technical Thought 14) An operation management device described in any one of technical ideas 1 to 13, wherein the output unit outputs at least one of coordinate information of the landing site candidate, the distance from the electric aircraft to the landing site candidate, and the direction from the electric aircraft to the landing site candidate.

[0107] (Technical Thought 15) a flight range acquisition unit (311b) that acquires information about the flight range of the electric aircraft; The output unit If the non-dedicated port is present within the acquired flight range, the non-dedicated port is included in the landing point candidate and output; An operation management device described in any one of technical ideas 1 to 14, which outputs landing site candidates including emergency landing areas (R1, R2) on the ground where emergency landing is possible if the non-dedicated port does not exist within the acquired flight range.

[0108] (Technical Thought 16) The operation management device described in any one of technical ideas 1 to 15, wherein the non-dedicated port extraction unit, when extracting at least one of the multiple non-dedicated ports, preferentially extracts a port with a short flight distance from the electric aircraft.

[0109] (Technical Thought 17) The operation management device described in Technical Idea 16, wherein the flight distance is the distance along a flight route that takes into account avoidance of structures at a specific altitude. [Explanation of symbols]

[0110] 10 eVTOL (electric aircraft), 311a flight position acquisition unit, 311b flight range acquisition unit, 311c port status acquisition unit, 311d abnormality information acquisition unit, 312b non-dedicated port extraction unit, 313 emergency landing judgment unit, 315 output unit, 33 non-dedicated port position memory unit, 51, 52, 53 maintenance vehicle, P1, P2 dedicated port, Q1, Q2, Q3, Q4 non-dedicated port, R1, R2 emergency landing area.< / evtol>

Claims

1. a non-dedicated port position storage unit (33) that stores in advance a plurality of pieces of non-dedicated port position information, the non-dedicated port position information being non-dedicated port position information of non-dedicated ports (Q1, Q2, Q3, Q4) where no personnel are present for takeoff and landing of the electric aircraft (10); A flight position acquisition unit (311a) that acquires flight position information that is position information of the electric aircraft; a non-dedicated port extraction unit (312b) that extracts at least one of the plurality of non-dedicated ports based on the plurality of stored non-dedicated port position information and the acquired flight position information; and an output unit (315) that outputs landing site candidates based on the extraction results by the non-dedicated port extraction unit.

2. a port status acquisition unit (311c) for acquiring port status information indicating the usage status of the non-dedicated port; The navigation management device according to claim 1 , wherein the output unit outputs the landing site candidates based on the acquired port status information.

3. a flight range acquisition unit (311b) that acquires information about the flight range of the electric aircraft; The output unit If a dedicated port (P1, P2) where the worker is present is present within the acquired flight range, the dedicated port is included in the landing point candidate and output.

3. The operation management device according to claim 1, wherein if the dedicated port does not exist within the acquired flight range, the non-dedicated port extracted by the non-dedicated port extraction unit is included in the landing site candidates and output.

4. a flight range acquisition unit (311b) that acquires information about the flight range of the electric aircraft; 3. The operation management device according to claim 1, wherein the output unit includes, among the non-dedicated ports extracted by the non-dedicated port extraction unit, the non-dedicated ports that are present within the flight range in the landing site candidates and outputs the landing site candidates.

5. The non-dedicated port location storage unit further stores population distribution information; 3. The traffic management device according to claim 1, wherein the non-dedicated port extraction unit, when extracting the non-dedicated ports, preferentially extracts ports in sparsely populated areas based on the population distribution information.

6. 3. The traffic management device according to claim 1, wherein the non-dedicated port extraction unit specifies the non-dedicated port to be extracted based on a flight route planned before takeoff.

7. 3. The operation management device according to claim 1, further comprising an abnormality information acquisition unit (311d) that acquires abnormality information from the electric aircraft, the abnormality information including at least one of a drive failure of the electric aircraft, a failure of a power supply system of the electric aircraft, damage to the electric aircraft, a problem with transported goods, and a problem with a crew member.

8. 8. The traffic management device according to claim 7, wherein the non-dedicated port extraction unit, when extracting the non-dedicated ports, preferentially extracts ports that can handle the acquired abnormality information.

9. 9. The traffic management device according to claim 8, wherein when a plurality of pieces of abnormality information are acquired, the non-dedicated port extraction unit extracts a port that can handle the abnormality information in accordance with a predetermined priority.

10. An emergency landing determination unit (313) that determines whether an emergency landing is necessary or not using the acquired abnormality information, 10. The flight management device according to claim 9, wherein the non-dedicated port extraction unit extracts the non-dedicated port when it is determined that an emergency landing is necessary.

11. the non-dedicated port position storage unit further stores maintenance vehicle information related to maintenance vehicles (51, 52, 53) that maintain the electric aircraft; 3. The operation management device according to claim 1, wherein the non-dedicated port extraction unit specifies the extraction target based on the maintenance vehicle information when extracting the non-dedicated port.

12. 3. The operation management device according to claim 1, wherein the output unit outputs contact information for contacting a maintenance vehicle associated with the extracted non-dedicated port in addition to outputting the landing site candidate.

13. the flight position acquisition unit periodically acquires the position information from the electric aircraft, 3. The traffic management device according to claim 1, wherein the non-dedicated port extraction unit periodically extracts the non-dedicated ports.

14. 3. The operation management device according to claim 1, wherein the output unit outputs at least one of coordinate information of the landing site candidate, a distance from the electric aircraft to the landing site candidate, and a direction from the electric aircraft to the landing site candidate.

15. a flight range acquisition unit (311b) that acquires information about the flight range of the electric aircraft; The output unit If the non-dedicated port is present within the acquired flight range, the non-dedicated port is included in the landing point candidate and output; 3. The operation management device according to claim 1, wherein if the non-dedicated port does not exist within the acquired flight range, emergency landing areas (R1, R2) on the ground where emergency landing is possible are included in the landing site candidates and output.

16. The aircraft traffic management device according to claim 1 or 2, wherein the non-dedicated port extraction unit, when extracting the non-dedicated ports, preferentially extracts ports that have a short flight distance from the electric aircraft.

17. The traffic management device according to claim 16, wherein the flight distance is a distance on a flight route that takes into account avoidance of structures at a specific altitude.

Images