Flying object guidance system and method thereof

Abstract

To provide a flying object guidance system and a method thereof that can increase safety for a person waiting on a flying object.SOLUTION: A flying object guidance system comprises: a take-off and landing surface 40; a parking space 50 provided near the take-off and landing surface, where a flying object 10 can land; an information terminal 20 which is movable in association with a moving object H; and a management computer 30 that can communicate between the information terminal 20 and the flying object 10 and manages an operation of the flying object. The management computer 30 compares an estimated arrival time of a destination, which is calculated from the information terminal and position coordinate of the flying object, with an arrival time of the flying object, and the management computer keeps the flying object waiting above the take-off and landing surface when an arrival time of the flying object is earlier than a destination arrival time and a difference between the destination arrival time and the arrival time of the flying object is less than the time allowance, or when the arrival time of the flying object is later than the destination arrival time; and the management computer makes the flying object wait in a parking space when the arrival time of the flying object is earlier than the destination arrival time and the difference is greater than the time allowance.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a flying object guidance system and method for guiding a flying object that is waiting for another flying object. [Background technology]

[0002] In recent years, the number of parcels handled by home delivery services has been increasing year by year due to the increasing use of television shopping and online mail order. As a result, long working hours for delivery truck drivers and a shortage of drivers have become social issues in the transportation industry, including home delivery services. As a result, there is a demand for a system that can realize automated parcel delivery. In this situation, it has been proposed to utilize unmanned aerial vehicles such as drones in the logistics industry.

[0003] Patent Document 1 discloses a picking system in which a picker and an unmanned aerial vehicle meet at a location among many storage shelves where the desired item is stored, the picker loads the item onto the unmanned aerial vehicle, and the unmanned aerial vehicle transports the item to a collection point. In this picking system, an unmanned aerial vehicle that arrives at the meeting point first hovers in the sky, waiting for the picker to arrive, and then lands at the drone port with the picker's permission to land.

[0004] In recent years, electrically powered manned flying vehicles that can take off and land vertically under automatic control and carry a person have been proposed as manned flying vehicles for use by individuals for their daily transportation, and are attracting attention as "flying cars." [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2018-16435 Summary of the Invention [Problem to be solved by the invention]

[0006] The picking system in Patent Document 1 has an unmanned aerial vehicle that is waiting for a person hover (stop in the air) until the person arrives, and then lands the unmanned aerial vehicle after a person visually confirms safety. The flight time of the aircraft depends on the remaining battery power.

[0007] If the unmanned aerial vehicle is flown within a limited, narrow range (for example, the area of ​​five storage shelves) as in Patent Document 1, the person will arrive at the meeting point quickly, so the battery will not run out even if the unmanned aerial vehicle is kept waiting in a hovering state. Furthermore, since the unmanned aerial vehicle will only meet with employees who are concentrating on picking work as part of their job, it is unlikely that the unmanned aerial vehicle will wait long enough to run out of battery power.

[0008] However, when an unmanned aerial vehicle is used for delivery or collection, the flight distance of the unmanned aerial vehicle is long. Furthermore, the recipient of the package is one of many unspecified customers whose behavior cannot be predicted. Some recipients may arrive late. If the recipient is late, the hovering drone may run out of battery and crash onto someone while waiting or landing. Therefore, there was a need to develop a system that would allow unmanned aerial vehicles to safely deliver or collect packages from people, regardless of whether the recipient arrives early or late.

[0009] It is also anticipated that manned aircraft capable of autonomous flight will be used as flying taxis, waiting for passengers who are scheduled to board. It was necessary to develop a system that could safely manage the flight of manned aircraft that fly electrically and autonomously, regardless of whether the passenger arrives early or late.

[0010] The present invention has been devised to solve the above-mentioned problems, and an object of the present invention is to provide an aircraft guidance system and method that can improve the safety of people waiting for aircraft. [Means for solving the problem]

[0011] According to the present invention, there is provided a take-off and landing surface on which a flyable aircraft can land; an information terminal that can move along with the flying vehicle and the mobile vehicle that meets on the takeoff and landing surface; a parking area located near the takeoff and landing surface where the aircraft can land; a management computer that can exchange information between the aircraft control device of the aircraft and each of the information terminals and manages the operation of the aircraft; The management computer In step S2, a target arrival time estimated when the moving object will arrive at the takeoff and landing surface is compared with an aircraft arrival time estimated when the flying object will arrive at the takeoff and landing surface; when the aircraft's arrival time is earlier than the destination arrival time and the difference between the destination arrival time and the aircraft's arrival time is less than a predetermined margin of time, or when the aircraft's arrival time is later than the destination arrival time, an airborne command to have the aircraft wait in the air above the takeoff and landing surface is sent to the aircraft control device; When the aircraft's arrival time is earlier than the opponent's arrival time and the difference is greater than or equal to the margin time, a parking command is sent to the aircraft control device to have the aircraft head to the parking location and wait at the parking location; In step S3, a flying object guidance system is provided to land the flying object on the takeoff and landing surface after the moving object arrives at the takeoff and landing surface.

[0012] According to the present invention, there is also provided a method for guiding a flying object that has rendezvoused with a moving object on a takeoff and landing surface, the method comprising: collects position coordinates of the current positions of the information terminal that can move along with the moving object and the flying object, respectively; From the position coordinates, an estimated arrival time of the moving body at the takeoff and landing surface and an estimated arrival time of the flying body at the takeoff and landing surface are estimated; Comparing the destination arrival time with the aircraft arrival time; when the aircraft's arrival time is earlier than the destination arrival time and the difference between the destination arrival time and the aircraft's arrival time is less than a predetermined margin of time, or when the aircraft's arrival time is later than the destination arrival time, making the aircraft wait in the air above the takeoff and landing surface; When the aircraft's arrival time is earlier than the destination arrival time and the difference is greater than or equal to the margin time, the aircraft is made to wait at a parking area located near the takeoff and landing surface; A flying object guiding method is provided, which lands the flying object on the takeoff and landing surface after the moving object arrives at the takeoff and landing surface. [Effects of the Invention]

[0013] According to the present invention described above, even if the arrival of a moving object is delayed, the flying object guidance system can land the flying object at a parking area near the takeoff and landing surface and wait until the moving object arrives. This eliminates the need for the flying object guidance system to wait for the arrival of the moving object while flying, thereby reducing battery consumption during the waiting time. Therefore, the guidance system can avoid the risk of the flying object running out of battery and crashing, regardless of whether the flying object arrives at the takeoff and landing surface early or late. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a schematic explanatory diagram of an aircraft guidance system according to a first embodiment of the present invention. [Figure 2] FIG. 1 is an explanatory diagram of a takeoff and landing surface and a parking area according to a first embodiment of the present invention. [Figure 3] 1 is a block diagram showing the configuration of an aircraft guidance system according to a first embodiment of the present invention. [Figure 4] FIG. 10 is an explanatory diagram of a takeoff and landing surface and a parking area according to a second embodiment of the present invention. [Figure 5] FIG. 10 is a plan view showing the arrangement of takeoff and landing surfaces and parking areas according to a third embodiment of the present invention. [Figure 6] FIG. 10 is a block diagram showing the configuration of an aircraft guidance system in an emergency according to a fifth embodiment of the present invention. [Figure 7]FIG. 10 is a block diagram showing the configuration of an aircraft guidance system according to a sixth embodiment of the present invention. [Figure 8] FIG. 10 is a schematic explanatory diagram of an aircraft guidance system according to a seventh embodiment of the present invention. [Figure 9] FIG. 13 is a schematic explanatory diagram of an aircraft guidance system according to an eighth embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In addition, common parts in the drawings are given the same reference numerals, and duplicated explanations will be omitted.

[0016] (First embodiment) The flying object guiding method of the first embodiment is a method for guiding an flying object 10 that has rendezvoused with a moving object H at a takeoff and landing surface 40. The moving object H in the flying object guiding method of the first embodiment is a user H1. In this method, first, the coordinates of the current positions of the information terminal 20 and the flying object 10, which are moving in association with the user H1, are collected. The information terminal in this case is, for example, a portable terminal that can be carried by a person.

[0017] Then, from these position coordinates, an estimated destination arrival time d when the user H1 will arrive at the takeoff and landing surface 40 and an aircraft arrival time e when the aircraft 10 will arrive at the takeoff and landing surface 40 are estimated. Next, the destination arrival time d and the aircraft arrival time e are compared, and when the aircraft arrival time e is earlier than the destination arrival time d and the difference between the destination arrival time d and the aircraft arrival time e is less than a predetermined margin time, or when the aircraft arrival time e is later than the destination arrival time d, the aircraft 10 is made to wait in the air above the takeoff and landing surface 40. When making the aircraft 10 wait in the air, it is made to hover in the air or circle in the air, for example.

[0018] On the other hand, when the aircraft arrival time e is earlier than the destination arrival time d and the difference between the destination arrival time d and the aircraft arrival time e is greater than the margin time, the aircraft 10 is made to wait at a parking area 50 located near the takeoff and landing surface 40. After that, after the user H1 arrives at the takeoff and landing surface 40, the aircraft 10 is made to land on the takeoff and landing surface 40. Specifically, the aircraft guidance method of this embodiment may be realized by an aircraft guidance system 100 having the following configuration.

[0019] 1 is a schematic explanatory diagram of an aircraft guidance system 100 according to a first embodiment of the present invention. A moving object H in the aircraft guidance system 100 according to the first embodiment is also a user H1. The flying object guidance system 100 of this embodiment (hereinafter referred to as the guidance system 100) is a system that manages the flight of the flying object 10 that is to meet up with the user H1. The guidance system 100 of the first embodiment is primarily intended as a system that guides the flying object 10 that delivers or collects luggage B. User H1 is a person who is scheduled to meet the flying object 10. User H1 may be, for example, a recipient of package B delivered by the flying object 10, a requester of package B who leaves package B with the flying object 10, or a purchaser of product B transported by the flying object 10.

[0020] 1, the guidance system 100 includes an aircraft 10, an information terminal 20, a control computer 30, a takeoff and landing surface 40, and a parking area 50. Near the takeoff and landing surface 40, a control panel 41, a sensor 42, and a wind vane and anemometer 43 are provided. In addition, the parking area 50 is provided with a positioning device 51 and a charging device 54.

[0021] The flying vehicle 10, the information terminal 20, the management computer 30, the operation panel 41, the sensor 42, the wind vane and anemometer 43, the positioning device 51, and the charging device 54 are connected to a network 60. The means for connecting them to the network 60 may be by wired communication 61 or wireless communication 62. The network 60 is, for example, a computer network, a mobile network, or a wireless network, and relays the exchange of information such as signals and data between these devices.

[0022] The aircraft 10 of this embodiment is an unmanned aircraft that can fly while carrying an object B, such as baggage B. The aircraft 10 of this embodiment is, for example, a drone or a small unmanned aircraft. Alternatively, the aircraft 10 may be a small unmanned helicopter that flies autonomously or by remote control.

[0023] The information terminal 20 is a device that has a communication function and a self-position detection function and can move along with the mobile object H. In this embodiment, the mobile object H is a user H1, and therefore the information terminal 20 is preferably a portable terminal 20a that can be carried by the user H1. The portable terminal 20a has an input function and a display function in addition to a communication function and a self-position detection function.

[0024] The user H1 who has met up with the aircraft 10 carries a mobile terminal 20a. The mobile terminal 20a is preferably a smartphone, tablet terminal, mobile phone, or laptop computer onto which application software for the guidance system has been downloaded. The application software for the guidance system is created so that notifications from the management computer 30 can be displayed and instructions can be input to the management computer 30. However, the mobile terminal 20a is not limited to this and may also be a terminal provided exclusively for the guidance system 100 of this embodiment. However, the information terminal 20 of the first embodiment is not limited to the mobile terminal 20a, and may be any terminal that can move along with the user H1. For example, the information terminal 20 may be a large personal computer mounted on an object that moves along with the user H1. For example, the personal computer may be mounted on a suitcase, wagon, or handcart that the user H1 can pull or push while walking, or on a self-propelled tracking suitcase that automatically follows the user H1. In the following explanations of the first to sixth embodiments, the information terminal 20 is illustrated as a mobile terminal 20a.

[0025] The takeoff and landing surface 40 is an area provided so that the flying vehicle 10 can take off and land. There may be multiple takeoff and landing surfaces 40. In this case, the user H1 selects which takeoff and landing surface 40 is to be the delivery destination or sender of the package B and sets it on the mobile terminal 20a. By setting the takeoff and landing surface 40 closest to the user's current location, the user H1 can receive or send the package B even when he or she is away from home.

[0026] This figure illustrates an example in which the takeoff and landing surface 40 is a drone port installed on the ground. In this way, the takeoff and landing surface 40 may be a drone port that is installed or painted directly on flat ground. The takeoff and landing surface 40 may also be a portable drone port. When the takeoff and landing surface 40 is a portable drone port, the takeoff and landing surface 40 may be installed flush with the flat ground (ground) as shown in the figure, or may be installed as a membrane stretched horizontally above the flat ground (ground) or as a flat plate extending horizontally above the flat ground (ground). The user H1 can also enter the landing surface 40 under certain conditions, and the landing surface 40 becomes a meeting place between the flying vehicle 10 and the user H1.

[0027] A control panel 41 that can be operated by the user H1 may be provided near the takeoff and landing surface 40. Further, a sensor 42 is provided near the takeoff and landing surface 40 at a position overlooking the takeoff and landing surface 40, for detecting the presence or absence of foreign objects or intruders on the takeoff and landing surface 40. The sensor 42 outputs the detected information to the management computer 30 as detection data b.

[0028] Furthermore, a wind vane and anemometer 43 for measuring wind direction and speed may be installed near the takeoff and landing surface 40. The detection data b acquired by the sensor 42 and the measurement values ​​c measured by the wind vane and anemometer 43 are transmitted to the management computer 30 via the network 60.

[0029] The parking area 50 is a location located near the takeoff and landing surface 40 where the aircraft 10 can land. The parking area 50 is equipped with a positioning device 51 that moves and secures the landed aircraft 10 to a position where it can be charged, and a charging device 54 that supplies power to the battery 16 of the aircraft 10. The positioning device 51 and the charging device 54 each have a communication device (not shown) and exchange information with the management computer 30 via the communication device and the network 60.

[0030] The control computer 30 is installed in a location other than the takeoff and landing surface 40 and the parking area 50. The control computer 30 may be, for example, a server or a supercomputer connected to a network 60. The control computer 30 collects information via the network 60 and, based on that information, manages the operation of the positioning device 51 and charging device 54 installed at the parking area 50 and the aircraft 10. The control computer 30 collects this information from the aircraft 10, the mobile terminal 20a, the control panel 41 installed near the takeoff and landing surface 40, sensors 42, and anemometers 43. When a safety confirmation signal s is input from the control panel 41, the control computer 30 begins to determine whether to issue a movement command r to the aircraft 10.

[0031] The guidance system 100 may also include an input device 70 that inputs basic information g about the package B into the management computer 30. The input device 70 may be, for example, a personal computer, smartphone, or tablet terminal owned by a delivery company that is contracted to deliver or collect the package B, or a store 71 that ships the goods to be transported by the air vehicle 10. The input device 70 is connected to the network 60 via wired communication 61 or wireless communication 62 and transmits input information to the management computer 30 .

[0032] FIG. 2 is an explanatory diagram of a takeoff and landing surface 40 and a parking area 50 according to the first embodiment of the present invention. This figure illustrates an example in which the takeoff and landing surface 40 and parking area 50 shown in Figure 1 are installed in a park. The guidance system 100 of the first embodiment is provided with one parking area 50 for one takeoff and landing surface 40.

[0033] The take-off and landing surface 40 illustrated in FIG. 2 is in the form of a sheet or a flat plate, and is placed directly on the ground. As shown in this figure, the takeoff and landing surface 40 is preferably divided into a danger area in the center and a caution area around it, and these are preferably painted in two different colors so that the user H1 can easily tell at a glance.

[0034] An operation panel 41 is provided at a position close enough to the takeoff and landing surface 40 that the user H1 can see the takeoff and landing surface 40 (for example, at a position 1 m from the edge of the takeoff and landing surface 40). The operation panel 41 is a device that can be operated by the user H1 who plans to meet up with the aircraft 10 to send various signals to the management computer 30. The operation panel 41 has an unmanned confirmation input device that allows the user H1, who is in front of the takeoff and landing surface 40, to input that he or she has visually confirmed that the takeoff and landing surface 40 is safe, and that outputs a safety confirmation signal s to the management computer 30 through that operation.

[0035] It is preferable that the unmanned confirmation input device prompts the user to check the safety of the takeoff and landing surface 40 and its surroundings, not just the inside of the edge of the takeoff and landing surface 40. For example, an announcement such as "Is it safe on the takeoff and landing surface?" or "Please look around. Are there any dangerous objects around the takeoff and landing surface?" may be displayed on the operation panel 41 or played as audio, and the user H1 may be prompted to press a response button such as "Yes" or "No," thereby operating to output a safety confirmation signal s. The operation panel 41 also requests, for example, authentication information to confirm that the person operating it is the user H1 who is scheduled to meet up with the aircraft 10. The authentication information may be a password, a receipt number for the baggage B, a delivery number, biometric authentication such as fingerprint authentication, face authentication, or iris authentication, or the like.

[0036] Alternatively, short-range wireless communication with a communication distance of approximately 5 m may be performed between user H1's mobile terminal 20a and the operation panel 41, and information may be input into the operation panel 41 by user H1 entering it into the mobile terminal 20a, and a safety confirmation signal s may be output from the operation panel 41. Alternatively, the unmanned confirmation input device may be configured to accept input to itself only when the mobile terminal 20a of the user H1 is near the takeoff and landing surface 40 (for example, within 5 m from the takeoff and landing surface 40). In this case, the unmanned confirmation input device may be configured so that when the user H1 inputs information into the mobile terminal 20a, the safety confirmation signal s is sent directly from the mobile terminal 20a to the management computer 30.

[0037] In either case where the mobile terminal 20a is used to output the safety confirmation signal s, the operation of inputting information into the mobile terminal 20a to output the safety confirmation signal s can only be performed when the mobile terminal 20a is within 5 m of the takeoff and landing surface 40. Therefore, the guidance system 100 of this embodiment can prevent the safety confirmation signal s from being transmitted when a user H1 who is in a hurry performs an insufficient safety check from a distance before arriving at a point within 5 m of the takeoff and landing surface 40.

[0038] The sensor 42 covers the entire takeoff and landing surface 40 with a detection range 42a. In addition, the sensor 42 may also include a takeoff and landing area 44, which is an airspace area above the takeoff and landing surface 40, in the detection range 42a. The sensor 42 detects the presence of a foreign object or intruder on the takeoff and landing surface 40 or the takeoff and landing area 44 above it. In this case, the foreign object may be, for example, a living organism L such as a person, bird, cat, or dog, another flying object 10, luggage B of a user who previously used the takeoff and landing surface 40, or a ball that has flown onto the takeoff and landing surface 40. The sensor 42 is provided near the takeoff and landing surface 40 at a position that overlooks the takeoff and landing surface 40. For example, if the parking area 50 is close enough to overlook the takeoff and landing surface 40, the sensor 42 may be attached to the parking area 50 as shown in Figure 2. If this is not the case, the sensor 42 may be attached to a pole provided near the takeoff and landing surface 40.

[0039] The sensor 42 may be, for example, a photoelectric sensor, a millimeter wave sensor, an ultrasonic sensor, a passive infrared sensor, a light curtain, a two-dimensional laser scanner, a three-dimensional laser radar, an imaging device for an image detection device (e.g., a surveillance camera), etc. The sensor 42 may also be a combination of a plurality of these. The photoelectric sensor is a sensor that detects foreign objects by irradiating the entire takeoff and landing area 44 on the takeoff and landing surface 40 with laser light.

[0040] The millimeter wave sensor can detect movements down to 0.1 mm increments, and can therefore detect chest movements during breathing and heartbeat of a living organism L (such as a person, bird, cat, or dog) by irradiating millimeter waves onto the takeoff and landing area 44 on the takeoff and landing surface 40. The infrared passive sensor is a sensor that detects far infrared rays emitted from a living body L (for example, a person, a bird, a cat, a dog, etc.) within the takeoff and landing area 44 on the takeoff and landing surface 40.

[0041] The sensor 42 detects a living organism L that has entered the landing area 44, such as the crow L in FIG. 2, as a foreign object. Furthermore, when the detection range 42a of the sensor 42 extends beyond the outer edge of the takeoff and landing surface 40 as shown in the figure, the management computer 30 may add the direction of travel of a living organism L located between the outer edge of the detection range 42a of the sensor 42 and the outer edge of the takeoff and landing surface 40 to the criteria for judgment. For example, the management computer 30 may determine that a living organism L is a dangerous foreign object if the takeoff and landing surface 40 is in the direction of travel of the living organism L, as in the case of the cat in Figure 2, and may not determine that a living organism L is a dangerous foreign object if the takeoff and landing surface 40 is not in the direction of travel of the living organism L, as in the case of the bird L in Figure 2. A dangerous foreign object is a foreign object that has the potential to cause harm to the landing of the aircraft 10.

[0042] However, this is not limited to this, and the management computer 30 may or may not recognize all living bodies L located between the outer edge of the detection range 42a of the sensor 42 and the outer edge of the takeoff and landing surface 40 as foreign objects. Furthermore, it is preferable that the management computer 30, through AI learning, classifies foreign objects whose movement falls within a range that does not interfere with the flight of the aircraft 10 as not being dangerous foreign objects. An example of a foreign object whose movement falls within a range that does not interfere with the flight of the aircraft 10 is grass that grows between the outer edge of the detection range 42a of the sensor 42 and the outer edge of the takeoff and landing surface 40 and sways in the wind. Furthermore, even if the management computer 30 detects a small insect such as an ant crawling on the takeoff and landing surface as a living organism L, it preferably does not determine the ant as a dangerous foreign object by using machine learning to determine that the size and speed of the ant are not enough to cause harm to the landing of the aircraft 10.

[0043] In addition to the sensor 42 fixed near the takeoff and landing surface 40, a camera or sensor mounted on the aircraft 10 may also be used in combination to check the safety of the area near the takeoff and landing surface 40.

[0044] The parking area 50 is provided near the takeoff and landing surface 40 (for example, 10 m from the takeoff and landing surface 40 or at a location where the aircraft 10 launched from the parking area 50 will arrive within one minute). The reason why the parking area 50 is preferably 10 m away from the takeoff and landing surface 40 is that if the aircraft 10 is 10 m away, there is a low possibility that it will cause harm to the user H1 waiting for the aircraft 10 near the takeoff and landing surface 40, even if the aircraft 10 crashes immediately after taking off from the parking area 50. The parking area 50 is a location where the aircraft 10 can land, and is inaccessible to the user H1 and other people. The parking area 50 may be located at a position 1,800 mm or higher above the ground, as shown in FIG. 2, as a "location inaccessible to locations inaccessible to the user H1 and other people." Alternatively, the parking area 50 in a "location inaccessible to locations inaccessible to the user H1 and other people" may be the internal space of a drone port housing that can store the aircraft 10 and the cargo B.

[0045] Alternatively, the parking space 50 does not have to be a structure constructed for use as the parking space 50. For example, a place where people normally do not enter except for people who manage or repair the building, such as a restricted rooftop of a building or the roof of a restroom in a park, may be set as the parking space 50.

[0046] The parking area 50 is preferably equipped with a positioning device 51 and a charging device 54 . The positioning device 51 may be, for example, a centering device as shown in Fig. 2. The centering device has three types of moving plates 52 that move horizontally along the upper surface of the parking area 50 where the aircraft 10 takes off and lands, and the moving plates 52 move the aircraft 10 horizontally to a fixed charging position 53 located in the center of the upper surface. The fixed charging position 53 is shown in Fig. 2 as the area surrounded by a two-dot chain line.

[0047] In this example, the movable plate 52 has a pair of widthwise movable plates 52a, a pair of depthwise movable plates 52b, four connecting plates 52c, and a moving device (not shown) that moves the pair of widthwise movable plates 52a in the depth direction of the top surface of the parking area 50. The pair of width-direction moving plates 52a extend horizontally in the depth direction of the upper surface of the parking area 50 and are provided so as to be movable in the width direction by a moving device. The pair of depth direction moving plates 52b extend horizontally in the width direction of the upper surface of the parking area 50.

[0048] The four connecting plates 52c connect both ends of the width-direction moving plate 52a and both ends of the depth-direction moving plate 52b obliquely in a plan view. The width-direction moving plate 52a, the depth-direction moving plate 52b, and the connecting plate 52c are connected by a hinge 52d so as to surround the fixed charging position 53 and be freely rotatable about a vertical axis. Furthermore, the moving device has a communication device that can exchange information with the management computer 30, and moves the pair of widthwise moving plates 52a horizontally in the depth direction of the top surface of the parking area 50 while synchronizing with each other in response to instruction signals from the management computer 30. The management computer 30 outputs an acceptance command m and a release command n as instruction signals.

[0049] With this configuration, the pair of width-direction moving plates 52a move inward in the width direction while remaining parallel to each other, and in conjunction with this, the pair of depth-direction moving plates 52b connected to connecting plate 52c by hinge 52d also move inward in the depth direction while remaining parallel to each other. The positioning device 51 may be another positioning device in which the fixed charging position 53 is located at the center of the upper surface of the parking area 50. Furthermore, depending on the configuration of the other positioning device, the fixed charging position 53 does not have to be located at the center of the upper surface of the parking area 50.

[0050] The charging device 54 is a device that supplies power to the battery 16 of the aircraft 10 parked at the fixed charging position 53. For example, Fig. 2 shows a non-contact charging device 54 that uses an electromagnetic induction method. In this charging device 54, the transmitting coil at the fixed charging position 53 on the takeoff and landing surface 40 faces the receiving coil mounted on the aircraft 10 positioned at the fixed charging position 53, and power is supplied to the receiving coil of the aircraft 10 by a magnetic field generated by energizing the transmitting coil. However, the charging device 54 is not limited to this, and may be a non-contact charging device 54 employing a different method, or a contact charging device 54 in which the power supplying side and the power receiving side are in direct contact. If the charging device 54 is a contact type, power may be supplied to the battery 16 of the aircraft 10 through electrodes provided on the top surface of the parking area 50 or on the moving plate 52 of the positioning device 51.

[0051] The charging device 54 also has a communication device (not shown) and is connected to the management computer 30 via a network 60. The management computer 30 transmits a power supply start command o to start power supply and a power supply stop command p to stop power supply to the charging device 54 at appropriate times via the communication device.

[0052] FIG. 3 is a block diagram showing the configuration of a guidance system 100 according to the first embodiment of the present invention. The flying object 10 includes an aircraft control device 11, a position information transmitter 12, a communication device 13, a baggage holder 14, and a propeller 15. In addition, the flying object 10 may include a camera and a sensor. The aircraft control device 11 controls the driving of the position information transmitter 12, the communication device 13, the baggage gripping unit 14, and the propeller 15.

[0053] The position information transmitter 12 is a device that detects its own current position from radio waves of a Global Navigation Satellite System (GNSS) such as GPS and transmits the detected position to the management computer 30 as current position information a of the aircraft 10. The position information transmitter 12 may be equipped with a gyroscope to determine its own position. Alternatively, the position information transmitter 12 may be equipped with a system such as ADS-B (Automatic Dependent Surveillance-Broadcast) that allows the aircraft 10 to periodically transmit its own position information to determine its own position. The communication device 13 is a device connected to the network 60 and responsible for exchanging information.

[0054] The luggage gripping unit 14 is, for example, a device that grips luggage B with an openable and closable claw portion. The propeller 15 rotates to make the airframe of the flying object 10 fly.

[0055] The mobile terminal 20a includes a terminal control device 21, a communication device 22 connectable to the network 60, a display device 23 that displays notifications sent from the management computer 30, and an input device 24 that can input instructions to the management computer 30. The mobile terminal 20a exchanges information with the management computer 30 and the operation panel 41 via the communication device 22 and the network 60. The mobile terminal 20a also includes a position information transmitter 25 that detects its current position from GNSS radio waves and transmits the detected position information as current position information a of the mobile terminal 20a to the management computer 30. The terminal control device 21 controls the communication device 22, the display device 23, the input device 24, and the position information transmitter 25.

[0056] To operate the mobile terminal 20a, it is preferable that authentication information of the user H1 (for example, fingerprint authentication, face authentication, iris authentication, password, etc.) is required. For example, the authentication information of the user H1 may be requested when opening a smartphone, tablet terminal, mobile phone, laptop computer, or the dedicated terminal of the guidance system 100 itself. Alternatively, the authentication information of the user H1 may be requested when starting and operating application software. This makes it possible to prevent someone other than the user H1 from accidentally operating the mobile terminal 20a.

[0057] For example, the display device 23 of the mobile terminal 20a may be the screen of a smartphone, tablet terminal, or mobile phone, or the display of a notebook computer, and the input device 24 of the mobile terminal 20a may be a touch panel of a smartphone or tablet terminal, various buttons of a mobile phone, or a keyboard, mouse, or touchpad of a notebook computer.

[0058] The management computer 30 may have foreign object determination software 31, other party estimation software 32, aircraft estimation software 33, management control device 34, communication device 35, memory unit 36, and collection software 37. In the following explanation, for ease of understanding, a management computer 30 having multiple programs for each function is used as an example. However, this is not limited to this, and the management computer 30 may perform all or some of the operations performed by the management control device 34, the foreign object determination software 31, other party estimation software 32, aircraft estimation software 33, and collection software 37.

[0059] The foreign matter determination software 31 is a program or software that determines whether or not a foreign matter is present in a specific area based on the detection data b obtained from the sensor 42. The other party estimation software 32 is a program or software that estimates the time that user H1 will arrive at the takeoff and landing surface 40 from the current location information a sent from the location information transmitter 25 of the mobile terminal 20a. Hereinafter, the time that user H1 is estimated to arrive at the takeoff and landing surface 40 will be referred to as the "other party arrival time d." The other party estimation software 32 estimates the other party arrival time d on the assumption that user H1 is carrying the mobile terminal 20a and that the person carrying the mobile terminal 20a is user H1 himself.

[0060] The aircraft estimation software 33 is a program or software that estimates the time at which the aircraft 10 will arrive at the takeoff and landing surface 40 from the current position information a sent from the position information transmitter 12 of the aircraft 10. Hereinafter, the time at which the aircraft 10 is estimated to arrive at the takeoff and landing surface 40 will be referred to as the "aircraft arrival time e." The communication device 35 is a device that connects the foreign object determination software 31, the other party estimation software 32, the aircraft estimation software 33, the management control device 34, and the memory unit 36 ​​of the management computer 30 to the network 60, and exchanges information.

[0061] The storage unit 36 ​​stores information input from outside the management computer 30. For example, the information stored in the storage unit 36 ​​includes basic information g about the package B input from the input device 70, weather information, flight status of other aircraft, road traffic information, operation information of public transportation, etc. Furthermore, the storage unit 36 ​​stores map information in advance. The management control device 34, the aircraft estimation software 33, and the other party estimation software 32 can read the information stored in the memory unit 36.

[0062] The collection software 37 is a program or software that constantly or periodically collects necessary information f from a network 60 such as a computer network via a communication device and stores the information in the storage unit 36. The necessary information f includes, for example, the latest road traffic information, weather information from a local weather observation system or weather radar, the flight status of other aircraft, etc. The collection software 37 may collect weather information, for example, from information from regional weather observation systems or weather radar published by the Japan Meteorological Agency. Furthermore, the "flight status of other aircraft" may be limited to the flight status of other aircraft flying in the area from the launch site of the aircraft 10 to the takeoff and landing surface 40 or around the takeoff and landing surface 40. The collection software 37 may also reference the flight status of other aircraft from a flight tracker service. Furthermore, the collection software 37 preferably also collects operation information for public transportation such as trains, buses, and airplanes and stores it in the memory unit 36. The flight tracker service is a service that provides real-time information such as the current location, flight path, and estimated arrival time of an aircraft based on the ADS-B signals transmitted by the aircraft, and is available online.

[0063] Next, a description will be given of the operation procedure of the guidance system 100. The meeting time between the user H1 and the flying object 10 (hereinafter, the planned meeting time) is determined in advance between the user H1 and the guidance system 100. First, the management control device 34 of the management computer 30 transmits a position request signal h to the flying object 10 and the mobile terminal 20a so that the flying object 10 and the mobile terminal 20a send their respective current position information a to the management computer 30.

[0064] The aircraft control device 11 receives the position request signal h through the communication device 13 of the aircraft 10, controls the position information transmitter 12 to detect the current position of the aircraft 10, and transmits it to the management computer 30 as current position information a of the aircraft 10. The terminal control device 21 of the mobile terminal 20a that has received the position request signal h controls the position information transmitter 25 to detect the current position of the mobile terminal 20a and transmit it to the management computer 30 as current position information a of the user H1.

[0065] The current position information a of the flying object 10 is input to the aircraft estimation software 33 of the management computer 30 via the communication device 35, and the current position information a of the user H1 is input to the other party estimation software 32 of the management computer 30. Next, the aircraft estimation software 33 estimates the aircraft arrival time e and outputs the aircraft arrival time e to the management control device 34.

[0066] For example, the aircraft estimation software 33 determines the flight route from the current position of the aircraft 10 to the takeoff and landing surface 40 and calculates the flight distance. Because the aircraft 10 moves in three-dimensional space, the flight route extends vertically, horizontally, and diagonally. Therefore, it is preferable to calculate the flight distance taking into account not only the horizontal distance but also the vertical distance.

[0067] Furthermore, since the flying object 10 moves in three-dimensional space, securing a flight route and avoiding collisions are important. The aircraft estimation software 33 plans the flight route of the flying object 10 in advance. The flight route is planned using a combination of GPS and a geographic information system (GIS). The aircraft estimation software 33 also sets a flight route that avoids obstacles such as buildings, trees, and power lines. Furthermore, to prevent collisions with other flying objects or aircraft, the aircraft estimation software 33 also references air traffic information. Note that the flying objects may exchange information using wireless communication to know each other's positions and flight directions, thereby avoiding collisions.

[0068] Specifically, when determining a flight route, the aircraft estimation software 33 refers to and understands the flight conditions of other aircraft in the vicinity stored in the memory unit 36, and selects a flight route that does not pose a risk of collision. The aircraft estimation software 33 may calculate the time required to arrive at the takeoff and landing surface 40 by dividing the calculated flight distance by the flight speed of the aircraft 10 in windless conditions.

[0069] Furthermore, the aircraft estimation software 33 may be used as information for estimating the time until arrival at the takeoff and landing surface 40. For example, information on wind direction and wind speed measured by an anemometer 43 installed near the takeoff and landing surface 40, the size and weight of the baggage B stored in the memory unit 36, meteorological information, and weather forecasts may be used as information for estimation. For example, if the wind direction is headwind for the aircraft 10, the calculated "time to arrive at the takeoff and landing surface 40 in calm conditions" may be multiplied by a larger coefficient than when there is a tailwind. Similarly, the stronger the headwind speed, the larger the coefficient may be. The larger the luggage, the greater the resistance caused by being blown by the wind, so the larger the luggage, the larger the coefficient may be.

[0070] This allows the aircraft estimation software 33 to make the estimated result of the aircraft arrival time e closer to the actual arrival time. Thereafter, the aircraft estimation software 33 calculates the aircraft arrival time e by adding the calculated “time until arrival at the takeoff and landing surface 40” after multiplication by the coefficient to the current time. The aircraft estimation software 33 outputs this aircraft arrival time to the management control device 34.

[0071] Next, the partner estimation software 32 will be described. The current location information a of the mobile terminal 20 a is input to the other party estimation software 32 of the management computer 30 via the communication device 35 . Next, the other party estimation software 32 estimates the other party arrival time d and outputs the other party arrival time d to the management control device 34.

[0072] The other party estimation software 32 may, for example, acquire the current location information a of the mobile terminal 20a multiple times and calculate the other party arrival time d from changes in the location coordinates of the mobile terminal 20a. In this case, the other party estimation software 32 acquires the current location information a of the mobile terminal 20a, for example, every minute that the current location is measured. Then, the latest moving speed of the user H1 is set to a value 60 times the moving distance of the user H1, which is calculated as the difference between the latest position coordinates of the mobile terminal 20a and the position coordinates of the mobile terminal 20a immediately before.

[0073] First, the other party estimation software 32 determines, based on the travel speed of the user H1, whether the means of transportation M is a low-speed, optional means of transportation, a medium-speed, optional means of transportation, or something else. If the travel speed is, for example, 10 km / h or less, the other party estimation software 32 recognizes the means of transportation M as "walking," which is a low-speed, optional means of transportation, and if the travel speed is 10 km / h or more but less than 20 km / h, it recognizes the means of transportation M as "bicycle," which is a medium-speed, optional means of transportation.

[0074] If the travel speed is, for example, 20 km / h or faster, the other party estimation software 32 calculates a travel route from the position coordinates of the mobile terminal 20a. If the travel route or the position coordinates of the mobile terminal 20a indicate a position on a railway line, the other party estimation software 32 compares it with map information and determines that the means of transportation M of the user H1 is a "train," which is a means of transportation on a railway line. If the travel route is on a road, the other party estimation software 32 determines whether the means of transportation M is a private car, a taxi, or a public bus. For example, it may detect the frequency and location of stops at the location coordinates of the mobile terminal 20a, and determine whether the means of transportation M is a "private car" or a "taxi," which are high-speed, arbitrary means of transportation, or a "bus," which is a means of transportation with a fixed route, based on the frequency and location of stops. The stop location is the location coordinate of the mobile terminal 20a when it is stopped.

[0075] For example, the means of transportation M is recognized as a public bus when a change in the position coordinates of the mobile terminal 20a satisfies a specific condition. For example, the other party estimation software 32 may count the number of times that a private car traveling through the location where the user H1 is located has stopped at a location other than an intersection when there is no traffic jam in the past and store the minimum number of counts as a threshold. In this case, the other party estimation software 32 recognizes a public transportation bus as the means of transportation M when it is confirmed from road traffic information that the stopping frequency is higher than the threshold and there is no traffic jam at the current location of the user H1.

[0076] Alternatively, if there is no traffic jam at the current location of the user H1 and the bus stops at a location coordinate other than an intersection or stops multiple times at a location coordinate of a bus stop, a public transportation bus may be recognized as the transportation means M. Alternatively, if the user H1 deviates from the shortest route to the takeoff and landing surface 40 and takes a detour, and the detour route matches the bus's route that passes through a stopover point, the transportation means M may be recognized as a bus. If the means of transportation M is recognized as a public transportation bus, the other party estimation software 32 may link to a bus route map, refer to the bus's travel route, and calculate the arrival time at the bus stop nearest to the takeoff and landing surface 40. In addition, the other party estimation software 32 may estimate the bus that the user H1 is riding on, and estimate the time that the bus will arrive at the bus stop nearest to the takeoff and landing surface 40 based on the bus timetable and the degree of delay.

[0077] In this way, the other party estimation software 32 examines the user H1's movement speed, movement route, stop frequency, etc. from the current location information a of the mobile terminal 20a, and estimates whether the user H1's means of transportation M is walking, bicycle, car, public transportation bus, or train. Alternatively, the other party estimation software 32 may perform machine learning on the behavior of the user H1 who has used the guidance system 100 multiple times in the past, and estimate the current mode of transportation M from the arrival time up to the previous time.

[0078] Next, the other party estimation software 32 calculates the travel route from the current position of the user H1 to the takeoff and landing surface 40 when using the transportation means M, and estimates the arrival time at the takeoff and landing surface 40. For example, the estimated arrival time of the destination d may be improved by comparing it with the latest road traffic information and bus / train delay information stored in the memory unit 36 ​​and delaying the estimated arrival time of the bus or train by the amount of congestion or delay.

[0079] The destination arrival time d may be calculated by estimating the means of transportation M of the user H1, estimating a route from the current position of the mobile terminal 20a to the takeoff and landing surface 40 based on the means of transportation M, and then estimating the route based on the route. For example, the other party estimation software 32 stores the walking speed of the user H1 (i.e., the moving speed of the mobile terminal 20a) when the means of transportation M was "walking" before getting on the bus in the storage unit 36. If it is estimated that the user H1, who has walked and then gotten on a bus, will get off the bus at the bus stop closest to the takeoff and landing surface 40, the other party estimation software 32 first estimates the time that the bus will arrive at the bus stop.

[0080] Next, the other party estimation software 32 calculates the time it takes for the user H1 to walk from the bus stop to the takeoff and landing surface 40 based on the distance of the route from the bus stop to the takeoff and landing surface 40 and the walking speed of the user H1. Next, the other party estimation software 32 calculates the other party arrival time d by adding the time it takes for the user H1 to walk from the bus stop to the takeoff and landing surface 40 to the estimated arrival time of the bus. The same applies when transportation mode M includes taxis and trains.

[0081] Furthermore, when the means of transportation M is a private car, the other party estimation software 32 may use the position coordinates of the user H1's car calculated by a car navigation system installed in the user H1's private car to calculate the other party arrival time d. For example, the car navigation system of the private car and the mobile terminal 20a may be linked by wired or wireless communication, so that the mobile terminal 20a can read information from the car navigation system. In a typical car navigation system, once you set the route to your destination, the "estimated arrival time" is displayed on the screen. The "estimated arrival time" displayed changes from moment to moment depending on the actual road conditions and driving speed.

[0082] First, the other party estimation software 32 stores the walking speed of the user H1 when the means of transportation M was “walking” before getting into the private car in the storage unit 36. If the user H1 has used the guidance system 100 before, the previous walking speed data may be used. The mobile terminal 20a extracts the "position coordinates set as the destination" and the "estimated arrival time" from the car navigation system and transmits them to the other party estimation software 32 via the communication device 22. For example, if the destination set in the car navigation system is a parking lot near the takeoff and landing surface 40, the position coordinates of the parking lot and the estimated time at which the private car M will arrive at the parking lot are transmitted to the other party estimation software 32.

[0083] The other party estimation software 32 calculates the walking time it takes for the user H1 to walk from the parking lot to the takeoff and landing surface 40 based on the distance of the walking route from the input parking lot location coordinates to the takeoff and landing surface 40 and the walking speed of the user H1. Furthermore, if the parking lot requires a specific process, such as issuing a parking ticket immediately after parking, the average processing time required for that process may be added to the walking time from the parking lot to the takeoff and landing surface 40. Next, the other party estimation software 32 adds the walking time of the user H1 from the parking lot to the takeoff and landing surface 40, or the walking time plus processing time, to the "estimated arrival time" extracted from the car navigation system. This allows the other party estimation software 32 to estimate the other party arrival time d that is close to reality.

[0084] Furthermore, the guidance system 100 may be linked to a map search system, and the search results of the map search system may be used to estimate the destination arrival time d. For example, suppose that the application software for both the map search system and the guidance system 100 is installed on a smartphone, tablet terminal, or laptop owned by user H1. Alternatively, suppose that user H1 has registered for both the map search system and the guidance system 100 services using the same account.

[0085] In such a case, the arrival time obtained by the user H1 himself / herself through a search in the map search system may be shared with the guidance system 100. For example, the arrival time obtained through a search in the map search system may be automatically transferred to and input into the management computer 30. The automatically input arrival time may be temporarily input into the other party estimation software 32, or may be directly input into the management control device 34. Alternatively, the other party estimation software 32 may input the current position information a of the user H1 and the position information of the takeoff and landing surface 40 into the map search system.

[0086] (Step S1) The management control device 34, which has received the aircraft arrival time e and the destination arrival time d, repeatedly compares the scheduled rendezvous time with the aircraft arrival time e. Then, the management control device 34 determines whether or not to issue a departure command i to the flying object 10 based on the result of the comparison.

[0087] For example, when the aircraft 10 is to arrive at the takeoff and landing surface 40 a predetermined margin time before the scheduled rendezvous time, the management control device 34 compares the desired aircraft arrival time with the scheduled rendezvous time. The desired aircraft arrival time is the time after the aircraft arrival time e by the margin time, i.e., the aircraft arrival time e plus the margin time.

[0088] That is, if the leeway time is 10 minutes and the aircraft arrival time e is 13:20, the management control device 34 determines whether the scheduled rendezvous time is earlier or later than 13:30. The management control device 34 continues to retrieve the latest aircraft arrival time e and repeats the comparison operation until the scheduled rendezvous time becomes later than 13:30, that is, until the aircraft 10 can arrive 10 minutes ahead of the scheduled rendezvous time. The management control device 34 then issues a departure command i to the aircraft 10 at an appropriate timing. This appropriate timing is preferably when the latest desired aircraft arrival time and the scheduled rendezvous time are the same. Alternatively, the appropriate timing may be when the latest desired aircraft arrival time is later than the scheduled rendezvous time.

[0089] This allows the management control device 34 to determine whether the current moment is the moment when the aircraft 10 can arrive at the takeoff and landing surface 40 at just the right time, i.e., whether the aircraft 10 can depart right now in order to arrive at the aircraft's desired arrival time just in time.

[0090] The guidance system 100 may omit step S1. In other words, if the departure command i is transmitted to the aircraft 10 with sufficient time to arrive at the takeoff and landing surface 40, the comparison between the aircraft's desired arrival time and the scheduled rendezvous time does not need to be performed. In this case, the operation of the management control device 34 starts from step S2.

[0091] (Step S2) Next, after a departure command i is sent to the flying vehicle 10, the aircraft estimation software 33 and the other party estimation software 32 repeatedly estimate the aircraft arrival time e and the other party arrival time d and output them to the management control device 34. As a result, the management control device 34 repeatedly retrieves the latest aircraft arrival time e and other party arrival time d. The management control device 34 then repeatedly compares the time that is a predetermined margin time after the aircraft arrival time e with the other party arrival time d. Note that the margin time may be longer or shorter than the margin time when compared with the scheduled rendezvous time. The management control device 34 controls the flight of the flying vehicle 10 based on the current location information a of user H1 and the other party arrival time d. Specifically, the management control device 34 may allocate future operations of the flying object 10 based on the result of comparing the time after the margin time of the aircraft arrival time e with the destination arrival time d.

[0092] If the target arrival time d is earlier than the aircraft arrival time e, or if the target arrival time d is later than the aircraft arrival time e but the difference is less than the margin of time, the management control device 34 transmits a stay-in-flight command j to the aircraft 10. This corresponds to the case where the arrival of user H1 is earlier than estimated by the target estimation software 32. Upon receiving the stay-in-flight command j, the aircraft 10 moves to the airspace above the takeoff and landing surface 40 and waits there while hovering or circling. Note that if the aircraft 10 continues to hover (stop in mid-air), it is likely to become a target for birds. Therefore, it is preferable for the aircraft 10 to wait while circling in the air. Furthermore, if the aircraft 10 is a fixed-wing aircraft, hovering may include turning on the spot, and may be changed as appropriate depending on the aircraft. In this way, if the arrival of the aircraft 10 and the arrival of the user H1 are just right, the guidance system 100 causes the aircraft 10 to wait in the air near the takeoff and landing surface 40. This "just right timing" means an appropriate flight time for the aircraft 10 so that there is no risk of the battery running out.

[0093] On the other hand, if the destination arrival time d is later than the aircraft arrival time e by more than the margin time, the management control device 34 transmits a parking command k to the aircraft 10. At the same time, the management control device 34 transmits an acceptance command m to the positioning device 51 in the parking area 50. Furthermore, when the management control device 34 transmits the parking command k, it transmits to the mobile terminal 20a a notification indicating that the aircraft 10 will wait at the parking location 50. Upon receiving the parking command k, the aircraft 10 moves to the parking location 50 and lands at the parking location 50 while communicating with the positioning device 51.

[0094] Thereafter, the positioning device 51 or the aircraft 10 transmits a waiting completion signal q to the management control device 34 when the landing operation at the parking area 50 is completed. The management control device 34, which has received the standby completion signal q, transmits a power supply start command o to the charging device 54 at the parking area 50. In response to the power supply start command o, the charging device 54 starts supplying power to the battery 16 of the aircraft 10. This allows the management control device 34 to control the charging device 54 to supply power to the aircraft 10 waiting at the parking area 50.

[0095] Furthermore, in step S2, the management control device 34 may monitor the remaining charge (remaining battery charge) of the battery 16 of the aircraft 10 in real time, and allocate future operations of the aircraft 10 based on the destination arrival time d and the remaining battery charge of the aircraft 10. This is because the aircraft 10 runs on power charged in the battery 16, and therefore its flight time and power consumption are closely related. In this case, the management control device 34 may add the real-time remaining battery charge of the flying object 10 as a criterion when performing the allocation in step S2.

[0096] In this case, if the management control device 34 determines that the time until the destination arrival time d is long and that the battery 16 will be exhausted by then, it issues a parking command k to the aircraft 10. The aircraft 10 lands at the designated parking area 50 and connects to a charger to charge the battery 16.

[0097] Furthermore, in step S2, the management control device 34 may issue the parking command k in cases other than when the destination arrival time d is later than the aircraft arrival time e by the margin time or more. For example, after the departure of the aircraft 10 and before it arrives at the takeoff and landing surface 40, the management control device 34 again retrieves the latest flight status of other aircraft from the memory unit 36. If the management control device 34 determines from the updated flight status that there is a possibility of collision with other aircraft on the flight route toward the takeoff and landing surface 40, it may send a parking command k to the aircraft 10. In this way, the management control device 34 allows the aircraft 10 to take off after confirming that the flight route has been secured.

[0098] Furthermore, the flight of the aircraft 10 is significantly affected by weather conditions such as wind, rain, and temperature. The management computer 30 obtains meteorological information in real time using collection software 37, and if bad weather is predicted, postpones the flight or moves the aircraft 10 to a safe location. Furthermore, the flying object 10 itself is equipped with a wind speed sensor and a barometric pressure sensor, so that these sensors can be used to constantly monitor weather conditions during flight, and flight altitude and speed can be adjusted as necessary.

[0099] For example, even if weather information is checked before the departure of the aircraft 10, a situation may arise in which the weather suddenly deteriorates, such as a sudden downpour or tornado, after the departure of the aircraft 10. If the weather deteriorates near the delivery destination, there is a risk that the aircraft 10 may crash. In order to deal with such worsening weather near the delivery destination, it is preferable that the management control device 34 retrieves the latest weather information for the area around the current location of the aircraft 10 from the memory unit 36 ​​again or multiple times after the departure of the aircraft 10. Then, for example, if the management control device 34 finds a sudden deterioration in the weather or signs of such a deterioration in the weather information, it sends a parking command k to the aircraft 10.

[0100] In this way, the guidance system 100 of this embodiment can evacuate the aircraft 10 to the parking area 50 and allow the aircraft 10 to wait out a sudden deterioration in weather at the parking area 50. In this way, the guidance system 100 of this embodiment can prevent the aircraft 10 from crashing due to strong winds or heavy rain.

[0101] (Step S3) When the management control device 34 moves the aircraft 10 to the parking area 50, the management control device 34 transmits a position request signal h to the mobile terminal 20a multiple times at intervals until the user H1 arrives at the takeoff and landing surface 40. The current location information a transmitted from the mobile terminal 20a in response to the position request signal h may be used by the other party estimation software 32 to estimate the latest destination arrival time d multiple times and output to the management control device 34. In this case, the management control device 34 repeatedly compares the difference between the destination arrival time d and the current time (i.e., the time it takes for the user H1 to arrive at the takeoff and landing surface 40) with a predetermined preparation time serving as a threshold. The management control device 34 may then transmit a movement command r to the aircraft 10 when the difference between the destination arrival time d and the current time becomes shorter than the preparation time. Upon receiving the movement command r, the aircraft 10 moves from the parking area 50 to above the takeoff and landing surface 40 and hovers or circles. The preparation time may be, for example, 10 to 15 minutes. In this case, the management control device 34 transmits the movement command r when the difference between the destination arrival time d and the current time becomes shorter than the preparation time. Therefore, the guidance system 100 can automatically move the flying object 10 from the parking area 50 to above the takeoff and landing surface 40 without any operation by the user H1.

[0102] Alternatively, the management control device 34 may confirm that the user H1 has arrived near the takeoff and landing surface 40, and may move the aircraft 10 from the parking area 50 into the air above the takeoff and landing surface 40 upon the user H1's permission operation, which outputs a safety confirmation signal s. In this case, the management control device 34 calculates the straight-line distance from the current position of the mobile terminal 20a to the takeoff and landing surface 40 based on the current position information a of the mobile terminal 20a. Then, the management control device 34 accepts (accepts) the permission operation of the user H1 only while the straight-line distance is shorter than a threshold distance (for example, 5 m). Alternatively, the management control device 34 may use a beacon to detect that the mobile terminal 20a is located closer to the takeoff and landing surface 40 than the threshold.

[0103] Alternatively, the management control device 34 may cause the other party estimation software 32 to calculate the other party arrival time d again after confirming that the user H1 has arrived near the takeoff and landing surface 40. In this case, the behavior of the user H1 may be grasped by distance (position coordinates) until the user H1 arrives near the takeoff and landing surface 40, and the method of grasping the behavior of the user H1 may be switched to calculating the other party arrival time d due to the user H1 having arrived near the takeoff and landing surface 40. In this case, the management control device 34 calculates the straight-line distance from the current location information a of the mobile terminal 20a to the takeoff and landing surface 40. Then, the management control device 34 accepts the permission operation of the user H1 only while the straight-line distance is shorter than a threshold distance (for example, 5 m).

[0104] The management control device 34, which has input the permission operation (safety confirmation signal s), moves the aircraft 10 from the parking area 50 into the air above the takeoff and landing surface 40. The threshold distance may be longer or shorter than 5 m. The permission operation by the user H1, who outputs the safety confirmation signal s, may be performed through the operation panel 41 or through the mobile terminal 20 a.

[0105] As a result, the guidance system 100 of this embodiment can limit the range in which the user H1 can perform the permission operation to the vicinity of the takeoff and landing surface 40. Therefore, the guidance system 100 can prevent a situation in which the user H1 performs a permission operation without carefully checking the takeoff and landing surface 40 and the situation around it.

[0106] When the aircraft 10 is to be moved from the parking area 50 to above the takeoff and landing surface 40, the management control device 34 first transmits a power supply stop command p to the charging device 54 to stop power supply. Next, after power supply is stopped, the management control device 34 transmits a release command n to the positioning device 51 and transmits a movement command r to the aircraft 10.

[0107] Upon receiving the movement command r, the aircraft 10 takes off from the parking area 50 while communicating with the positioning device 51. The aircraft 10 then moves into the air above the takeoff and landing surface 40. Upon receiving the movement command r, the aircraft 10 may land directly on the landing surface 40, or may hover or circle above the landing surface 40 while waiting for the next command. For example, the aircraft 10 that moves to the airspace above the landing surface 40 in response to the movement command r and hovers or circles may wait for a new landing command to be sent from the management computer 30 before landing.

[0108] Next, the operation of the guidance system 100 of this embodiment after the user H1 arrives will be described. A user H1 who has arrived near the takeoff and landing surface 40 operates the control panel 41 or operates a mobile terminal 20a located near the takeoff and landing surface 40 (for example, within 5 m of the takeoff and landing surface 40) to send a safety confirmation signal s to the management computer 30.

[0109] The safety confirmation signal s is received by the management control device 34 via the communication device 35. Upon receiving the safety confirmation signal s, the management control device 34 activates the foreign object determination software 31, and causes the foreign object determination software 31 to determine whether or not there is a foreign object in the takeoff and landing area 44 on the takeoff and landing surface 40 from the detection data b obtained from the sensor 42. Furthermore, upon receiving the safety confirmation signal s, the management control device 34 inputs the measurement values ​​c relating to the wind direction and wind speed from the anemometer 43. Similarly, the management control device 34 may extract weather information and flight conditions of other aircraft flying around the takeoff and landing surface 40 from the information collected by the collection software 37 and stored in the memory unit 36, and input this information to itself.

[0110] Preferably, the foreign object determination software 31 uses the detection data b sent from the sensor 42 to perform machine learning (AI) or has already completed machine learning to determine whether there are any foreign objects in the takeoff and landing area 44 on the takeoff and landing surface 40. The foreign object determination software 31 is configured to detect specific types of objects using a deep learning method that employs a multi-layered neural network. For example, R-CNN (Regional-Convolutional Neural Network) may be used as the deep learning algorithm. Alternatively, Fast R-CNN, Faster R-CNN, or YOLO (You Only Look Once) may be used as the deep learning algorithm. Alternatively, SSD (Single Shot Multibox Detector) or other algorithms may be used as the deep learning algorithm.

[0111] For example, when the sensor 42 is an imaging device, the foreign object determination software 31 may be an image processing program that detects foreign objects captured in an image. The imaging device acquires an image of the vicinity of the takeoff and landing surface 40 and transmits the image data to the management computer 30.

[0112] Furthermore, for example, if the sensor 42 is a living body detection device having a millimeter wave sensor, the sensor 42 may irradiate the takeoff and landing surface 40 and its surroundings with millimeter waves, receive the reflected wave data, and output the reflected wave data to the management computer 30. In this case, the foreign object determination software 31 may be a program that analyzes the reflected wave data and determines the presence or absence of a living body from the frequency components of breathing, pulse, and body movement contained in the reflected wave data. Similarly, when the sensor 42 is a photoelectric sensor, ultrasonic sensor, infrared passive sensor, light curtain, two-dimensional laser scanner, or three-dimensional laser radar, the foreign object determination software 31 is a program that can extract foreign objects from the data acquired by each sensor 42 and sent to the management computer 30.

[0113] The foreign object determination software 31 extracts various foreign objects from image data collected at the time when a safety confirmation signal s sent at the discretion of each user H1 is received or from the time when the user H1 arrives near the takeoff and landing surface 40 until the safety confirmation signal s is sent. The foreign object determination software 31 then compares the extracted foreign object's characteristics, such as its shape, height, width, and movement (movement speed and direction), with the presence or absence of the safety confirmation signal s or the timing at which the safety confirmation signal s is sent, and performs machine learning to determine what kind of foreign object movement or the foreign object itself would be deemed dangerous by a human. For example, the foreign object determination software 31 may machine-learn the characteristics of a foreign object that is deemed dangerous when the user H1 does not send the safety confirmation signal s even though the safety confirmation signal s is ready to be output. A "state in which the safety confirmation signal s can be output" refers, for example, to a state in which the user H1 has arrived near the takeoff and landing surface 40, thereby allowing the management computer 30 to accept the safety confirmation signal s. However, this is not limited to this, and if an image processing program that has undergone sufficient machine learning is used and the aircraft 10 lands after the user H1 arrives at the takeoff and landing surface 40, the operation of having the user H1 send a safety confirmation signal s may be omitted.

[0114] If the judgment result of the foreign object judgment software 31 indicates that there are no foreign objects in the takeoff and landing area 44 on the takeoff and landing surface 40 (that the takeoff and landing area 44 on the takeoff and landing surface 40 is safe), and it is confirmed that there are no problems with the measurement value c from the wind direction and speed meter 43, the weather information, or the flight conditions of other aircraft, the management control device 34 issues a movement command r to the aircraft 10 and outputs a release command n to the positioning device 51. At this time, it is preferable that the management control device 34 refer to and understand the flight status of other nearby aircraft stored in the memory unit 36, and confirm that there is no risk of collision before issuing the movement command r and release command n.

[0115] As a result, when the user H1 performs unmanned confirmation or when the user H1 arrives near the takeoff and landing surface 40 and the foreign object determination software 31 confirms that there are no foreign objects in the takeoff and landing area 44, the aircraft 10 automatically starts flying from the parking area 50 to the takeoff and landing surface 40. After the flying object 10 lands, the management control device 34 hands over the baggage B to the user H1 or receives the baggage B from the user H1. After the user H1 leaves the takeoff and landing surface 40, the flying object 10 takes off after safety confirmation by the user H1 or automatic safety confirmation using the sensor 42.

[0116] In this case, the management control device 34 may land the aircraft 10 at the parking area 50 before the return flight in the following cases: For example, when the weather around the landing and takeoff surface 40 or along the return flight route deteriorates, or when the remaining battery power of the aircraft 10 is insufficient for the return flight. This allows the guidance system 100 to avoid the risk of the flying vehicle 10 crashing on the way back.

[0117] With the above-described configuration, the guidance system 100 allows the user H1 to arrive near the takeoff and landing surface 40 and check the safety of the takeoff and landing surface 40 and its surroundings (transmitting a safety confirmation signal s), thereby causing the flying object 10 to start moving and land safely. Therefore, by using the guidance system 100 of this embodiment, the user H1 can safely receive or send the package B.

[0118] With the above-described configuration, in the guidance system 100 of this embodiment, even if the arrival of user H1 is delayed, the aircraft 10 can land at a parking area 50 near the takeoff and landing surface 40 and wait for the user's arrival. This eliminates the need for the aircraft 10 to hover or circle during the waiting time, thereby reducing battery consumption during the waiting time. Therefore, through this process, the guidance system 100 of this embodiment can avoid the risk of the flying object 10 crashing due to a dead battery.

[0119] Furthermore, the parking area 50 is provided with a charging device 54, allowing the aircraft 10 to replenish power to the battery 16 during waiting times, further reducing the possibility of the aircraft 10 crashing due to a dead battery. Therefore, the guidance system 100 of this embodiment can prevent the flying object 10 from falling onto the head of the user H1 or other people due to a dead battery when landing on the takeoff and landing surface 40.

[0120] As a result, the guidance system 100 of this embodiment can increase the safety of the user H1 of the aircraft 10 making a delivery or collection, regardless of whether the user H1 arrives at the takeoff and landing surface 40 early or late. Furthermore, the guidance system 100 of this embodiment finely adjusts the timing of movement and waiting time of the flying object 10 in accordance with the behavior of the user H1, so that the flight time and power of the flying object 10 can be used efficiently. Furthermore, the guidance system 100 of this embodiment comprehensively takes into account battery management, flight route management, and the effects of weather, thereby enabling safe and efficient operation of the flying vehicle 10.

[0121] (Second embodiment) FIG. 4 is an explanatory diagram of a takeoff and landing surface 40 and a parking area 50 according to a second embodiment of the present invention. The guide system 100 of the second embodiment is characterized in that it is surrounded by a safety fence 80 that surrounds the takeoff and landing surface 40 and prevents people from entering the takeoff and landing surface 40. The safety fence 80 is structured so that people other than the user H1 cannot enter. For example, the safety fence 80 is preferably a fence with vertical bars 81 that are 1,800 mm or higher in height to prevent people from climbing inside. The inner dimension of the vertical bars 81 is preferably 50 mm or less to prevent people from getting their toes caught.

[0122] The safety fence 80 is also provided with an entrance / exit 82 for user H1 to enter the takeoff and landing surface 40 inside the safety fence 80. The safety fence 80 has an automatically locking door 83 at the entrance / exit 82. The door 83 is normally closed and locked. A control panel 41 that can be operated by user H1 may be provided near the entrance / exit 82 or near the takeoff and landing surface 40. The door 83 opens when user H1 enters authentication information such as biometric authentication, a password, or the receipt number or delivery number of baggage B into the mobile terminal 20a on this control panel 41 or near the control panel 41. This allows only user H1 to open door 83 and come into contact with flying object 10, so package B can be safely protected even when it is delivered.

[0123] In this case, it is preferable that the sensor 42 be attached to the safety fence 80 with its detection range facing the inside of the safety fence 80 . Other configurations, operation procedures, guidance methods, and effects of the guidance system 100 of this embodiment are similar to those of the first embodiment.

[0124] (Third embodiment) FIG. 5 is a plan view showing the arrangement of a takeoff and landing surface 40 and a parking area 50 according to a third embodiment of the present invention. The guide system 100 of the third embodiment is characterized by having a plurality of takeoff and landing surfaces 40 for one parking area 50. This figure illustrates a case where five takeoff and landing surfaces 40 are consolidated into one parking area 50.

[0125] The plurality of takeoff and landing surfaces 40 provided in the guidance system 100 of the third embodiment are preferably provided in the following ranges, for example. For example, the range may be close enough to be visible from one parking area 50 or close enough to allow reasonable radio wave transmission (for example, a radius of about 200 to 300 m from the parking area 50). Alternatively, multiple landing and takeoff surfaces 40 may be provided within a range where it does not take much time to travel from the parking area 50 to the landing and takeoff surface 40 (for example, within a range where an aircraft can take off from the parking area 50 and arrive at the landing and takeoff surface 40 within five minutes).

[0126] The guidance system 100 of the third embodiment provides a plurality of collection and delivery destination locations at a plurality of locations (e.g., a large park) near the parking area 50. The guidance system 100 of this embodiment can operate a plurality of takeoff and landing surfaces 40 at one parking area 50, which reduces the construction costs of the parking area 50 and allows the flying object 10 to be operated efficiently even if the guidance system 100 is provided at a location where the number of flying objects 10 to be collected and delivered is small. Other configurations, operation procedures, guidance methods, and effects of the guidance system 100 of this embodiment are similar to those of the first or second embodiment.

[0127] (Fourth embodiment) In the guidance system 100 of the fourth embodiment, the information terminal 20 itself estimates the other party arrival time d based on current position information a, which is the position coordinates of its own current position, and the flying body 10 itself estimates the aircraft arrival time e based on current position information a, which is the position coordinates of its own current position. In this case, the information terminal 20 of the fourth embodiment is equipped with the other party estimation software 32, and the flying body 10 is equipped with the aircraft estimation software 33. The destination arrival time d and the aircraft arrival time e are sent as information to the management computer 30 from the information terminal 20 and the aircraft 10, respectively. When the estimation of the destination arrival time d or the aircraft arrival time e is repeated, the information terminal 20 and the aircraft 10 repeatedly estimate their respective times d and e.

[0128] In addition, in this embodiment, the current position information a of the mobile terminal 20a may be sent to the management computer 30 when used to calculate the straight-line distance from the current position of the mobile terminal 20a to the takeoff and landing surface 40 in order to receive the safety confirmation signal s, or when used to estimate the means of transportation M of the user H1. Other configurations, operation procedures, guidance methods, and effects of the guidance system 100 of this embodiment are the same as those of the first to third embodiments.

[0129] (Fifth embodiment) FIG. 6 is a block diagram showing the configuration of a guidance system in an emergency according to the fifth embodiment of the present invention. The guide system 100 of the fifth embodiment is characterized in that the management computer 30 that manages the guide system 100 is switched between normal times and emergency times.

[0130] In this embodiment, under normal circumstances, the management computer 30 manages and controls the guidance system 100 in the same manner as the management computer 30 in the first to fourth embodiments. In the guidance system 100 of this embodiment, the substitute management computer 30A mounted on the aircraft 10 temporarily acquires authority to manage the guidance system 100 only in an emergency. In an emergency, the substitute management computer 30A temporarily manages the operation of the aircraft 10 and acquires authority to manage the exchange of information with the control panel 41, the positioning device 51 at the parking area 50, or the charging device 54. In this case, an emergency may occur, for example, when a communication failure occurs, when GNSS radio waves are lost, or when the remaining battery power of the aircraft 10 falls below a certain level.

[0131] A communication failure occurs when communication between the information terminal 20 or management computer 30 possessed by the mobile body H and the aircraft 10 becomes impossible, for example, when a mobile phone base station goes down. Loss of GNSS radio waves refers to a situation where GNSS radio waves cannot be received temporarily due to signal interference or geographical factors.

[0132] The substitute management computer 30A is installed in each aircraft 10. In the aircraft 10 of this embodiment, the aircraft control device 11 may function as the substitute management computer 30A in an emergency, or the aircraft 10 may be provided with a substitute management computer 30A separate from the aircraft control device 11. The following explanation will be given as an example of a case where the substitute management computer 30A is provided separate from the aircraft control device 11. Note that the aircraft 10 of the fifth embodiment is provided with the aircraft control device 11, a location information transmitter 12, a communication device 13, a baggage holding unit 14, a propeller 15, and a camera 17a or a sensor 17b in addition to the substitute management computer 30A.

[0133] The proxy management computer 30A has four functions: the ability to confirm its own (aircraft 10) position, the ability to grasp the remaining battery level and select subsequent actions based on that, a simple foreign object detection function, and the ability to select actions to take in an emergency.

[0134] (Function to check self-location) In an emergency, the proxy management computer 30A receives the current position information a of the aircraft 10, which is normally transmitted by the position information transmitter 12 to the management computer 30, and determines its own position. As in the first embodiment, the current position information a of the aircraft 10 may be calculated from its own current position detected by the position information transmitter 12 using GNSS radio waves or a gyroscope.

[0135] (Function to handle remaining battery power) In step S2, the proxy management computer 30A, like the management control device 34 of the first embodiment, grasps in real time the remaining charge of the battery 16 of the aircraft 10. Then, based on the remaining charge of the battery 16, the proxy management computer 30A determines whether to allow the aircraft 10 to continue flying or to land the aircraft 10 in a safe location, and allocates the future operation of the aircraft 10.

[0136] (Simple foreign object detection function) If communication with the management computer 30 is not possible due to a communication failure, the proxy management computer 30A cannot obtain the detection data b acquired by the sensor 42 near the takeoff and landing surface 40 or the measurement value c measured by the wind direction and speed meter 43. When it becomes necessary to land, for example, on the landing / takeoff surface 40 or other safe location, the proxy management computer 30A checks for the presence or absence of obstacles from data input from the camera 17a and sensor 17b equipped on the aircraft 10, avoids the obstacles, and lands the aircraft 10 in a safe location.

[0137] (Function to select actions to take in an emergency) The proxy management computer 30A can decide to select an emergency operation pattern, for example, waiting in the air until communication is restored, returning to the planned parking location 50, or landing at a pre-determined safe location other than the parking location 50.

[0138] (If the emergency is caused by a communication failure) If communication between the mobile terminal 20a or the management computer 30 and the aircraft 10 is interrupted, the aircraft 10 makes autonomous decisions based on rules and AI programmed in the proxy management computer 30A. For example, if information from the mobile terminal 20a is not updated after a certain period of time has passed or if the aircraft 10 detects that communication has been interrupted, the aircraft 10 moves to a safe parking area 50. At this time, the aircraft 10 transmits an acceptance command m and a power supply start command o from the proxy management computer 30A to the positioning device 51 and charging device 54 of the parking area 50, and lands at the parking area 50. The communication used at this time is preferably communication that does not involve the network 60, such as short-range wireless communication. In addition, because the charging device 54 is installed at the parking area 50, the aircraft 10 can charge its battery 16 at the parking area 50 while waiting for communication to be restored. In this way, the guidance system 100 of this embodiment can maintain the safe operation of the aircraft 10 by having the aircraft 10 autonomously move to and land at a pre-set parking location 50 even in an emergency when the aircraft 10 is unable to communicate.

[0139] Furthermore, even if the aircraft 10 is waiting above the takeoff and landing surface 40, in the event of an emergency, it is preferable that the proxy management computer 30A move the aircraft 10 to the parking area 50 and land it. If there are people or objects on the takeoff and landing surface 40, there is a possibility that a collision accident may occur when the aircraft 10 lands. However, since the parking area 50 is set in a safe location away from the takeoff and landing surface 40, the risk of the aircraft 10 colliding with people or objects can be reduced by having the aircraft 10 move to the parking area 50 and land.

[0140] The proxy management computer 30A attempts communication again after the aircraft 10 moves to the parking area 50. The parking area 50 may be equipped with a communication system 55 (e.g., a satellite communication system) different from the normal communication system as a backup communication means. In this way, when a communication failure occurs in the normal communication means, communication can be established between the aircraft 10 and the information terminal 20 or the management computer 30 via the communication system 55 (e.g., a satellite communication system) different from the normal communication system. In addition, the proxy management computer 30A may be configured to automatically return the aircraft 10 after a preset waiting time has elapsed after the aircraft 10 has moved to the parking area 50. In this case, the power supply stop command p and the release command n cannot be issued from the management computer 30, so the power supply stop command p and the release command n are sent by the proxy management computer 30A.

[0141] Furthermore, when a communication failure occurs, the location request signal h sent from the management control device 34 of the management computer 30 does not reach the mobile terminal 20a, and the other party estimation software 32 cannot obtain the latest current location information a of the user H1. As a result, the other party arrival time d cannot be updated to the latest, and so even if the user H1 arrives at the takeoff and landing surface 40, the flying vehicle 10 cannot detect this and cannot determine the timing to move to the takeoff and landing surface 40. In such a case, the proxy management computer 30A may determine the timing of moving to the takeoff and landing surface 40 based on the destination arrival time d at the last point in time when communication was possible. In other words, the proxy management computer 30A outputs a movement command r to the aircraft control device 11 when the difference between the destination arrival time d at the last point in time when communication was possible and the current time becomes shorter than the preparation time.

[0142] In response to the movement command r, the aircraft control device 11 moves the aircraft 10 into the air above the takeoff and landing surface 40 and makes it wait there. While waiting there, the proxy management computer 30A brings the aircraft 10 close enough to the operation panel 41 so that short-range wireless communication can be established, and then communicates with the operation panel 41 via short-range wireless communication. At this time, the proxy management computer 30A checks whether there is a history of user H1 operating the operation panel 41 to output a safety confirmation signal s or unlock the door 83.

[0143] If there is no operation history of user H1 on the operation panel 41, the proxy management computer 30A determines that user H1 has not yet arrived at the takeoff and landing surface 40, and thereafter repeats moving into the air above the takeoff and landing surface 40 and short-range wireless communication with the operation panel 41 every fixed time (for example, 15 minutes) until it is time to return. When the mobile terminal 20a of the user H1 detects a communication failure, the application software downloaded to the mobile terminal 20a of the user H1 automatically notifies the user of preset content. At this time, it is preferable to notify the user that the flying vehicle 10 will move above the landing and takeoff surface 40 every fixed time (for example, 15 minutes), and that the flying vehicle 10 will automatically return if the user H1 does not arrive at the landing and takeoff surface 40 within a preset waiting time.

[0144] When the proxy management computer 30A finds a history of user H1 operating the operation panel 41 while communicating with the operation panel 41 at regular intervals by short-range wireless communication, it determines that user H1 is near the takeoff and landing surface 40 and lands on the takeoff and landing surface 40. At this time, the proxy management computer 30A may start landing when it receives, via short-range wireless communication, a safety confirmation signal s output by user H1 operating the operation panel 41.

[0145] During a communication failure, the result of the foreign object presence / absence determination made by the foreign object determination software 31 of the control computer 30 cannot be used. Therefore, the substitute control computer 30A determines the presence / absence of foreign objects on the takeoff and landing surface 40 and its surroundings based on images and videos taken by the camera 17a and detection data detected by the sensor 17b mounted on the aircraft 10, and lands only after confirming that no foreign objects are present. As a result, even if communication is interrupted, the user H1 can receive and hand over the baggage B to the flying object 10 by waiting at the takeoff and landing surface 40 for a certain period of time (for example, 15 minutes) at the longest.

[0146] (If low battery power is the cause of the emergency) When the remaining charge of the battery 16 falls below a certain level, even if the communication status is normal, the proxy management computer 30A installed on the aircraft 10 may temporarily acquire the authority to manage the guidance system 100 for that aircraft 10. The proxy management computer 30A outputs a parking command k to the aircraft control device 11 and communicates with the positioning device 51 and charging device 54 of the parking area 50 to land the aircraft 10 at the parking area 50 and power the battery 16. Other operations of the proxy management computer 30A are the same as when the emergency is caused by a communication failure.

[0147] (If the loss of GNSS signals is the cause of the emergency) If GNSS radio waves cannot be received temporarily due to signal interference or geographical factors, this also constitutes an emergency, and the authority to manage the guidance system 100 is switched over to the proxy management computer 30A. When GNSS radio waves cannot be received, it is difficult to control the aircraft 10 from outside the aircraft 10, so it is preferable for the aircraft 10 to control itself autonomously. The proxy management computer 30A outputs a parking command k to the aircraft control device 11 and communicates with the positioning device 51 and charging device 54 of the parking area 50, lands the aircraft 10 at the parking area 50, and waits for the recovery of GNSS radio waves. Other operations of the proxy management computer 30A are the same as when the emergency is caused by a communication failure.

[0148] In this way, the guidance system 100 of this embodiment can ensure the minimum safety of each flying object 10, even if communication with the flying object 10 becomes impossible, and the flying object 10 can confirm its own position information and select appropriate actions. As a result, the guidance system 100 of this embodiment can increase the safety of people around the takeoff and landing surface 40 even in an emergency. Other configurations, operation procedures, guiding methods, and effects of the guidance system 100 of this embodiment are the same as those of the first to fourth embodiments.

[0149] (Sixth embodiment) FIG. 7 is a block diagram showing the configuration of a guidance system according to a sixth embodiment of the present invention. The guidance system 100 of the sixth embodiment is characterized in that a management computer 30 that manages the guidance system 100 is mounted on the aircraft 10 under normal circumstances. The guidance system 100 includes multiple aircraft 10, which are simultaneously managed by the management computer 30. For example, the guidance system 100 may dispatch one aircraft 10 toward a takeoff and landing surface 40 in area A, while dispatching another aircraft 10 to area B, and then depart for area A while the aircraft 10 dispatched to area A is flying back. In this manner, the guidance system 100 simultaneously manages the operations of multiple aircraft 10. In the guidance system 100 of this embodiment, the individual management computers 30B mounted on each of the multiple aircraft 10 share information with each other and function as a single management computer 30.

[0150] In the guidance system 100 of this embodiment, each of the individual management computers 30B mounted on each aircraft 10 may operate in the same manner as the management computers 30 of the first to fourth embodiments. For example, suppose one guidance system 100 manages ten aircraft 10, and the management computer 30 managing the guidance system 100 is made up of ten individual management computers 30B. Each of the ten individual management computers 30B has collection software 37.

[0151] In this case, information related to the entire area covered by the guidance system 100, such as the latest road traffic information, real-time weather information, and the flight status of other aircraft, is collected individually by each individual management computer 30B via the network 60. On the other hand, with regard to information that varies depending on each baggage B, the individual management computer 30B may exchange only information related to the baggage B that the aircraft 10 on which it is installed is currently responsible for. "Information that varies depending on each baggage B" includes, for example, information input from the input device 70, acquisition of detection data b and measurement values ​​c, communication with the mobile terminal 20a of the user H1, reception of a safety confirmation signal s, or communication with the positioning device 51 and the charging device 54.

[0152] For example, if the guidance system 100 dispatches the aircraft 10A toward the takeoff and landing surface 40 in area A and the aircraft 10B toward area B, the aircraft 10A does not receive authentication information related to the package B for which the aircraft 10B is responsible, the detection data b for area B, the measurement values ​​c, the contents of communication with the positioning device 51 and the charging device 54, the contents of communication with the mobile terminal 20a of the recipient of the package B, etc. The individual management computer 30B of the aircraft 10A collects only the information necessary to transport the package B for which the aircraft 10A is responsible. As a result, the amount of information processed by one individual management computer 30B can be less than that of the management computers 30 of the first to fourth embodiments. As a result, the information processing load on one individual management computer 30B can be lighter than that of the management computers 30 of the first to fourth embodiments.

[0153] In this embodiment, the individual management computer 30B shares information with each other and autonomously determines and controls the flight path and behavior of each aircraft 10 to prevent multiple aircraft 10 from colliding or double-booking at the same parking area 50 or takeoff and landing surface 40. For example, each individual management computer 30B may be connected to a centralized server or cloud-based system to keep information such as the current location and planned route of all aircraft 10, parking locations 50, takeoff and landing surfaces 40, etc., always up to date, allowing each individual management computer 30B to operate it efficiently.

[0154] Alternatively, the aircraft 10 may communicate directly with each other and share information such as the current location information a of each aircraft 10 and user H1, flight schedule, destination arrival time d, or aircraft arrival time e. This allows each individual management computer 30B to know the operation schedule and current location of other aircraft 10, thereby preventing collisions between aircraft 10 and double-booking of parking areas 50 or takeoff and landing surfaces 40.

[0155] In the guidance system 100 of this embodiment, all of the aircraft 10 exchange information using an appropriate communication protocol (communication rules) or operate according to a unified control algorithm (means or procedure). A communication protocol is a set of rules or regulations required for exchanging information between multiple devices. In the case of the aircraft 10, each aircraft 10 sends and receives position information in a consistent manner and interprets that information using the same protocol. For example, wireless communication technologies such as Zigbee or LoRaWAN are used as the communication protocol.

[0156] A control algorithm is a computational procedure that determines how an air vehicle 10 will behave. Particularly when multiple air vehicles 10 are operating simultaneously, control algorithms are used to solve many problems, such as coordinating the flight paths of the air vehicles 10, controlling direct access to parking areas 50 and landing / takeoff surfaces 40, and planning flights that take into account the battery life and load of each air vehicle 10.

[0157] By using such communication protocols and control algorithms, the guidance system 100 of this embodiment can prevent the flight paths of multiple aircraft 10 from intersecting, even when multiple aircraft 10 are flying simultaneously, and can prevent collisions or double-bookings caused by using the same parking area 50 or takeoff and landing surface. In other words, each individual management computer 30B accurately shares current position information a with the other aircraft and adjusts each other's flight paths, allowing all aircraft 10 to be efficiently coordinated and safely operated.

[0158] Like the management computers of the first to fourth embodiments, the individual management computer 30B has functions of analyzing its own position information, creating a flight plan, controlling communication functions, processing sensor data, etc. The individual management computer 30B may be, for example, a small microcontroller or an embedded processor. Furthermore, since lower power consumption will extend the battery life of the aircraft 10 and allow for longer flight times, it is preferable that the individual management computer 30B installed on the aircraft 10 be designed to be power-saving.

[0159] The individual management computer 30B continues to perform communications and advanced calculations via the network 60 even while the aircraft 10 is in flight. Therefore, to prevent the information processing load of the individual management computer 30B from affecting the flight capabilities of the aircraft 10, the individual management computer 30B is configured to maintain independence from the basic flight control system of the aircraft 10, which is handled by the aircraft control device 11. The microprocessor or hardware that operates as the individual management computer 30B is preferably provided separately from the microprocessor or hardware that operates as the aircraft control device 11.

[0160] Furthermore, if a communication error occurs between the flight control system and the individual management computer 30B, or if the individual management computer 30B freezes or malfunctions due to error handling, the aircraft control device 11 transitions the flight control system to a predefined safe mode, which is programmed to, for example, hover the aircraft 10 at a safe height or automatically land it at the nearest predefined safe landing point. As a result, the guidance system 100 of this embodiment can prevent the aircraft 10 from crashing even if an error occurs in the individual management computer 30B.

[0161] Furthermore, it is preferable that the individual management computer 30B be designed and optimized to minimize power consumption so as not to place a burden on the aircraft control device 11 or the battery 16 of the aircraft 10. For example, the power consumption of the individual management computer 30B can be reduced by implementing a low-power microprocessor, a power-saving mode, efficient code execution, etc. in the individual management computer 30B. With this configuration, the guidance system 100 of this embodiment can achieve both the advanced computing power of the individual management computer 30B and the safety and efficiency of the aircraft 10. Other configurations, operation procedures, guiding methods, and effects of the guidance system 100 of this embodiment are the same as those of the first to fourth embodiments.

[0162] Seventh embodiment FIG. 8 is a schematic explanatory diagram of an aircraft guidance system 100 according to a seventh embodiment of the present invention. The mobile body H in the guidance system 100 of the seventh embodiment is a delivery robot H2 capable of autonomous driving. The delivery robot H2 may be a vehicle that has the function of automatically collecting a package B placed on the takeoff and landing surface 40, or of handing over the package B to a person, or of placing the package B on the takeoff and landing surface 40. For example, the delivery robot H2 has a collection device H2a that automatically collects the package B placed on the takeoff and landing surface 40. The collection device H2a may be configured to grab the package B with an extendable arm or a robotic arm and collect it inside the delivery robot H2. The delivery robot H2, under the control of a control device mounted thereon, determines the location of the package B using a camera or sensor mounted thereon, and drives the collection device H2a to grab the package B and collect it inside the vehicle.

[0163] Since the mobile object H in this embodiment is not a person, the information terminal 20 may not have an input function or a display function. The information terminal 20 in this embodiment may be, for example, a personal computer or car navigation system equipped with a communication device 22, a position information transmitter 25, and a terminal control device 21. The terminal control device 21 controls the communication device 22 and the position information transmitter 25. The guidance system 100 in the seventh embodiment moves the information terminal 20 accompanying the collection and delivery robot H2 by installing the personal computer and car navigation system inside the vehicle.

[0164] The collection and delivery robot H2 of this embodiment may share the guidance system 100 of the first to sixth embodiments with the user H1. In other words, the collection and delivery robot H2 may also use the guidance system 100 of the first to sixth embodiments used by the human user H1. In this case, the collection and delivery robot H2 may input authentication information such as a password, a receipt number for the package B, and a delivery number into the operation panel 41 via communication from the information terminal 20. The door 83 of the safety fence 80 may be unlocked by transmitting this authentication information from the information terminal 20 to the operation panel 41. Alternatively, the authentication information may be transmitted directly from the information terminal 20 to the management computer 30. The destination estimation software 32 of this embodiment estimates the destination arrival time d based on the current location information a transmitted from the information terminal 20 mounted on the collection and delivery robot H2, and outputs the destination arrival time d to the management control device 34. At that time, when the collection and delivery robot H2 is a self-propelled unmanned vehicle that runs on public roads, the destination arrival time d may be calculated assuming that the means of transportation M is a "private car," which is a high-speed, optional means of transportation.

[0165] In the guidance system 100 of this embodiment, because there is no human at the site where the package B is handed over between the delivery robot H2 and the flying object 10, the safety confirmation does not require a human-operated operation to send a safety confirmation signal s. Instead, the guidance system 100 of this embodiment uses an image processing program that has undergone sufficient machine learning, and automatically monitors and confirms the takeoff and landing surface 40 and the surrounding conditions using sensors, cameras, etc. equipped on the flying object 10 and the delivery robot H2.

[0166] In this case, the delivery robot H2 may automatically generate a safety confirmation signal s based on information obtained from the sensors and cameras and transmit it to the management computer 30. In this case, as in the case where the mobile object H is the user H1, it is preferable that the safety confirmation signal s is output only when the information terminal 20 of the delivery robot H2 is near the takeoff and landing surface 40. This configuration may be realized by using short-range wireless communication, as in the first embodiment. Alternatively, this configuration may be realized by having the unmanned confirmation input device calculate the straight-line distance from the current position of the information terminal 20 to the takeoff and landing surface 40, and accepting the safety confirmation signal s only while this distance is shorter than a threshold distance, as in the first embodiment. Furthermore, if the guidance system 100 of the seventh embodiment is a system dedicated to the collection and delivery robot H2, the operation panel 41 does not need to have an input function (operation function) for humans, a display function such as a screen display, or an audio announcement function.

[0167] Alternatively, when the detection data b acquired from the sensor 42 overlooking the takeoff and landing surface 40 near the takeoff and landing surface 40 satisfies certain conditions, the management computer 30 may automatically process it as having input the safety confirmation signal s. In this case, even if the safety fence 80 of the second embodiment is provided on the takeoff and landing surface 40, it is more preferable to have the aircraft 10 for which the parking command k has been issued wait at the parking area 50 rather than having it land inside the safety fence 80 first. This is because the parking area 50 is equipped with the positioning device 51 and charging device 54, allowing the aircraft 10 to withstand strong winds and also to be charged. Furthermore, it is preferable that the management computer 30 automatically processes the safety confirmation signal s as having been input, and that even if the flying vehicle 10 lands within the safety fence 80 before the arrival of the delivery robot H2, it does not leave the package B behind and fly away. This is because if the delivery robot H2 is unable to arrive at the takeoff and landing surface 40 for some reason, the package B will have to be loaded back onto the flying vehicle 10 to bring it back.

[0168] With this configuration, the guidance system 100 of this embodiment can smoothly transfer the package B between the flying object 10 and the collection and delivery robot H2 in an unmanned collection and delivery system without worrying about the flying object 10 crashing due to a dead battery. Therefore, the guidance system 100 of this embodiment does not require human intervention in the transfer of the package B, and can further contribute to resolving the labor shortage problem in the transportation industry. Furthermore, even if the guidance system 100 of this embodiment is a system in which no human intervention is required for the delivery of the baggage B, there is a possibility that a person may happen to be passing by around the takeoff and landing surface 40. The guidance system 100 of this embodiment can also improve safety for such people who are around the takeoff and landing surface 40 when the baggage B is delivered. Other configurations, operation procedures, guiding methods, and effects of the guidance system 100 of this embodiment are the same as those of the first to sixth embodiments.

[0169] (Eighth embodiment) FIG. 9 is a schematic explanatory diagram of an aircraft guidance system 100 according to an eighth embodiment of the present invention. The guidance system 100 of the present invention can also be used as a system for managing the flight of an automatically piloted manned air vehicle 10 carrying a person.

[0170] The "object B" carried by the flying object 10 in this embodiment is a person. When the object B being transported is a person, the flying vehicle 10 may be an autonomous or remotely controlled helicopter, or a manned flying vehicle (e.g., a flying car) that can take off and land vertically and flies electrically under automatic control with a person on board.

[0171] That is, in the eighth embodiment, the flying object 10 flies with a person B on board instead of the baggage B in the first to sixth embodiments. In this embodiment, the user H1 who is to meet the flying vehicle 10 is a user who boards the manned flying vehicle 10.

[0172] Other configurations, operation procedures, guiding methods, and effects of the guidance system 100 of this embodiment are the same as those of the first to sixth embodiments. This allows user B of the manned aircraft 10 to call the aircraft 10 that person B can ride in and board it for travel. Furthermore, by using the guidance system 100 of the eighth embodiment, the aircraft 10 that person B can ride in, such as a flying car or a flying taxi, can be operated safely.

[0173] According to the present invention described above, even if the arrival of user H1 is delayed, the guidance system 100 can land the aircraft 10 at a parking area 50 near the takeoff and landing surface 40 and have the aircraft wait until user H1 arrives. This eliminates the need for the aircraft 10 to wait for the arrival of user H1 while hovering or circling, thereby reducing battery consumption during the waiting time. Therefore, the guidance system 100 can avoid the risk of the flying vehicle 10 running out of battery and crashing, regardless of whether the user H1 arrives at the takeoff and landing surface 40 early or late.

[0174] The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, the guidance system 100 may always cause the aircraft 10 to wait at the parking area 50 regardless of the current location of the user H1. In this case, the guidance system 100 moves the aircraft 10 that has landed at the parking area 50 from the parking area 50 to the takeoff and landing surface 40 based on the current location information a of the user H1 or in response to an authorization operation by the user H1 that outputs a safety confirmation signal s. [Explanation of symbols]

[0175] 100 Aircraft Guidance System (Guidance System), 10 flying objects, 11 aircraft control device, 12 location information transmitter, 13 communication device, 14 luggage grip, 15 propeller, 16 battery, 17a camera, 17b sensor 17b, 20 information terminals, 20a Mobile devices, 20b Personal computers, car navigation systems, 21 terminal control device, 22 Communication equipment, 23 Display equipment, 24 Input device, 25 Location information transmitter, 30 management computers, 30A Delegated Management Computer, 30B Individually Managed Computers, 31 Foreign object detection software, 32 Opponent estimation software, 33 Aircraft estimation software, 34 Management control device, 35. Communication equipment for management computers; 36 Memory section, 37 Collection software, 40 takeoff and landing surface, 41 control panel, 42 sensor, 43 Anemometer, 44 Takeoff and landing area, 50 Parking area, 51 Positioning device, 52 moving board, 52a Width direction moving plate, 52b depth direction moving plate, 52c connecting plate, 52d hinge, 53 Fixed position for charging, 54 Charging device, 55 Backup communication systems, 60 Network, 61 Wired communications, 62 Wireless communication, 70 Input devices, 80 Safety fence, 81 Vertical bar, 82 Entrance / Exit, 83 Door, B. Objects such as luggage, goods, people (users), etc. H mobile object, H1 user, H2 delivery robot, L Living organisms, cats, crows, birds, M means of transportation; a Current location information, b Detection data, c Anemometer readings, d. Arrival time of the other party, e. aircraft arrival time, f Information collected from the network by collection software; g Basic information about the package, h Position request signal, i Departure command, j Stay-in-the-air command, k Parking command, m acceptance order, n release order, o Power supply start command, p Power supply stop command, q standby completion signal, r movement command, s Safety confirmation signal

Claims

1. a take-off and landing surface on which a flight-capable air vehicle can land; an information terminal that can move along with the flying vehicle and the mobile vehicle that meets on the takeoff and landing surface; a parking area located near the takeoff and landing surface where the aircraft can land; a management computer that can exchange information between the aircraft control device of the aircraft and each of the information terminals and manages the operation of the aircraft; The management computer In step S2, a target arrival time estimated when the moving object will arrive at the takeoff and landing surface is compared with an aircraft arrival time estimated when the flying object will arrive at the takeoff and landing surface; when the aircraft's arrival time is earlier than the destination arrival time and the difference between the destination arrival time and the aircraft's arrival time is less than a predetermined margin of time, or when the aircraft's arrival time is later than the destination arrival time, an airborne command to have the aircraft wait in the air above the takeoff and landing surface is sent to the aircraft control device; When the aircraft's arrival time is earlier than the opponent's arrival time and the difference is greater than or equal to the margin time, a parking command is sent to the aircraft control device to have the aircraft head to the parking location and wait at the parking location; In step S3, the flying object guidance system lands the flying object on the takeoff and landing surface after the moving object arrives at the takeoff and landing surface.

2. In step S1, the management computer repeatedly compares the scheduled rendezvous time with the latest desired arrival time of the aircraft until the scheduled rendezvous time at which the moving body and the flying body meet up becomes later than the desired arrival time of the aircraft, which is the arrival time of the aircraft plus a predetermined leeway time, before step S2; 2. The aircraft guidance system of claim 1, wherein a departure command is sent to the aircraft control device when the latest desired arrival time of the aircraft and the scheduled rendezvous time are the same, or when the latest desired arrival time of the aircraft is later than the scheduled rendezvous time.

3. The aircraft control device and the information terminal each send the coordinates of their current positions to the management computer as current position information, The management computer In step S2, the destination arrival time and the aircraft arrival time are estimated from the current position information; The flying object guidance system of claim 1 , wherein the target arrival time is then compared with the aircraft arrival time.

4. The aircraft control device estimates the aircraft arrival time from current position information, which is the position coordinates of its own current position, and sends the aircraft arrival time as the information to the management computer; The information terminal estimates the destination arrival time from current location information, which is the location coordinates of its own current location, and sends the destination arrival time as the information to the management computer; The management computer 2. The flying object guidance system according to claim 1, wherein in step S2, the destination arrival time transmitted as the information is compared with the aircraft arrival time.

5. In step S3, after the aircraft is waiting at the parking area, the estimation of the destination arrival time is repeated based on the latest current position information of the information terminal; The management computer When the difference between the opponent's arrival time and the current time becomes shorter than a predetermined preparation time, a movement command is sent to the aircraft control device; 5. The aircraft guidance system according to claim 3, wherein the aircraft control device moves the aircraft from the parking location to the takeoff and landing surface in response to the movement command.

6. After the management computer has made the aircraft wait at the parking location, in step S3, when the management computer receives the safety confirmation signal output by the moving object, it sends a movement command to the aircraft; The air vehicle guidance system according to claim 1 , wherein the air vehicle control device moves the air vehicle from the parking location to the takeoff and landing surface in response to the movement command.

7. In step S3, after the aircraft is waiting at the parking area, the management computer repeatedly acquires the latest current location information of the information terminal; Calculating a straight-line distance from the current position of the information terminal to the takeoff and landing surface; receiving a safety confirmation signal output by the moving body only while the straight-line distance is shorter than a threshold distance, and transmitting a movement command to the flying body; The air vehicle guidance system according to claim 3 , wherein the air vehicle control device moves the air vehicle from the parking location to the takeoff and landing surface in response to the movement command.

8. a sensor that detects the takeoff and landing surface and outputs the detection data to the management computer; The management computer determines the presence or absence of a foreign object on the takeoff and landing surface from the detection data, When it is determined that the foreign object is not present on the takeoff and landing surface, a movement command is sent to the aircraft control device; The air vehicle guidance system according to claim 1 , wherein the air vehicle control device moves the air vehicle from the parking location to the takeoff and landing surface in response to the movement command.

9. a sensor that detects the takeoff and landing surface and outputs the detection data to the management computer; the mobile entity is a user, the management computer extracts a foreign object from the detection data when a safety confirmation signal output by the user's operation is input; The aircraft guidance system of claim 1, wherein the presence or absence of the safety confirmation signal is compared with the detection data or the timing at which the safety confirmation signal is issued is compared with the detection data, and the characteristics of the extracted foreign objects when the safety confirmation signal is not output even though it is in a state where it can be output are machine learned as dangerous foreign objects.

10. The aircraft guidance system of claim 1 , wherein the management computer notifies the information terminal that the aircraft is to wait at the parking location when sending the parking command.

11. a charging device capable of supplying power to the aircraft is provided at the parking area; The flying object guidance system of claim 1 , wherein the management computer controls the charging device to supply power to the flying object waiting at the parking area.

12. a safety fence surrounding the takeoff and landing surface to prevent people from entering the takeoff and landing surface; The flying object guidance system according to claim 1 , wherein the safety fence has a door that opens when the moving object inputs authentication information.

13. the mobile entity is a user, The aircraft guidance system of claim 1, wherein the arrival time of the destination is estimated by calculating the user's movement speed or stopping frequency from changes in the position coordinates indicated by the current position information of the information terminal, estimating the user's means of transportation from the position coordinates of the information terminal, the movement speed, or the stopping frequency, and calculating a movement route that matches the means of transportation.

14. The management computer estimating whether the means of transportation is a low-speed, arbitrary means of transportation or a medium-speed, arbitrary means of transportation based on the moving speed of the information terminal; By comparing the location coordinates of the information terminal with map information, it is estimated whether the means of transportation is a means of transportation on a railroad; Alternatively, the aircraft guidance system of claim 13 estimates whether the means of transportation is a high-speed, arbitrary means of transportation or a means of transportation with a fixed route based on the stopping frequency of the information terminal and the position coordinates of the information terminal when stopped.

15. The air vehicle guidance system according to claim 1 , comprising a plurality of takeoff and landing surfaces for one of the parking locations.

16. a substitute management computer mounted on the aircraft and capable of managing the operation of the aircraft in place of the management computer; the management computer is located in a different location from the information terminal and the aircraft and is used under normal circumstances; The flying object guidance system of claim 1 , wherein the alternate control computer temporarily acquires authority to manage the operation of the flying object on which the alternate control computer is installed only in an emergency.

17. The air vehicle guidance system of claim 16, wherein the deputy management computer outputs the parking command to the aircraft control device when detecting an emergency.

18. The aircraft guidance system of claim 16, wherein when the cause of the emergency is a communication failure, the deputy management computer moves the aircraft to the takeoff and landing surface after landing the aircraft at the parking location based on the arrival time of the other party at the last point when communication was possible.

19. The air vehicle guidance system of claim 1 , wherein each of the air vehicles includes an individual management computer as the management computer.

20. 2. The flying object guidance system according to claim 1, wherein the moving object is a collection and delivery robot capable of automatic driving and automatically collecting and delivering packages.

21. the mobile entity is a user, The flying object guidance system of claim 1 , wherein the flying object is capable of flying under automatic control with the user on board upon arrival at the takeoff and landing surface.

22. A flying object guidance method for guiding a flying object that has rendezvoused with a moving object on a takeoff and landing surface, comprising: collects position coordinates of the current positions of the information terminal that can move along with the moving object and the flying object, respectively; From the position coordinates, an estimated arrival time of the moving body at the takeoff and landing surface and an estimated arrival time of the flying body at the takeoff and landing surface are estimated; Comparing the destination arrival time with the aircraft arrival time; when the aircraft's arrival time is earlier than the destination arrival time and the difference between the destination arrival time and the aircraft's arrival time is less than a predetermined margin of time, or when the aircraft's arrival time is later than the destination arrival time, making the aircraft wait in the air above the takeoff and landing surface; When the aircraft's arrival time is earlier than the destination arrival time and the difference is greater than or equal to the margin time, the aircraft is made to wait at a parking area located near the takeoff and landing surface; A flying object guiding method, wherein the flying object is landed on the takeoff and landing surface after the moving object arrives at the takeoff and landing surface.

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