Flight management device, flight management method, and flight object

Abstract

To provide a flight management device, a flight management system, and a flight object capable of easily controlling a flight object in a flight path situation ahead of a predetermined position.SOLUTION: A flight management device (flight object flight management device 1) includes a time calculation unit 12, a situation information acquisition unit 13, and a flight mode determination unit 15. The time calculation unit 12 calculates transit time, which indicates the time it takes for the flight object to pass through a specific area from a specific position on the flight path, based on the flight plan of the flight object or a predicted value of the flight object's motion state. The situation information acquisition unit 13 acquires the situation of the predetermined area during the transit time. The flight mode determination unit 15 determines the flight mode that indicates control commands to the flight object based on the situation in the predetermined area during the transit time.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a traffic management device, a traffic management system, and an aircraft. [Background technology]

[0002] Flight paths, takeoff times, and landing times are planned in advance, and the aircraft is operated by an operator based on the flight plan. This operation requires the operator's skills, and a shortage of operators and rising operating costs are factors hindering social implementation.

[0003] One example of an operator assistance method for reducing the burden on an operator is the technology described in Patent Document 1. This publication (

[0005] ) states, "The present invention provides an information processing device that includes an acquisition unit that acquires related information related to the operation of an operator of an aircraft from a device that accepts the operation, a determination unit that determines the skill of the operator based on the acquired related information, and a notification unit that, when the operator operates the aircraft, notifies the device that accepts the operator's operation of the timing to switch to an operation for landing while there is still power remaining in the battery of the aircraft, at a timing that corresponds to the skill determined for the operator." [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 7171364 Summary of the Invention [Problem to be solved by the invention]

[0005] Patent Document 1 does not take into consideration the situation of the flight path of the aircraft.

[0006] An object of the present invention is to provide a traffic management device, a traffic management system, and an aircraft that do not require an operator or that reduce the burden on the operator. [Means for solving the problem]

[0007] In order to achieve the above-mentioned object, an example of an operation management device of the present invention comprises: a time calculation unit that calculates a passing time indicating the time it takes for the aircraft to pass through a specified area from a specified position on a flight path based on the flight plan of the aircraft or a predicted value of the motion state of the aircraft; a situation information acquisition unit that acquires the status of the specified area at the passing time; and a flight mode determination unit that determines a flight mode indicating a control command to the aircraft based on the status of the specified area at the passing time. [Effects of the Invention]

[0008] According to the present invention, it is possible to eliminate the need for an operator or reduce the burden on the operator. Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram showing an example of a scene in which an aircraft, the flight mode of which is instructed by the aircraft traffic control device according to the first embodiment, lands at a port. [Figure 2] 1 is a functional block diagram showing an example of the configuration of an aircraft traffic control device and an aircraft according to a first embodiment. [Figure 3] FIG. 2 is a conceptual diagram showing a takeoff and landing judgment altitude set by the aircraft traffic control device according to the first embodiment at the time of landing. [Figure 4] 4 is a flowchart showing a takeoff and landing determination altitude setting process at the time of landing, which is executed by an altitude setting unit of the aircraft traffic control device according to the first embodiment. [Figure 5] 4 is a flowchart showing a landing determination process executed by the aircraft traffic control device according to the first embodiment when the aircraft lands. [Figure 6] 10 is a flowchart showing another example of the landing determination process executed by the aircraft management device according to the first embodiment when the aircraft lands. [Figure 7] FIG. 2 is a conceptual diagram showing an example of a flight plan change according to the first embodiment. [Figure 8]3 is a conceptual diagram showing a takeoff / landing judgment altitude and an aircraft existence area set by the aircraft traffic control device according to the first embodiment at the time of landing. FIG. [Figure 9] 10 is a flowchart showing another example of flight mode setting according to the first embodiment. [Figure 10] 1 is a functional block diagram showing the relationship between an aircraft traffic control device, an aircraft, and an operator according to a first embodiment. [Figure 11] FIG. 3 is a functional block diagram showing another example of the configuration of the aircraft traffic control device and the aircraft according to the first embodiment. [Figure 12] FIG. 10 is a schematic diagram showing an example of a scene in which an aircraft, the flight mode of which is instructed by the aircraft traffic control device according to the second embodiment, takes off from a port. [Figure 13] 10 is a flowchart showing a takeoff / landing determination altitude setting process at the time of takeoff, which is executed by an altitude setting unit of an aircraft flight control device according to a second embodiment. [Figure 14] 10 is a flowchart showing a landing determination process executed by an aircraft traffic control device according to a second embodiment when an aircraft takes off. [Figure 15] FIG. 10 is a conceptual diagram showing an example of a flight plan change transmitted based on the takeoff / landing judgment altitude set by the aircraft traffic control device according to the second embodiment at the time of takeoff and the flight mode generated by the flight mode determination unit. [Figure 16] FIG. 11 is a schematic diagram showing an example of a scene in which an aircraft, the flight mode of which is instructed by the aircraft traffic control device according to the third embodiment, cruises within a flight section. [Figure 17] FIG. 10 is a functional block diagram showing a configuration example of an aircraft traffic control device and an aircraft according to a third embodiment. [Figure 18] FIG. 10 is a conceptual diagram showing a flight section and an intrusion determination position set by an aircraft traffic control device according to a third embodiment when the aircraft is cruising. [Figure 19] 11 is a flowchart showing an intrusion determination position setting process during cruising executed by a position setting unit of an aircraft traffic control device according to a third embodiment. [Figure 20] 10 is a flowchart showing a process of determining whether or not an aircraft is entering the next flight section, which is executed by an aircraft traffic control device according to a third embodiment when the aircraft is cruising. [Figure 21]FIG. 11 is a conceptual diagram showing an example of a flight plan change when the flight mode determination unit according to the third embodiment generates and transmits a flight mode that also incorporates the flight plan change. [Figure 22] A conceptual diagram showing an example of a display screen for the dispatcher that is output to an output device by the output unit of the aircraft management device of Example 4. [Figure 23] A conceptual diagram showing an example of a display screen for the dispatcher that is output to an output device by the output unit of the aircraft management device of Example 4 when the aircraft arrives near the port. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The purpose of this embodiment is, for example, to eliminate the need for an operator or to reduce the burden on the operator. Note that the various components in this embodiment do not necessarily have to be independent entities. It is acceptable for one component to be made up of multiple members, for multiple components to be made up of one member, for one component to be part of another component, or for part of one component to overlap with part of another component.

[0011] [Example 1] <Scenarios for operation of flight control devices and aircraft> FIG. 1 is a diagram showing a landing scene in the operation of an aircraft according to a first embodiment of the present invention, an aircraft traffic control device 1, and an aircraft 2. This diagram shows the situation immediately before the aircraft 2 flies according to a flight path 3 and waypoints, which are examples of information included in a flight plan formulated before takeoff, and lands at a port 4. At this time, the aircraft 2 is flying at a speed V, and is exchanging flight information 6 with the aircraft traffic control device 1 installed on the ground using communication means 5 (communication device). A takeoff and landing judgment altitude 7, which is set for each aircraft 2 by the aircraft traffic control device 1 and managed by the aircraft traffic control device, is set above the port, and in the scene in FIG. 1, the aircraft 2 is flying at a higher altitude than the takeoff and landing judgment altitude 7.

[0012] <Outline of the aircraft traffic control system> FIG. 2 is a conceptual diagram showing the configuration of an aircraft traffic control device 1 according to a first embodiment of the present invention and its relationship with an aircraft 2. This aircraft traffic control device 1 stores, in a storage device or the like, a flight plan 9 for the aircraft 2, which includes information such as the flight route, waypoints, time to pass through the waypoints, and flight speed instructions shown in FIG. 1. The aircraft traffic control device 1 adjusts the flight of the aircraft 2 by correcting the flight plan 9 to an appropriate flight plan 9 before or during flight, and by instructing and guiding the aircraft 2. The aircraft traffic control device 1 is installed, for example, in a corner of port facilities.

[0013] The aircraft flight management device 1 includes an altitude setting unit 10 that sets a takeoff / landing judgment altitude 7 for determining whether the aircraft 2 can take off or land at a port 4; a time calculation unit 12 that calculates the passage time for the aircraft 2 to pass the takeoff / landing judgment altitude 7 using at least one of flight position information of the aircraft 2 obtained by a flight position acquisition unit 11 via a flight plan 9 or a communication means 5; a situation information acquisition unit 13 that acquires situation information indicating the situation around the port 4 during the passage time; a determination unit 14 that determines whether the aircraft 2 can take off or land at the port 4 based on the situation information; a flight mode determination unit 15 that determines the flight mode of the aircraft based on the determination result of the determination unit; and an output unit 16 that outputs the determination result of the determination unit, the flight mode, and the situation information to a device owned by the administrator of the aircraft. The flight mode is also transmitted to the aircraft 2 as flight information 6 via the communication means 5. When the aircraft 2 receives the flight mode, a flight control unit 19 of the aircraft 2 changes its internal flight plan, actuator control, etc. according to the flight mode, thereby changing the flight behavior of the aircraft 2.

[0014] Here, the situation information acquisition unit 13 in this embodiment is connected to a peripheral information providing device 17 that acquires, manages, and provides peripheral information obtained from external information suppliers and sensors installed around the port.

[0015] The output unit 16 is also connected to an output device 18, such as a display, for use by the dispatcher to monitor operations around the port.

[0016] The aircraft traffic control device 1 is, for example, a computer, and includes a processor such as a CPU (Central Processing Unit), a memory, and a storage device such as an HDD (Hard Disk Drive).

[0017] 3 and 4, a method for setting the takeoff / landing judgment altitude 7 in the altitude setting unit 10 of this embodiment will be described. FIG. 3 is a diagram schematically showing the state of the aircraft 2 during landing, and the takeoff / landing judgment altitude 7 set for the aircraft 2. The takeoff / landing judgment altitude 7 (HJ) during landing may be set at a position higher than the minimum altitude during flight HL by the distance HR required for the aircraft 2 to stop after transmitting a stop mode command instructing it to stop when the aircraft traffic control device 1 passes the takeoff / landing judgment altitude 7 at Vd_max, which is the maximum descent speed that can be set for the aircraft 2.

[0018] 4 is a flowchart showing an example of processing for setting the takeoff / landing judgment altitude 7 (HJ) performed by the aircraft traffic control device 1. A method for setting the takeoff / landing judgment altitude 7 (HJ) will be described with reference to FIG.

[0019] In step S11, the altitude setting unit 10 obtains the characteristics (structure, performance, etc.) of the target aircraft 2 from the flight plan 9, and in step S12, the altitude setting unit 10 obtains from the flight plan 9 the descent speed range (minimum value Vd_min and maximum value Vd_max) that the aircraft 2 can set at landing.

[0020] In step S13, the altitude setting unit 10 acquires the time interval T required to update the flight mode instruction transmitted from the aircraft traffic control device 1 to the aircraft 2. This time interval T refers to the time from the previous flight mode transmission by the aircraft traffic control device 1 until the next flight mode transmission, and may be determined, for example, from the time required for flight mode calculation and the update cycle of surrounding situation information obtained from outside.

[0021] In step S14, the altitude setting unit 10 calculates the in-flight safe altitude Hs. The in-flight safe altitude Hs is set, for example, based on the altitude at which the aircraft 2 can descend to the ground while minimizing the impact on the ground when a problem occurs in the air, or the minimum altitude required for evacuating to the air. For example, the in-flight safe altitude may be set to the altitude at which the aircraft 2 can deploy a device such as a parachute and sufficiently decelerate to descend to the ground, or the altitude required for the aircraft 2 to detect a problem in the air and ascend again. In addition to these, the in-flight safe altitude may also be set based on parameters such as regulations and the occurrence of disturbances such as changes in weather conditions.

[0022] In step S15, the altitude setting unit 10 calculates the minimum descent altitude Hc as the distance obtained by integrating the settable minimum descent speed Vd_min and the time interval (period) T at which the flight mode command of the aircraft traffic control device 1 can be updated.

[0023] In step S16, the altitude setting unit 10 calculates the minimum flight altitude HL. For example, the flight safety altitude Hs is compared with the minimum descent altitude Hc using equation (1), and the higher one is set as the minimum flight altitude HL.

[0024]

number

[0025] In step S17, the altitude setting unit 10 calculates the flight mode reflection distance HR, which is the distance required for the aircraft 2 to operate in accordance with the flight mode after the flight mode command is transmitted from the aircraft traffic control device 1. For example, as shown in equation (2), this can be calculated from the distance Hd required for the aircraft 2 to descend and brake, taking into account delays Td such as delays in the communication means 5 and control delays until the aircraft 2 receives the flight mode command and reflects it in changes to the aircraft's operation.

[0026]

number

[0027] In step S18, the altitude setting unit 10 calculates the takeoff / landing judgment altitude HJ, which may be calculated, for example, by adding HL and HR as shown in equation (3).

[0028]

number

[0029] In this way, the aircraft traffic control device 1 sets the takeoff / landing judgment altitude 7 for each aircraft 2 and flight plan 9. The method for setting the takeoff / landing judgment altitude 7 described here is one example, and the altitude may be set taking into consideration surrounding situation information and other parameters. Furthermore, the takeoff / landing judgment altitude 7 may be set taking into consideration surrounding situation information as a parameter when the aircraft 2 approaches the vicinity of port 4.

[0030] Next, the flow of landing determination and flight mode instruction that is executed when the aircraft traffic control device 1 detects the approach of the aircraft 2 near the port 4 will be described using the flowchart of FIG.

[0031] In step S21, the aircraft traffic control device 1 recognizes that the aircraft 2 has arrived near the port. For example, a control area may be set around the port 4, and the aircraft traffic control device 1 may recognize the arrival of the aircraft 2 when the aircraft 2 enters the control area or when a predetermined time based on the flight plan 9 has arrived.

[0032] In step S22, the flight position acquisition unit 11 acquires the position and speed of the aircraft 2. For example, this is acquired using position information acquired and transmitted by the aircraft 2 via the communication means 5, or information acquired from monitoring equipment installed on the ground.

[0033] In step S23, the situation information acquisition unit 13 acquires situation information about the area around port 4. Here, situation information about the area around port 4 includes meteorological information such as weather, wind conditions, and temperature, information about flying objects such as birds in the sky, and information about ground moving objects such as people and vehicles on the ground, and refers to current information as well as predicted information. The situation information is acquired by sensors connected to a surrounding information providing device installed around port 4, and includes information about the required area obtained by interpolation and predictive calculations, information obtained from external information providing organizations, and the like.

[0034] Next, in step S24, the time calculation unit 12 determines whether the aircraft 2 has reached the takeoff / landing judgment altitude 7 based on the position information of the aircraft 2. If the aircraft 2 has not reached the takeoff / landing judgment altitude 7, steps S22 to S24 are repeated. On the other hand, if the aircraft 2 has reached the takeoff / landing judgment altitude 7, steps S25 and onwards are executed.

[0035] In step S25, the time calculation unit 12 calculates the transit time required from the takeoff / landing judgment altitude 7 to landing at the port. To calculate the transit time Tp, for example, it is advisable to use the takeoff / landing judgment altitude HJ set by the altitude setting unit 10 and the flight speed Va of the aircraft 2 during flight below the takeoff / landing judgment altitude 7 extracted from the flight plan, and obtain it using equation (4).

[0036]

number

[0037] In addition, although the above describes a case where flight speed is extracted from a flight plan, calculations may be performed based on a speed below the takeoff / landing decision altitude predicted from the current flight speed and position of the aircraft 2 instead of the flight plan. Furthermore, if flight speed is not constant during takeoff and landing, Va may be given as a function of time.

[0038] Next, in step S26, the judgment unit 14 estimates the feasible flight time as the time when the area from the takeoff / landing judgment altitude 7 to port 4 will be in a feasible state for flight. A feasible state refers to a state in which it can be determined that there will be little impact on the flight of the aircraft 2, such as a state in which wind conditions are below the wind resistance capacity of the aircraft 2, a state in which flying objects such as birds are not present in the area in which the aircraft 2 is scheduled to fly, or a state in which there are no people or moving objects on the ground. The judgment unit 14 acquires current and predicted information about the surrounding situation, and estimates the feasible flight time as the time when a state in which there will be little impact on the flight of the aircraft 2 will be maintained.

[0039] Next, in step S27, the judgment unit 14 compares the passing time with the time when the surrounding conditions become flyable to make a landing judgment. If the flight time is longer than the passing time, the judgment unit 14 judges that landing is possible, and in step S28 the flight mode determination unit 15 sets the flight mode to landing mode. On the other hand, if the flight time is shorter than the passing time, the judgment unit 14 judges that landing is impossible, and in step S29 the flight mode determination unit 15 sets the flight mode to stop mode.

[0040] Next, in step S29_1, the flight mode determination unit 15 transmits the flight mode to the aircraft 2 using the communication means 5. Also, in step S30, the output unit 16 outputs the judgment result of the judgment unit 14 and the flight mode to the output device 18 which can be viewed by the operations manager.

[0041] In step S31, the flight control unit 19 of the aircraft 2 modifies the flight plan held within the aircraft 2 in accordance with the received flight mode, and changes the flight operation by changing the flight control to match the flight plan.

[0042] By using such an aircraft traffic control device 1 to operate the aircraft 2, a stable landing can be achieved because the landing decision is made based on surrounding situation information. Furthermore, if it is determined that landing is impossible, the system can stop at a safe altitude and wait in the air until landing is possible. Since the system can replace the decision to land the aircraft 2, which was previously made by an operator based on on-site situation judgment, remote aircraft operation and automation can be realized.

[0043] <When flight mode includes flight path and speed instructions> FIG. 6 is a diagram showing an example of a flowchart in which part of the operational processing of the aircraft traffic control device 1 in FIG. 5 is changed.

[0044] In this flowchart, after the time calculation unit 12 determines in step S24 that the aircraft has reached the takeoff / landing decision altitude 7, the determination unit 14 designs a flight plan in step S201 to change the flight plan below the takeoff / landing decision altitude. Here, the flight plan includes information such as the flight route, flight speed, flight waypoints, and time to pass through the waypoints. In the first loop, the flight plan designed before the flight may be used.

[0045] After that, steps S25 to S27 are the same as in Figure 5, so their explanation will be omitted. If the judgment unit 14 determines in step S27 that the passage time is greater than the available flight time, then in step S202, the judgment unit 14 checks whether there is room to design another flight plan in the area below the takeoff and landing judgment altitude. Here, for example, multiple routes may be searched for and each of them may be checked. If there is room to design another flight plan, steps S201 to S27 are executed again.

[0046] If the decision unit 14 decides in step S202 that there is no room for designing the flight plan, the flight mode decision unit 15 sets the flight mode to the stop mode in step S29.

[0047] Furthermore, when the flight mode is transmitted in step S29, the designed flight plan is transmitted at the same time. After that, steps S30 and S31 are executed in the same manner as in FIG.

[0048] In this way, when a flight plan below the takeoff / landing judgment altitude is designed, the aircraft 2 flies along flight path 3' instead of the flight path 3 that was planned before reaching the takeoff / landing judgment altitude 7, as shown in Figure 7. Figure 7 shows a case where flight path 3', flight waypoints 8A to 8D, and flight speeds VA to VE are specified as the flight plan to be transmitted together with the flight mode.

[0049] In addition to the benefits described above, modifying the flight plan in this way reduces the chances of the aircraft stopping in the air, thereby minimizing delays during landing.

[0050] <When treating the position information of an aircraft as an area> Similarly to FIG. 1, FIG. 8 illustrates a situation in which the aircraft 2 has arrived in the air above port 4. This figure shows a situation in which the position information transmitted by the aircraft 2 contains an error. This error may be caused by an error in the position acquisition device, such as a GNSS or IMU, equipped on the aircraft 2, or by a loss of position information due to a communication delay or interruption in the communication means 5. In this case, the flight position acquisition unit 11 calculates the location of the aircraft 2 in FIG. 8 as a probability based on information such as the performance information of the position acquisition device of the aircraft 2, the functional integrity of the position acquisition device of the aircraft 2, and the communication status. In this case, the flight position acquisition unit 11 treats an area with a certain or higher presence probability as the flight position of the aircraft 2, and recognizes the location of the aircraft 2 as an area, rather than a point, as in the aircraft presence area 91 in FIG. 8.

[0051] When treating the aircraft 2 as an area such as the aircraft existence area 91, the determination of arrival at the takeoff / landing judgment altitude 7 in step S24 of Figure 5 can be made when the aircraft existence area 91 contacts or passes the takeoff / landing judgment altitude 7, as shown in Figure 8, thereby achieving almost the same effect as when the position of the aircraft 2 is treated as a point.

[0052] <When there are many flight mode patterns> 9 is a diagram showing an example of a flowchart of the processing of the aircraft traffic control device 1, which has flight modes other than the landing mode and the stop mode set by the flight mode determination unit 15. Fig. 9 explains only the flow when the transit time below the takeoff / landing judgment altitude 7 is longer than the time available to fly below the takeoff / landing judgment altitude 7 in step S27 of Fig. 5 showing the flow of the aircraft traffic control device 1.

[0053] In step S205, the judgment unit 14 checks the flight duration of the aircraft and checks whether there is a prediction that the flight time in the area below the takeoff and landing judgment altitude 7 will be longer than the passing time below the takeoff and landing judgment altitude 7 within the flight duration. Here, the flight duration of the aircraft 2 is estimated from the remaining battery power of the aircraft 2, etc.

[0054] If the judgment unit 14 judges YES in step S205, the judgment unit 14 confirms in step S206 that the aircraft structure of the aircraft 2 is a rotary wing type. If it is a rotary wing type, the flight mode determination unit 15 sets the flight mode to the stop mode in step S207.

[0055] Furthermore, if the judgment unit 14 determines in step S206 that the flying object 2 is not a rotary wing type, then in step S208 the flight mode determination unit 15 sets the flight mode to retry mode. Here, retry mode is a mode that instructs the flying object to ascend and redo its descent. In the case of a fixed-wing aircraft, flying using fixed wings reduces energy consumption more than hovering, so the flight mode determination unit 15 sets the retry mode to ascend again. In this case, when transmitting the flight mode, the flight mode determination unit 15 should also simultaneously transmit a plan, such as a flight path for the retry.

[0056] If the judgment unit 14 judges NO in step S205, the judgment unit 14 checks the status of other ports in step S209, and if there is availability, judges whether it can be reached within the flight duration of the aircraft 2.

[0057] If the judgment unit 14 determines in step S209 that the port can be reached, the flight mode determination unit 15 sets the flight mode to the port change mode in step S210. At this time, the flight mode determination unit 15 may design a flight plan for reaching the other port simultaneously with the flight mode.

[0058] If the determination unit 14 determines in step S209 that the destination is unreachable, the flight mode determination unit 15 sets the flight mode to the emergency mode in step S211. At this time, it is advisable to notify the flight manager, other aircraft, and other relevant parties in the vicinity that an emergency has occurred via the output unit 16, ensure the safety of the ground surface, and perform an emergency landing of the aircraft.

[0059] In this way, by transmitting the flight mode according to the structure of the aircraft 2 and the operational status, operational delays can be prevented and more stable operations can be achieved.

[0060] <Send the flight mode to the operator, who will then control the aircraft> 2, instead of sending the flight mode directly to the aircraft operation control device 1, as shown in Fig. 10, the operator 101 recognizes the flight mode by visually checking a flight mode instruction displayed on the output device 18 from the output unit 16. Based on the recognized flight mode, the operator 101 may operate the operation device 102 to send an operation signal as operation information to the flight control unit 19 of the aircraft 2 via the communication means 5 of the operation device 102, thereby changing the operation of the aircraft 2.

[0061] When this configuration is used, the decision-making process based on the surrounding conditions at the time of landing when operating the flying vehicle 2, which has conventionally been performed by the operator 101, can be automated, which has the effect of making it easier to operate the flying vehicle 2.

[0062] The main features of the first embodiment can be summarized as follows.

[0063] As shown in FIG. 2, the flight management device (aircraft flight management device 1) includes a time calculation unit 12, a situation information acquisition unit 13, and a flight mode determination unit 15. The time calculation unit 12 calculates a transit time Tp indicating the time it takes for the aircraft 2 to pass from a predetermined position on the flight path (e.g., takeoff / landing judgment altitude 7, FIG. 3) to a predetermined area (e.g., an area corresponding to the minimum flight altitude HL, FIG. 3) based on a flight plan 9 for the aircraft 2 or a predicted value of the aircraft's motion state (e.g., position, speed). The situation information acquisition unit 13 acquires the situation of the predetermined area during the transit time Tp (e.g., weather, object situation, etc.). The flight mode determination unit 15 determines a flight mode (e.g., landing mode, stop mode) indicating a control command to the aircraft 2 based on the situation of the predetermined area during the transit time Tp.

[0064] By determining the flight mode based on the situation in a predetermined area at the time of passage, it is possible to easily control the aircraft in the situation of the flight path beyond the predetermined position. As a result, it is possible to eliminate the need for an operator or reduce the burden on the operator. The flight plan 9 includes planned values ​​for the motion state (e.g., position, speed) of the aircraft 2.

[0065] As shown in FIG. 2, the flight management device (aircraft flight management device 1) includes an altitude setting unit 10 that sets a takeoff / landing judgment altitude 7 to determine whether the aircraft 2 can take off or land at port 4 (FIG. 3) where the aircraft 2 takes off and lands. In the landing example shown in FIG. 3, the predetermined position is the takeoff / landing judgment altitude 7, and the predetermined area is the area between a predetermined altitude (minimum flight altitude HL) lower than the takeoff / landing judgment altitude 7 and the altitude of port 4. The flight mode determination unit 15 transmits the flight mode to the aircraft 2 before the aircraft 2 passes over the takeoff / landing judgment altitude 7 to land.

[0066] This makes it easy to control the aircraft during landing when the flight path is below the takeoff and landing decision altitude.

[0067] The altitude setting unit 10 sets a takeoff / landing judgment altitude 7 (HJ) for each aircraft 2 based on the performance of the aircraft 2 (for example, minimum value Vd_min and maximum value Vd_max of the descent speed) (Equations (1) to (3)).

[0068] This allows the performance of the aircraft to be reflected in the altitude at which takeoff and landing are determined.

[0069] The altitude setting unit 10 sets the takeoff / landing decision altitude 7 (HJ) based on the minimum altitude (flight safety altitude Hs) required for evacuation to the ground or sky in the event of trouble (Equations (1) to (3)).

[0070] This improves safety in the event of a problem.

[0071] The altitude setting unit 10 sets the takeoff / landing judgment altitude 7 (HJ) based on the product (e.g., minimum descent altitude Hc) of the flight mode update time (time interval T) indicating the time required to update the flight mode and the descent speed of the aircraft 2 (e.g., minimum descent speed Vd_min) (formulas (1) to (3)).

[0072] This allows the aircraft to be controlled at landing with the minimum descent speed in flight path conditions below the takeoff and landing decision altitude.

[0073] The time calculation unit 12 calculates the transit time Tp from the flight speed Va between the takeoff / landing judgment altitude 7 and port 4, which are included in the flight plan 9 set before the flight, and the distance between the takeoff / landing judgment altitude 7 and port 4 (formula (4)). The time calculation unit 12 may calculate the transit time Tp from the flight speed between the takeoff / landing judgment altitude 7 and port 4, which are included in the flight mode set at the time of landing, and the distance between the takeoff / landing judgment altitude 7 and port 4.

[0074] This makes it possible to easily calculate the transit time.

[0075] The situation information acquisition unit 13 acquires the weather (e.g., weather and wind conditions) or object (e.g., bird, person, vehicle) conditions in a predetermined area (e.g., an area corresponding to the lowest flight altitude HL, FIG. 3) lower than the takeoff / landing judgment altitude 7. The flight operation control device (aircraft flight control device 1) includes a determination unit 14 that determines that landing is possible when it is predicted that the time (flight time) that the weather or object conditions will allow the flight of the aircraft 2 from the time the aircraft 2 passes the takeoff / landing judgment altitude 7 is longer than the passing time Tp.

[0076] This makes it easier to determine whether or not to land.

[0077] As shown in Figure 9, the flight mode determination unit 15 determines the flight mode (e.g., stop mode, retry mode, port change mode, emergency mode) after the aircraft 2 passes the takeoff and landing judgment altitude 7 based on the aircraft status of the aircraft 2, including at least the remaining battery power of the aircraft 2.

[0078] This allows the flying vehicle 2 to be controlled during landing according to the remaining battery power when the flying vehicle is on a flight path below the takeoff / landing decision altitude. In this example, the flying vehicle 2 is powered by a battery.

[0079] 7, the flight mode includes the flight path 3', flight waypoints 8A-8D, and flight speeds VA-VE of the aircraft 2. The flight mode may also include the flight path 3' and the transit times of the waypoints (flight waypoints 8A-8D) that the aircraft 2 passes through.

[0080] This allows the aircraft to fly according to the flight path and time taken to pass through the waypoints included in the flight mode.

[0081] As shown in FIG. 2, the traffic management system includes a traffic management device (aircraft traffic management device 1) and an aircraft 2. The traffic management device includes a time calculation unit 12 that calculates a passage time indicating the time it takes for the aircraft 2 to pass through a predetermined area from a predetermined position on the flight path based on the flight plan of the aircraft 2 or a predicted value of the motion state of the aircraft 2, a situation information acquisition unit 13 that acquires the status of the predetermined area at the passage time, a flight mode determination unit 15 that determines a flight mode indicating a control command to the aircraft 2 based on the status of the predetermined area at the passage time, and a transmission unit that transmits the flight mode determined by the flight mode determination unit 15 to the aircraft 2. The aircraft 2 includes a reception unit that receives the flight mode transmitted by the transmission unit, and a control unit (flight control unit 19) that controls the movement of the aircraft 2 based on the flight mode received by the reception unit.

[0082] Separating the flight management device (aircraft flight management device 1) from the aircraft 2 reduces the calculation load on the aircraft 2. As a result, for example, the manufacturing cost of the aircraft 2 is reduced.

[0083] <When the aircraft has the functions of an aircraft navigation control device> Furthermore, as shown in FIG. 11, even if the aircraft traffic control device 1 is configured as an internal function of the aircraft 2 rather than being installed on the ground, substantially the same effects as those of the other configurations described in the first embodiment can be obtained.

[0084] The main features of the above example can be summarized as follows. As shown in Fig. 11, the aircraft 2 is equipped with an aircraft traffic management device (aircraft traffic management device 1). The aircraft traffic management device is equipped with a time calculation unit 12 that calculates a passage time indicating the time it takes for the aircraft 2 to pass through a predetermined area from a predetermined position on the flight path based on the flight plan of the aircraft 2 or a predicted value of the motion state of the aircraft 2, a situation information acquisition unit 13 that acquires the status of the predetermined area at the passage time, a flight mode determination unit 15 that determines a flight mode indicating a control command to the aircraft 2 based on the status of the predetermined area at the passage time, and a control unit (flight control unit 19) that controls the movement of the aircraft 2 based on the flight mode determined by the flight mode determination unit 15.

[0085] By integrating the traffic management device (aircraft traffic management device 1) and the aircraft 2, wireless communication between the traffic management device (aircraft traffic management device 1) and the aircraft 2 is no longer necessary. As a result, for example, the robustness of the control of the aircraft 2 is improved.

[0086] [Example 2] Next, a second embodiment of the present invention will be described with reference to Figs. 12 to 15. The configuration of the aircraft traffic control system 1 used in this embodiment is the same as that of the first embodiment. Fig. 12 is a diagram showing a takeoff scene in the operation of an aircraft according to the second embodiment, the aircraft traffic control system 1, and the aircraft 2. In Fig. 12, the components are the same as those in Fig. 1, but it is assumed that the aircraft 2 takes off from the takeoff starting point 301 of port 4, and Fig. 12 shows the state before takeoff.

[0087] The takeoff / landing judgment altitude 7 during takeoff in the second embodiment may be calculated based on the flowchart in Fig. 13. However, since this is a takeoff scene, the processing in each step of the flowchart in Fig. 13 will be explained below. In the following explanation, parameters that play the same role as in the flowchart explained using Fig. 4 but whose values ​​differ between landing and takeoff will be explained using the same symbols.

[0088] In step S41, the altitude setting unit 10 obtains the characteristics (structure, performance, etc.) of the aircraft of the target aircraft 2 from the flight plan 9, and in step S42, the altitude setting unit 10 obtains the flight plan 9 of the aircraft 2 from the flight plan and obtains the ascent speed range (minimum value Vd_min and maximum value Vd_max) that the aircraft 2 can set at takeoff.

[0089] In step S43, the altitude setting unit 10 acquires the time interval T required for updating the flight mode instruction to be transmitted from the aircraft traffic control device 1 to the aircraft 2. This time interval T refers to the time from the previous flight mode transmission by the aircraft traffic control device 1 until the next flight mode transmission, and may be determined, for example, from the time required for flight mode calculation and the update cycle of surrounding situation information obtained from outside.

[0090] In step S44, the altitude setting unit 10 calculates the in-flight safe altitude Hs. The in-flight safe altitude Hs is set, for example, based on the altitude at which the aircraft 2 must sufficiently decelerate and descend to the ground if a problem occurs in the air, or the minimum altitude required for evacuating to the air. For example, the in-flight safe altitude may be set to the altitude at which the aircraft 2 must deploy a safety device such as a parachute and descend to the ground, or the altitude at which the aircraft 2 must detect a problem in the air and ascend again. In addition to these, the in-flight safe altitude may also be set by adding parameters such as regulations and the occurrence of disturbances such as weather conditions.

[0091] In step S45, the altitude setting unit 10 calculates the minimum ascent altitude Hc as the distance obtained by multiplying the minimum settable ascent speed Vd_min by the time interval (period) T at which the flight mode command of the aircraft traffic control device 1 can be updated, minus the time T' required for the aircraft to reflect the flight mode and operate after sending a takeoff mode command from the aircraft traffic control device 1 to the aircraft 2 (Hc=Vd_min*(T-T')).

[0092] In step S46, the altitude setting unit 10 calculates a takeoff / landing judgment altitude HJ at takeoff. For example, the altitude setting unit 10 compares the flight safety altitude Hs with the minimum descent altitude Hc, and sets the higher one as the takeoff / landing judgment altitude HJ.

[0093] By setting the takeoff and landing decision altitude 7 in this way, it is possible to fly to a height where safety can be ensured upon takeoff and determine whether or not to ascend.

[0094] Next, the flow of takeoff determination and flight mode instruction executed by the aircraft traffic control device 1 when the aircraft 2 takes off will be described using the flowchart in Fig. 14. Parameters that perform the same functions as those in the flowchart described using Fig. 5 in the first embodiment but whose values ​​differ between landing and takeoff will be described using the same symbols.

[0095] In step S51, the aircraft traffic control device 1 recognizes that the aircraft 2 will take off from port 4. For example, this may be recognized by a takeoff application from the aircraft 2 or a takeoff application from the aircraft traffic controller.

[0096] In step S52, the status information acquisition unit 13 acquires status information around the port 4. The status information acquired here is similar to that acquired in step S22 of Fig. 5 in the first embodiment, and therefore a description thereof will be omitted here.

[0097] In step S53, the time calculation unit 12 calculates the transit time required for takeoff from port 4 and ascending to the takeoff / landing judgment altitude 7. To calculate the transit time Tp, for example, it is advisable to use the takeoff / landing judgment altitude HJ set by the altitude setting unit and the flight speed Va of the aircraft 2 when flying below the takeoff / landing judgment altitude, extracted from the flight plan, and obtain the result using equation (4) in the same manner as in step S25 of Figure 5 in the first embodiment.

[0098] Although the above describes the case where Va is obtained from a flight plan, it may be calculated based on a predicted flight speed of the aircraft 2 calculated in consideration of the flight conditions instead of the flight plan. If the flight speed is not constant during takeoff and landing, Va may be given as a function of time.

[0099] Next, in step S54, the judgment unit 14 estimates the flight time for the area from the takeoff / landing judgment altitude 7 to port 4. "Flight possible" refers to a state in which it can be determined that there will be little impact on the flight of the aircraft 2, such as a state in which wind conditions are below the wind resistance capacity of the aircraft 2, a state in which flying objects such as birds are not present in the area in which the aircraft 2 is scheduled to fly, or a state in which there are no people or moving objects on the ground. The judgment unit 14 acquires current and predicted information on the surrounding situation information, and estimates the time during which the state in which there will be little impact on the flight of the aircraft 2 will be maintained as the flight time.

[0100] Next, in step S55, the judgment unit 14 compares the passing time with the time when the surrounding conditions become flyable to make a takeoff judgment. If the flight time is longer than the passing time, the judgment unit 14 judges that takeoff is possible, and in step S56 the flight mode determination unit 15 sets the flight mode to takeoff mode. On the other hand, if the flight time is shorter than the passing time, the judgment unit 14 judges that takeoff is not possible, and in step S57 the flight mode determination unit 15 sets the flight mode to stop mode.

[0101] Next, in step S58, the flight mode determination unit 15 transmits the flight mode to the aircraft 2 using the communication means 5. Also, in step S59, the output unit 16 outputs the judgment result of the judgment unit 14 and the flight mode to the output device 18, which can be viewed by the administrator.

[0102] In step S60, the flight control unit 19 of the aircraft 2 modifies the flight plan held within the aircraft 2 in accordance with the received flight mode, and changes the flight control to match the flight plan, thereby changing the flight operation.

[0103] By using the aircraft traffic management device 1 to operate the aircraft 2, it is possible to determine whether to take off based on information about the surrounding situation, thereby achieving a stable takeoff. Furthermore, if it is determined that takeoff is not possible, the aircraft can stop without taking off and wait on the ground until takeoff is possible. Since this can replace the decision to take off for the aircraft 2 that was previously made by an operator based on on-site situation judgment, remote monitoring and automation can be realized.

[0104] Also, the information transmitted as the flight mode may include a flight path, speed instructions, etc., as in the first embodiment. By instructing the flying object 2 on a takeoff profile (flight plan) such as flight speed, flight waypoints, and flight path as shown in Fig. 15, the possibility of entering stop mode is reduced, thereby achieving the effect of suppressing delays during takeoff.

[0105] Furthermore, since the position information of the aircraft 2 contains errors as in the first embodiment, substantially the same effect can be obtained when the aircraft position is treated as an aircraft presence area by calculating the presence probability.

[0106] Furthermore, similar to the first embodiment, the flight mode is displayed on the output device 18 for the operator, and the operator operates the aircraft, which provides substantially the same effects as the other configurations described in the second embodiment.

[0107] The main features of the second embodiment can be summarized as follows.

[0108] As shown in FIG. 2, the flight management device (aircraft flight management device 1) includes a time calculation unit 12, a situation information acquisition unit 13, and a flight mode determination unit 15. The time calculation unit 12 calculates a transit time Tp indicating the time it takes for the aircraft 2 to pass from a predetermined position on the flight path (e.g., the altitude of port 4, FIG. 12) to a predetermined area (e.g., an area corresponding to the takeoff / landing judgment altitude HJ, FIG. 12) based on the flight plan of the aircraft 2 or a predicted value of the aircraft's motion state (e.g., position, speed). The situation information acquisition unit 13 acquires the situation of the predetermined area during the transit time Tp (e.g., weather, object situation, etc.). The flight mode determination unit 15 determines a flight mode (e.g., takeoff mode, stop mode) indicating a control command to the aircraft 2 based on the situation of the predetermined area during the transit time Tp.

[0109] As shown in FIG. 2, the flight management device (aircraft flight management device 1) includes an altitude setting unit 10 that sets a takeoff / landing judgment altitude 7 to determine whether the aircraft 2 can take off or land at port 4 (FIG. 3) where the aircraft takes off and lands. In the takeoff example shown in FIG. 12, the predetermined position is the altitude of port 4, and the predetermined area is the area between the altitude of port 4 and the takeoff / landing judgment altitude 7. A flight mode determination unit 15 transmits the flight mode to the aircraft 2 before the aircraft 2 takes off.

[0110] This allows for easier control of the aircraft during takeoff in flight path conditions above port altitude.

[0111] [Example 3] Next, a third embodiment of the present invention will be described with reference to FIGS. 16 to 21. FIG. 16 illustrates a cruising scene of an aircraft operating in the third embodiment, an aircraft traffic control system 1, and an aircraft 2. Components similar to those in FIG. 1 are assigned the same numbers and will not be described again. This figure illustrates a cruising state in which the aircraft 2 is flying according to a flight path 3 and waypoints, which are examples of information included in a flight plan planned before takeoff. At this time, the aircraft 2 is flying at a speed V and exchanging flight information 6 with the aircraft traffic control system 1 installed on the ground using communication means 5. The aircraft traffic control system 1 sets flight segments 51A, 51B, 51C, and 51D in the sky for each aircraft 2, as well as intrusion determination positions 57A, 57B, and 57C for determining intrusion into the next flight segment. The scene in FIG. 16 illustrates the aircraft 2 intruding into flight segment 51B and flying toward the next flight segment 51C.

[0112] <Outline of the aircraft traffic control system> 17 is a conceptual diagram showing the configuration of an aircraft traffic control device 1 according to a third embodiment of the present invention and the relationship between the aircraft 2. This aircraft traffic control device 1 has almost the same components as those described in FIG. 2 of the first embodiment, but instead of the altitude setting unit 10, it has a position setting unit 310 that sets an intrusion determination position 57 for determining whether the aircraft 2 can intrude into the next flight segment.

[0113] Next, a method for setting the intrusion judgment position 57 in the position setting unit 310 of this embodiment will be described using Figures 18 and 19. Figure 18 is a diagram schematically showing the state of the aircraft 2 during cruising and the intrusion judgment positions 57 (57A, 57B) set for the aircraft 2. The intrusion judgment position 57 during cruising may be set, for example, just before the next flight segment 51C at a distance greater than the distance required for the aircraft 2 to stop after transmitting a stop mode command from the aircraft traffic control device 1 to instruct it to stop when the aircraft 2 passes the intrusion judgment position 57 at Vc_max, which is the maximum cruising speed that can be set for the aircraft 2.

[0114] 19 is a flowchart showing an example of a flow for setting the intrusion judgment position 57 (LJ) performed by the aircraft traffic control device 1. A method for setting the intrusion judgment position 57 (LJ) and the length (LD) of the flight segment 51 will be described using FIG.

[0115] In step S71, the position setting unit 310 obtains the characteristics (structure, performance, etc.) of the aircraft 2 that is the subject of operational management from the flight plan 9, and in step S72, the position setting unit 310 obtains the flight plan 9 of the aircraft 2 from the flight plan and obtains the cruising speed range (minimum value Vc_min and maximum value Vc_max) that can be set for the aircraft 2 during cruising.

[0116] In step S73, the position setting unit 310 acquires the time interval T required for updating the flight mode instruction to be transmitted from the aircraft traffic control device 1 to the aircraft 2. This time interval T refers to the time from the previous flight mode transmission by the aircraft traffic control device 1 until the next flight mode transmission, and may be determined, for example, from the time required for flight mode calculation and the update cycle of surrounding situation information acquired from outside.

[0117] In step S74, the position setting unit 310 calculates the cruising safe distance Ls. The cruising safe distance Ls may be set based on, for example, the distance required for recognizing and avoiding an opposing aircraft when the aircraft 2 approaches face-to-face. In addition to this, the cruising safe distance may be set by adding parameters such as regulations and the occurrence of disturbances such as weather conditions.

[0118] In step S75, the position setting unit 310 calculates the minimum flight distance Lc as the distance obtained by multiplying Vc_min, the minimum cruising speed that can be set, by the time interval (period) T at which the flight mode command of the aircraft traffic control device 1 can be updated.

[0119] In step S76, the position setting unit 310 calculates the flight segment length LD. For example, the cruising safe distance Ls is compared with the minimum flight distance Lc using equation (5), and the longer one is set as the flight segment length LD.

[0120]

number

[0121] In step S77, the position setting unit 310 calculates the flight mode reflection distance LR, which is the distance required for the aircraft 2 to operate in accordance with the flight mode after the flight mode instruction is transmitted from the aircraft traffic control device 1. For example, as shown in equation (6), this can be calculated from the distance the aircraft 2 flies with a delay Tc, such as the delay of the communication means 5 and the control delay until the aircraft 2 receives the flight mode instruction and reflects it in the change in the aircraft's operation, and the distance Lb from when the aircraft starts braking until it stops.

[0122]

number

[0123] In step S78, the position setting unit 310 calculates the intrusion judgment distance LJ. During cruising, LJ=LR is set, and the aircraft should be set at a position that is the intrusion judgment distance LJ away from the start position of the next flight segment 51.

[0124] In this way, the aircraft traffic control device 1 sets the intrusion judgment position 57 for each aircraft 2 and flight plan 9. The method for setting the intrusion judgment position 57 described here is one example, and the position may be set taking into consideration surrounding situation information such as weather information as parameters. The intrusion judgment position 57 may also be set in advance before flight, or may be set while the aircraft 2 is in flight.

[0125] Next, the flow of determining whether to enter the next flight segment and instructing the flight mode, which is executed by the aircraft traffic control device 1 while the aircraft 2 is flying, will be described using the flowchart of FIG.

[0126] In step S81, the aircraft traffic control device 1 recognizes that the aircraft 2 has entered the flight section 51A. For example, the aircraft traffic control device 1 may recognize that the aircraft 2 has entered the flight section based on position information during flight, or that a predetermined time has arrived based on the flight plan 9.

[0127] In step S82, the flight position acquisition unit 11 acquires the position and speed of the aircraft 2. For example, this is acquired using position information acquired and transmitted by the aircraft 2 via the communication means 5, or information acquired from monitoring equipment installed on the ground.

[0128] In step S83, the situation information acquisition unit 13 acquires situation information around the flight path 3. Here, situation information around the flight path 3 includes meteorological information such as weather, wind conditions, and temperature, information on flying objects such as birds in the sky, and information on ground moving objects such as people and vehicles on the ground, and refers to current information as well as predicted information. The situation information is acquired by sensors connected to surrounding information providing devices installed around the flight path 3, and includes information on required areas obtained by interpolation and predictive calculations, information acquired from external information providing organizations, etc.

[0129] Next, in step S84, the time calculation unit 12 determines whether the flying object has reached the intrusion determination position 57 based on the position information of the flying object 2. If the flying object has not reached the intrusion determination position 57, steps S82 to S84 are repeated. On the other hand, if the flying object has reached the intrusion determination position 57, steps S85 and subsequent steps are executed.

[0130] In step S85, the time calculation unit 12 calculates the passing time required to pass from the intrusion judgment position 57 to the next flight segment 51. To calculate the passing time Tp, for example, it is advisable to use the distance obtained by adding the intrusion judgment distance LJ set by the position setting unit 310 and the flight segment length LD, and the cruising speed Va of the aircraft 2 during cruising after the intrusion judgment position extracted from the flight plan, and find the time using equation (7).

[0131]

number

[0132] In addition, although the above describes a case where Va is obtained from a flight plan, it may be calculated based on the speed after the intrusion judgment position predicted from the current flight speed and position of the aircraft 2 instead of the flight plan. Furthermore, if the flight speed is not constant during cruising, Va may be given as a function of time.

[0133] Next, in step S86, the judgment unit 14 estimates the flight time available for the area from the intrusion judgment position 57 to the end position of the next flight section 51. "Flight available" refers to a state in which it can be determined that there will be little impact on the flight of the aircraft 2, such as a state in which wind conditions are below the wind resistance capacity of the aircraft 2, a state in which flying objects such as birds are not present in the area in which the aircraft 2 is scheduled to fly, or a state in which there are no people or moving objects on the ground. The judgment unit 14 acquires current and predicted information about the surrounding situation, and estimates the time during which the state in which there will be little impact on the flight of the aircraft 2 is maintained as the flight time available.

[0134] Next, in step S87, the judgment unit 14 compares the passing time with the time when the surrounding conditions become flyable to judge whether or not to enter the next flight section. If the flight time is longer than the passing time, the judgment unit 14 judges that entry is possible, and in step S88 the flight mode determination unit 15 sets the flight mode to cruising mode. On the other hand, if the flight time is shorter than the passing time, the judgment unit 14 judges that the aircraft 2 cannot enter the next flight section 51, and in step S89 the flight mode determination unit 15 sets the flight mode to stop mode.

[0135] Next, in step S89_1, the flight mode determination unit 15 transmits the flight mode to the aircraft 2 using the communication means 5. Also, in step S90, the output unit 16 outputs the judgment result of the judgment unit 14 and the flight mode to the output device 18 which can be viewed by the administrator.

[0136] In step S91, the flight control unit 19 of the aircraft 2 modifies the flight plan held within the aircraft 2 in accordance with the received flight mode, and changes the flight control to match the flight plan, thereby changing the flight operation.

[0137] By using the aircraft traffic management device 1 to operate the aircraft 2, it is possible to determine whether to enter the next flight section based on information about the surrounding situation, thereby achieving stable cruising. Furthermore, if it is determined that it is not possible to enter the next flight section, it will stop and wait in the air until it is possible to enter. This replaces the decision to continue cruising the aircraft 2, which was previously made by an operator based on on-site situation judgment, making it possible to achieve remote monitoring and automation. Furthermore, if the density of aircraft 2 becomes high, it is possible for the aircraft to cruise without colliding with each other.

[0138] Furthermore, as in the first embodiment, the information transmitted as the flight mode may include an instruction to change the flight plan (flight path, speed, etc.). In this case, as shown in Fig. 21, the flight plan after the intrusion judgment position is changed to the flight path 3 that was planned before reaching the intrusion judgment position 57A, and the flying device 2 flies along a flight path 3' that avoids the obstacle 58. In Fig. 21, the flight plan transmitted together with the flight mode is displayed as instructions for the flight path 3', flight waypoints 8A to 8D, and flight speeds VA to VC.

[0139] In this way, by making changes to the flight plan, in addition to the effects described above, the possibility of the aircraft stopping is reduced, thereby reducing delays during cruising.

[0140] Furthermore, since the position information of the aircraft 2 contains errors as in the first embodiment, substantially the same effect can be obtained when the aircraft position is treated as an aircraft presence area by calculating the presence probability.

[0141] Furthermore, in Figure 17 of Example 3, a configuration is described in which the flight mode is transmitted directly to the aircraft 2, but similar effects can also be obtained by a configuration in which the flight mode is displayed to the operator via the output device 18, as in Example 1, and the operator operates the aircraft according to the displayed flight mode.

[0142] In addition, in FIG. 17 of the third embodiment, the aircraft traffic control device 1 is described as a device installed on the ground, but similar to FIG. 11 of the first embodiment, the same effect can be obtained as an internal function of the aircraft 2.

[0143] The main features of the third embodiment can be summarized as follows.

[0144] As shown in FIG. 17, the flight management device (aircraft flight management device 1) includes a time calculation unit 12, a situation information acquisition unit 13, and a flight mode determination unit 15. The time calculation unit 12 calculates a passage time Tp indicating the time it takes for the aircraft 2 to pass from a predetermined position on the flight path (e.g., intrusion judgment position 57A, FIG. 18) to a predetermined area (e.g., flight segment 51B, FIG. 18) based on the flight plan 9 of the aircraft 2 or a predicted value of the motion state (e.g., position, speed) of the aircraft 2. The situation information acquisition unit 13 acquires the situation of the predetermined area at the passage time Tp (e.g., weather, object situation, etc.). The flight mode determination unit 15 determines a flight mode (e.g., cruise mode, stop mode) indicating a control command to the aircraft 2 based on the situation of the predetermined area at the passage time Tp.

[0145] As shown in Fig. 17, the flight management device (aircraft flight management device 1) includes a position setting unit 310 that sets an intrusion judgment position 57A for determining whether the aircraft 2 can intrude into a flight section 51B. In the example of cruising shown in Fig. 18, the predetermined position is the intrusion judgment position 57A, and the predetermined area is the flight section 51B beyond the intrusion judgment position 57A. The flight mode determination unit 15 transmits the flight mode to the aircraft 2 before the aircraft 2 passes through the intrusion judgment position 57A.

[0146] This makes it easy to control the aircraft during cruising in the situation of the flight path beyond the intrusion judgment position.

[0147] [Example 4] Fig. 22 is a diagram showing an example of the display of the output device 18 that outputs the flight mode output from the output unit 16 in Fig. 2 of Example 1. In Fig. 22, the aircraft 2 shown in Fig. 1 is approaching the port 4. In Fig. 22, the position of the aircraft 2 is shown as seen from above, and the position of the aircraft 2 is represented by an isosceles triangle 61, with a map 62, an aerial photograph, or the like displayed in the background.

[0148] The display of this output device 18 may be configured to show the situation as seen from the side perpendicular to the velocity vector of the aircraft 2 when the aircraft 2 approaches a certain distance from the port 4, as shown in FIG. 23, for example. Furthermore, this side view may display an actual image of the aircraft 2, the transmitted flight mode 63, and surrounding situation information (flying object 64, wind conditions 65) superimposed on a schematic background diagram or an image 66 of the actual site. By using such a configuration of the output device 18, the flight operations manager can check the status of the aircraft 2 and the vertical information that served as the basis for takeoff and landing decisions on the output device 18. Furthermore, superimposing information on the current status of the aircraft at the site and the background makes it easier to compare the actual movement of the aircraft 2 with situation information, making it easier for the manager to grasp the status of the system.

[0149] Although Figure 23 shows a side view, a similar effect can be achieved by using a three-dimensional view looking up or down at the aircraft 2 instead of a side view to display information in the vertical direction.

[0150] Furthermore, although the side view is displayed when the aircraft 2 approaches a certain distance from the port 4, the side view may also be displayed when the flight mode is changed from the landing mode to the stop mode. Furthermore, if the administrator needs it, the side view may be displayed by pressing a button on the screen. Furthermore, although the present embodiment has been described as being displayed upon landing, the administrator can easily understand the reason for the route change by displaying the side view upon takeoff or when the route is changed vertically as shown in FIG. 21 of the third embodiment.

[0151] The main features of the fourth embodiment can be summarized as follows.

[0152] As shown in Figure 23, the operation management device (aircraft operation management device 1) has an output unit 16 that outputs an overhead view of the aircraft 2, a side view of the aircraft 2, the flight mode, and the conditions of a specified area (e.g., wind conditions 65) to an output device 18 (Figure 2).

[0153] This allows the user to easily check the position of the aircraft 2 in three-dimensional space and the relationship between the flight mode and the situation in a predetermined area.

[0154] In the example of Figure 23, when the flying object 2 enters within a range of a predetermined distance from the port 4, the output unit 16 displays two views, an overhead view and a side view, on the output device 18. If there is a situation in which it is determined that takeoff or landing is impossible in a predetermined area lower than the takeoff or landing determination altitude 7, two views, an overhead view and a side view, may be displayed on the output device 18.

[0155] This allows the user to easily check the position of the flying object 2 in three-dimensional space at an appropriate time before landing.

[0156] The present invention is not limited to the above-described embodiments, but includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations.

[0157] Furthermore, the above-described configurations, functions, etc. may be realized in part or in whole by hardware, for example, by designing them as integrated circuits. Furthermore, the above-described configurations, functions, etc. may be realized in software by a processor interpreting and executing a program that realizes each function. Information such as the programs, tables, and files that realize each function can be stored in a memory, a recording device such as a hard disk or SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD.

[0158] The embodiment of the present invention may be configured as follows.

[0159] (C1) An aircraft operation control device and an aircraft, characterized by comprising: an altitude setting unit that sets a takeoff and landing judgment altitude to determine whether the aircraft can take off or land at a port; a time calculation unit that calculates the passage time from a ground port to the takeoff and landing judgment altitude using one or more of the aircraft's flight plan and the aircraft's position; a surrounding condition acquisition unit that acquires surrounding conditions that indicate the situation around the port at the passage time; a judgment unit that judges whether the aircraft can take off or land at the port from the surrounding conditions; a flight mode determination unit that determines the flight mode of the aircraft based on the judgment result of the judgment unit; and an output unit that outputs the judgment result of the judgment unit, the flight mode, and the situation information to equipment where the administrator of the aircraft can check the situation.

[0160] (C2). In the aircraft operation control device described in (C1), when landing, the aircraft receives the flight mode determined by the flight mode determination unit of the aircraft operation control device via a communication means before passing the takeoff and landing judgment altitude, and flies between the takeoff and landing judgment altitude and the port in accordance with the received flight mode.

[0161] (C3). In the aircraft operation control device described in (C1), the aircraft receives the flight mode determined by the aircraft management device in the flight mode determination unit via a communication means before takeoff, and flies to the takeoff and landing judgment altitude in accordance with the received flight mode.

[0162] (C4) An aircraft operation control device, characterized in that in the altitude setting unit described in (C1) to (C3), the takeoff and landing judgment altitude is determined for each aircraft based on the structure and performance of the aircraft.

[0163] (C5). An aircraft operation control device characterized in that the altitude setting unit described in (C1) to (C4) is set based on the minimum altitude required for the aircraft to retreat to the sky in order to descend to the ground in the event of trouble in the sky.

[0164] (C6). An aircraft operation control device, characterized in that in the altitude setting unit described in (C1) to (C3), the takeoff and landing judgment altitude is calculated and set using at least the flight mode update time required for the aircraft management device to update the flight mode information transmitted to the aircraft.

[0165] (C7). An aircraft operation control device characterized in that, in the altitude setting unit described in (C1) to (C3) and (C6), the takeoff / landing judgment altitude is lower than the altitude determined by the flight mode update time and vertical speed based on the vertical speed, which is the vertical speed component of the flight speed that can be set for the aircraft during takeoff and landing.

[0166] (C8). An aircraft operation control device characterized in that, in the time calculation unit described in (C1), the time taken for the aircraft to fly between the takeoff and landing judgment altitude and the port is set as the passage time based on a flight plan prepared before the flight.

[0167] (C9). An aircraft traffic control device, characterized in that in the time difference unit described in (C1), the passage time is the time calculated from the flight speed at which the aircraft flies between the takeoff and landing judgment altitude and the port, which is given as part of the flight mode information transmitted from the aircraft traffic control device, and the takeoff and landing judgment altitude.

[0168] (C10). An aircraft operation control device characterized in that the judgment unit described in (C1) uses weather information for areas at altitudes lower than the takeoff and landing judgment altitude as situation information, and judges that takeoff and landing are possible when it is predicted that the weather conditions will be stable for at least a period longer than the passing time.

[0169] (C11). An aircraft operation control device characterized in that the judgment unit described in (C1) uses movement information of other aircraft, birds, vehicles and people on the ground in areas at altitudes lower than the takeoff and landing judgment altitude as situation information, and judges that takeoff and landing are possible when it is predicted that no movement will be present for at least a period longer than the passing time.

[0170] (C12). An aircraft operation control device characterized in that the flight mode determination unit described in (C1) transmits aircraft operation instructions as a flight mode after passing a takeoff and landing judgment altitude that is set based on aircraft status information of the aircraft including at least remaining battery capacity.

[0171] (C13). An aircraft operation control device, characterized in that in the flight mode determination unit described in (C1), the flight mode includes information on the flight path taken by the aircraft and the time it takes to pass through waypoints.

[0172] (C14). An aircraft operation control device and an aircraft, characterized by comprising: a position setting unit that sets an intrusion judgment position to determine whether the aircraft can intrude into the next set flight segment; a time calculation unit that calculates the passing time between the intrusion judgment position and the end of the next flight segment using at least one of the flight plan of the aircraft and the position of the aircraft; a surrounding condition acquisition unit that acquires surrounding conditions that indicate the conditions around the flight path at the passing time; a judgment unit that judges whether the aircraft can intrude into the flight segment from the surrounding conditions; a flight mode determination unit that determines the flight mode of the aircraft based on the judgment result of the judgment unit; and an output unit that outputs the judgment result of the judgment unit, the flight mode, and the situation information to an output device where the manager of the aircraft can check the situation.

[0173] (C15). An aircraft operation control device characterized in that, in the output unit described in (C1), when notifying the flight mode involving vertical movement of the aircraft based on vertical situation information, two views are displayed: an aerial bird's-eye view of the aircraft as seen from directly above, and a side view perpendicular to the direction of travel of the aircraft, along with the flight mode and surrounding situation information.

[0174] (C16). An aircraft operation control device characterized in that, in the output unit described in (C15), when the aircraft is located closer than a predetermined distance from the port, two views, the aerial bird's-eye view and the side view, are displayed.

[0175] (C17). An aircraft operation control device characterized in that, in the output unit described in (C14), the aerial bird's-eye view and the side view are displayed when the situation information indicates that takeoff or landing is impossible at an altitude lower than the takeoff or landing judgment altitude.

[0176] In the operation of aircraft using the aircraft traffic management device and aircraft (C1)-(C17), the system makes decisions regarding takeoff and landing according to the situation, reducing the skill required of the operator when operating the aircraft, and enabling automatic operation by directly instructing the aircraft on the results of the decisions. In addition, the results of the decisions are displayed to the aircraft traffic manager on an output device via the output unit, making it easy to compare the results of operational decisions such as takeoff and landing with actual flight information. This allows the soundness of the operational status to be confirmed remotely via the output device, thereby reducing the number of personnel required in the operation of takeoff and landing bases, etc. [Explanation of symbols]

[0177] 1...Aircraft operation control device 2...Flying object 3...Flight path 4...Port 5. Means of communication 6...Flight information 7... Takeoff and landing decision altitude 8...Flight waypoint 9...Flight Plan 10…Altitude setting section 11...Flight position acquisition section 12...Time calculation section 13...Status information acquisition unit 14... Judgment section 15...Flight mode determination unit 16...Output section 17... Peripheral information providing device 18...Output device 8A~8D...Changed waypoints 91...Aircraft presence area 101...Operator 102...Operating device 301...Takeoff starting point 51A~51D...Flight section 57A~57C…Intrusion judgment position 310...Position setting section 61...Displaying the position of the aircraft on the output device 62...Map 63...Flight mode display 64...Flying object display (situation information display) 65...Wind condition display (status information display) 66...Actual footage from the scene 67...Video of the actual aircraft

Claims

1. a time calculation unit that calculates a transit time indicating a time it takes for the aircraft to pass through a predetermined area from a predetermined position on a flight path based on a flight plan of the aircraft or a predicted value of a motion state of the aircraft; a situation information acquisition unit that acquires a situation of the predetermined area during the passing time; a flight mode determination unit that determines a flight mode indicating a control command to the aircraft based on the state of the predetermined area during the passage time; An operation control device equipped with:

2. 2. The traffic management device according to claim 1, an altitude setting unit that sets a takeoff / landing judgment altitude for determining whether the aircraft can take off or land at a port where the aircraft takes off and lands, the predetermined position is the takeoff / landing judgment altitude, the predetermined area is an area between a predetermined altitude lower than the takeoff / landing judgment altitude and the altitude of the port, The flight mode determination unit transmits the flight mode to the aircraft before the aircraft passes the takeoff / landing judgment altitude for landing. An operation management device characterized by:

3. 2. The traffic management device according to claim 1, an altitude setting unit that sets a takeoff / landing judgment altitude for determining whether the aircraft can take off or land at a port where the aircraft takes off and lands, the predetermined position is the altitude of the port; the predetermined area is an area between the altitude of the port and the takeoff / landing judgment altitude, The flight mode determination unit transmits the flight mode to the aircraft before the aircraft takes off. An operation management device characterized by:

4. 3. The traffic management device according to claim 2, The altitude setting unit sets the takeoff and landing judgment altitude for each of the aircraft based on the performance of the aircraft. An operation management device characterized by:

5. 3. The traffic management device according to claim 2, The altitude setting unit sets the takeoff / landing decision altitude based on the minimum altitude required for evacuation to the ground or the air when a problem occurs. An operation management device characterized by:

6. 3. The traffic management device according to claim 2, The altitude setting unit sets the takeoff / landing judgment altitude based on the product of a flight mode update time indicating the time required to update the flight mode and a descent speed of the aircraft. An operation management device characterized by:

7. 3. The traffic management device according to claim 2, The time calculation unit Calculating the transit time from a flight speed between the takeoff and landing judgment altitude and the port included in the flight plan set before flight and a distance between the takeoff and landing judgment altitude and the port, or The transit time is calculated from the flight speed between the takeoff / landing judgment altitude and the port included in the flight mode set at the time of landing, and the distance between the takeoff / landing judgment altitude and the port. An operation management device characterized by:

8. 3. The traffic management device according to claim 2, the situation information acquisition unit acquires weather or object conditions in the predetermined area that is lower than the takeoff / landing judgment altitude, The operation management device includes a determination unit that determines that landing is possible when it is predicted that the time during which the weather or the object conditions allow the flight of the aircraft from the timing when the aircraft passes the takeoff / landing judgment altitude is longer than the passing time. An operation management device characterized by:

9. 3. The traffic management device according to claim 2, The flight mode determination unit determines the flight mode after the aircraft has passed the takeoff and landing judgment altitude based on an aircraft state of the aircraft including at least a remaining battery level of the aircraft. An operation management device characterized by:

10. 2. The traffic management device according to claim 1, The flight mode includes a flight path that the aircraft will take and a time to pass through a waypoint. An operation management device characterized by:

11. 2. The traffic management device according to claim 1, a position setting unit that sets an intrusion determination position for determining whether the aircraft can intrude into the flight section; the predetermined position is the intrusion determination position, the predetermined area is the flight section beyond the intrusion determination position, The flight mode determination unit transmits the flight mode to the aircraft before the aircraft passes the intrusion determination position. An operation management device characterized by:

12. 2. The traffic management device according to claim 1, An output unit is provided that outputs to an output device a bird's-eye view of the aircraft, a side view of the aircraft, the flight mode, and the situation of the predetermined area. An operation management device characterized by:

13. The traffic management device according to claim 12, The output unit displays the two views, the overhead view and the side view, on the output device when the flying object enters within a range of a predetermined distance from a port or when a situation occurs in which it is determined that takeoff and landing are impossible in the predetermined area lower than the takeoff and landing determination altitude. An operation management device characterized by:

14. A traffic management system including a traffic management device and an aircraft, The traffic management device a time calculation unit that calculates a transit time indicating a time it takes for the aircraft to pass through a predetermined area from a predetermined position on a flight path based on a flight plan of the aircraft or a predicted value of a motion state of the aircraft; a situation information acquisition unit that acquires a situation of the predetermined area during the passing time; a flight mode determination unit that determines a flight mode indicating a control command to the aircraft based on the state of the predetermined area during the passage time; a transmitter that transmits the flight mode determined by the flight mode determination unit to the aircraft; The flying vehicle is a receiving unit that receives the flight mode transmitted by the transmitting unit; a control unit that controls the movement of the aircraft based on the flight mode received by the receiving unit; The operation management device.

15. An aircraft equipped with an operation management device, The traffic management device a time calculation unit that calculates a transit time indicating a time it takes for the aircraft to pass through a predetermined area from a predetermined position on a flight path based on a flight plan of the aircraft or a predicted value of a motion state of the aircraft; a situation information acquisition unit that acquires a situation of the predetermined area during the passing time; a flight mode determination unit that determines a flight mode indicating a control command to the aircraft based on the state of the predetermined area during the passage time; a control unit that controls the movement of the aircraft based on the flight mode determined by the flight mode determination unit; A flying vehicle characterized by:

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