Transport control system and transport control method

Abstract

To provide a new technique for dynamically and efficiently operating an arrival and departure field when operating the number of unmanned aircrafts exceeding the number of simultaneous arrivals and departures at the arrival and departure field.SOLUTION: A transport control system causes a plurality of unmanned aerial vehicles to sequentially fly back and forth from a predetermined transport start point along flight routes set for the respective unmanned aerial vehicles, thereby transporting the unmanned aerial vehicles to respective given transport destinations. The transport control system repeatedly executes prediction of a predicted return time of each unmanned aerial vehicle to the transport starting point, and adjusts a flight time along a flight route of an unmanned aerial vehicle that satisfies a predetermined congestion condition based on a temporal relationship of the predicted return time, thereby adjusting the return time and adjusting the congestion.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a transportation control system and the like. [Background technology]

[0002] Various technologies have been devised for the operation of vertical take-off and landing unmanned aerial vehicles (VTAs) known as drones. For example, Patent Document 1 describes a technology for planning the flight paths of multiple drones so that they return to their takeoff and landing points at different times. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-082134 Summary of the Invention [Problem to be solved by the invention]

[0004] In logistics, there is a strong desire for a system that can achieve the so-called "last mile." The "last mile" refers to the final stage of transportation, delivering cargo from the final base to each destination, such as the end user. When using drones to achieve this "last mile" of logistics, a takeoff and landing area must be set up at the final base. However, the space available at the final base for drone takeoff and landing is not particularly large. In the most drastic scenario, there may be cases where only space for one drone to take off and land at a time is available.

[0005] Similar issues arise when multiple unmanned aerial vehicles are required to take off and land repeatedly in a small takeoff and landing area, regardless of whether it is for "last mile" logistics or not.

[0006] In other words, the problem that this invention aims to solve is to provide a new technology for dynamically and efficiently operating takeoff and landing sites when operating a number of unmanned aerial vehicles that exceeds the number of simultaneous takeoffs and landings at the takeoff and landing site. [Means for solving the problem]

[0007] A first invention for solving the above problem is a transportation control system that controls a plurality of unmanned aerial vehicles to fly back and forth from a predetermined transportation starting point in sequence, and transports a given transportation object to be transported to each given transportation destination by the unmanned aerial vehicles, A communication means (e.g., communication module 1153 in FIG. 4, step S16 in FIG. 7) for wirelessly communicating with each of the unmanned aerial vehicles; A flight route setting means (for example, the flight route setting unit 210 in FIG. 4, step S14 in FIG. 7) that sets a flight route for each of the unmanned aerial vehicles to and from the destination of the unmanned aerial vehicle; A prediction means (for example, the prediction unit 212 in FIG. 4, step S34 in FIG. 7) that repeatedly predicts the predicted return time of each of the unmanned aerial vehicles to the transportation origin; a congestion adjustment control means (e.g., the congestion adjustment control unit 214 in FIG. 4, step S46 in FIG. 7) that selects the unmanned aerial vehicle that satisfies predetermined congestion conditions based on the context of the predicted return time as an aircraft to be controlled, adjusts the flight time of the controlled aircraft along the flight route to adjust the return time of the controlled aircraft, and instructs the controlled aircraft to fly based on the adjustment content; A transportation control system equipped with the above.

[0008] According to the first invention, in a situation where congestion is predicted for the return of unmanned aerial vehicles, the transportation control system can adjust and instruct the flight times of the controlled aircraft to shift the timing of their return and prevent congestion in advance. Therefore, when operating a number of unmanned aerial vehicles in operation that exceeds the number of simultaneous takeoffs and landings at the takeoff and landing site, it becomes possible to operate the takeoff and landing site dynamically and efficiently.

[0009] A second invention is a transportation control system in which, in the above system, the congestion condition is a time condition that includes at least the time required to load the object to be transported onto the unmanned aerial vehicle and the time required to inspect the unmanned aerial vehicle, and the congestion adjustment control means searches for the unmanned aerial vehicle that satisfies the congestion condition based on the time difference before and after the predicted return time.

[0010] According to the second aspect of the present invention, the congestion condition can be a time condition that ensures at least the time required to load the transportation object onto the unmanned aerial vehicle and the time required to inspect the unmanned aerial vehicle.

[0011] A third invention is a transportation control system in which, in the above system, the congestion adjustment control means selects as the controlled aircraft an unmanned aircraft whose predicted return time is within a predetermined time range (e.g., the control target selection time range Tx in Figure 3) and which satisfies the congestion conditions (e.g., step S40 in Figure 7).

[0012] The greater the difference between the current time and the predicted return time, the greater the possibility that the actual return time may differ due to various factors. In other words, the greater the difference between the current time and the predicted return time, the lower the reliability of the predicted return time. According to the third aspect of the present invention, by selecting unmanned aircraft whose predicted arrival times are within a predetermined time range as the aircraft to be controlled, it becomes possible to maintain a certain degree of reliability in the predicted arrival times while performing congestion control. In addition, a secondary effect of reducing the processing load on the system can be expected.

[0013] The fourth invention is a transportation control system in the above system, further comprising a time range change means (e.g., time range change unit 216 in Figure 4, for example, step S44 in Figure 7) that changes the time range based on the number of unmanned aerial vehicles whose predicted return times fall within the time range.

[0014] According to the fourth aspect of the present invention, the transportation control system can change the number of aircraft that can be selected as aircraft to be controlled. For example, by increasing the number of aircraft, it becomes possible to adjust congestion using more aircraft. In other words, it is possible to increase the room for adjustment and make adjustments more reliably.

[0015] A fifth invention is a transportation control system in which, in the above system, the congestion adjustment control means selects as the aircraft to be controlled an unmanned aircraft that is returning within a predetermined distance range from the transportation starting point and that satisfies the congestion conditions (for example, step S40C in Figure 16).

[0016] According to the fifth aspect of the present invention, the transportation control system can select an aircraft to be controlled based on the distance of the unmanned aerial vehicle from the transportation starting point.

[0017] The sixth invention is a transportation control system in which the above system further includes a distance range change means (e.g., distance range change unit 218 in Figure 15, step S44C in Figure 16) that changes the distance range based on the number of unmanned aerial vehicles whose flight positions are within the distance range.

[0018] According to the sixth aspect of the present invention, the transportation control system can change the number of aircraft that can be selected as aircraft to be controlled. For example, by increasing the number of aircraft, it becomes possible to adjust congestion using more aircraft. In other words, it becomes possible to increase the room for adjustment and make adjustments more reliably.

[0019] A seventh invention is a transportation control system in which, in the above system, the congestion adjustment control means performs the adjustment by changing the flight speed of the aircraft to be controlled.

[0020] According to the seventh aspect of the present invention, the transportation control system is able to change and adjust the flight speed of the controlled aircraft.

[0021] An eighth invention is a transportation control system in which the congestion adjustment control means performs the adjustment by changing the waiting time of the controlled aircraft at the transportation destination.

[0022] According to the eighth aspect of the present invention, the transportation control system can make adjustments without reducing the remaining fuel or battery capacity of the unmanned aerial vehicle.

[0023] A ninth invention is a transportation control system in which, in the above system, the controlled aircraft is equipped with a display unit, and when the congestion adjustment control means makes the adjustment by changing the waiting time at the transport destination, it instructs the display unit of the controlled aircraft to display that it is waiting while waiting at the transport destination (for example, step S284 in Figure 11).

[0024] According to the ninth aspect of the present invention, the transportation control system can display on the display unit of the controlled aircraft that is waiting at the transportation destination that the aircraft is waiting, thereby informing people around that the controlled aircraft will not take off immediately because it is returning from the transportation destination.

[0025] A tenth invention is a transportation control system in which, in the above system, the prediction means updates the prediction of the predicted return time using at least actual flight information for the outbound journey when the destination is reached (e.g., step S34 of Figure 7).

[0026] According to the tenth aspect of the present invention, the transportation control system can accurately predict the predicted arrival time based on the past performance.

[0027] The eleventh invention is a transportation control method for controlling the transportation of a given transportation object to be transported to each given transportation destination by a plurality of unmanned aerial vehicles flying round trips sequentially from a predetermined transportation starting point, the transportation control method including: communicating wirelessly with each of the unmanned aerial vehicles; setting, for each of the unmanned aerial vehicles, a flight route for round trip flight to the transportation destination associated with the unmanned aerial vehicle; repeatedly predicting the predicted return time to the transportation starting point for each of the unmanned aerial vehicles; selecting, as a controlled aircraft, an unmanned aerial vehicle that satisfies a predetermined congestion condition based on the sequence of the predicted return times; adjusting the return time of the controlled aircraft by adjusting the flight time of the controlled aircraft along the flight route; and instructing the controlled aircraft to fly based on the adjustment content.

[0028] According to the eleventh aspect of the present invention, a transportation control method can be realized that can obtain the same effects as those of the first aspect of the present invention. [Brief explanation of the drawings]

[0029] [Figure 1] FIG. 1 is a diagram for explaining an example of the configuration of an unmanned aerial vehicle operation system. [Figure 2] 1 is a diagram showing an example of a situation in which an unmanned aerial vehicle operation system is used. [Figure 3] FIG. 10 is a diagram for explaining congestion adjustment control. [Figure 4] 2A and 2B are diagrams for explaining examples of programs and data stored in an operations management computer and examples of functions of the operations management computer. [Figure 5] FIG. 2 is a diagram showing an example of the data configuration of operation management data. [Figure 6] 1 is a diagram for explaining examples of programs and data stored in an unmanned aerial vehicle and examples of functions possessed by the unmanned aerial vehicle. [Figure 7] 10 is a flowchart illustrating the flow of an operation management process. [Figure 8] 10 is a flowchart illustrating the flow of congestion adjustment processing. [Figure 9]10 is a flowchart illustrating a processing flow in an unmanned aerial vehicle. [Figure 10] 10 is a flowchart illustrating the flow of a search mode process. [Figure 11] 10 is a flowchart illustrating the flow of a transportation mode process. [Figure 12] FIG. 10 is a diagram showing a modified example of the usage of the unmanned aerial vehicle operation system 3. [Figure 13] 10 is a flowchart illustrating the flow of a speed increase instruction process. [Figure 14] 10 is a flowchart illustrating the flow of a speed-up execution process. [Figure 15] FIG. 10 is a diagram for explaining a modified example. [Figure 16] 10 is a flowchart illustrating the flow of an operation management process in a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0030] FIG. 1 is a diagram for explaining an example of the configuration of an unmanned aerial vehicle operation system 3 according to this embodiment. The unmanned aircraft operation system 3 is a system for operating a number of unmanned aircraft 5 that exceeds the number of simultaneous takeoffs and landings at an airfield, and includes a plurality of unmanned aircraft 5 and an operation management computer 1100.

[0031] The unmanned aerial vehicle 5 and the operation management computer 1100 are communicatively connected via a network 9. The network 9 is a wireless communication network, and the number of communication networks to be used, the type of communication network, and the communication method can be set as appropriate.

[0032] Unmanned aerial vehicles 5 communicate wirelessly with each other in close proximity during flight. This is called "close-proximity inter-aircraft communication." Close-proximity inter-aircraft communication 15 can be set appropriately depending on the communication method of the radio equipment installed in the unmanned aerial vehicle 5. Close-proximity inter-aircraft communication 15 may be compatible with so-called multi-hop communication, which communicates using a bucket brigade method.

[0033] The operations management computer 1100 can access the flight plan providing server 1200, the 3D map information providing server 1202, and the weather information providing server 1204 via the network 9 to obtain various types of information from each server. In this case, the network 9 may be one or more of various communication networks, whether wireless or wired, such as a LAN, a WAN, a mobile phone network, or the Internet.

[0034] The flight plan providing server 1200 may be, for example, a SAT service, a drone information infrastructure system, etc. The flight plan providing server 1200 provides flight plan information for various aircraft and their flight status information (position, altitude, movement speed, movement direction, etc.).

[0035] The 3D map information server 1202 provides ground information such as topography, obstacle information such as high-rise buildings, high-voltage power lines, and radio towers, restricted flight areas, and dynamic information that changes over time.

[0036] The weather information server 1204 provides real-time wind estimation information (wind direction, wind speed, and altitude) for drones.

[0037] FIG. 2 is a diagram showing an example of a situation in which the unmanned aerial vehicle operation system 3 is used, and shows an example of a situation in which disaster investigation and transportation of supplies to the disaster area are assumed to be carried out by the unmanned aerial vehicle 5.

[0038] The unmanned aerial vehicle 5 is a so-called vertical take-off and landing drone equipped with multiple electric propellers. The unmanned aerial vehicle 5 is equipped with a video camera 51, a transport rack 52 capable of carrying the transport object 6, a display unit 53 that displays text and images around the aircraft, and a battery 54. The display unit 53 is realized, for example, by a small flat panel display or an LED board. The transport rack 52 is equipped with a sensor for detecting the presence or absence of the transport object 6. The unmanned aerial vehicle 5 may also have other equipment not shown, such as a sensor for measuring the distance to the ground.

[0039] The unmanned aerial vehicle 5 can automatically navigate along a designated flight course while receiving positioning signals from GNSS (Global Navigation Satellite System) satellites 19 to determine its current location using the onboard flight controller 60. Furthermore, during automatic navigation, the unmanned aerial vehicle is configured to be able to automatically avoid collisions with obstacles or other aircraft, and to perform emergency landings in the event of aircraft malfunction.

[0040] The unmanned aerial vehicle 5 operates in either a "search mode" or a "transport mode" using the same aircraft.

[0041] The unmanned aerial vehicle 5 set to "search mode" takes off from the takeoff and landing pad 4 and automatically flies over a pre-set disaster investigation flight airspace 10 while transmitting video footage captured by the video camera 51 to the operations management computer 1100. After flying over the disaster investigation flight airspace 10, the unmanned aerial vehicle 5 automatically returns to the takeoff and landing pad 4. The operations management computer 1100 can investigate the situation in the disaster area from the video footage captured by the unmanned aerial vehicle 5 in search mode and select candidate destinations 12 for the transport targets 6 of relief supplies and the like.

[0042] The unmanned aerial vehicle 5 set in "transport mode" transports the transport object 6 to the transport destination 12 from the takeoff and landing site 4 as the transport origin 14. Specifically, the unmanned aerial vehicle 5 automatically flies along a flight route set between the transport origin 14 and the transport destination 12. The unmanned aerial vehicle 5 then lands at the transport destination 12, drops off the transport object 6, and automatically returns to the takeoff and landing site 4 again along the flight route.

[0043] The transport object 6 is unloaded after the unmanned aerial vehicle 5 lands at the transport destination 12. The unloading may be done manually by workers or victims waiting at the transport destination 12, or if the transport rack 52 is equipped with an automatic unloading mechanism, the unloading may be done automatically.

[0044] Therefore, it can be said that the unmanned aerial vehicle operation system 3 serves as both a disaster investigation system using the unmanned aerial vehicle 5 and a transportation system 8 using the unmanned aerial vehicle 5.

[0045] The operations management computer 1100 is both a disaster investigation control system 1101 and a transportation control system 1102. The operations management computer 1100 is installed, for example, at a takeoff and landing pad 4, and performs operations management for unmanned aerial vehicles 5 that take off and land. For example, it sets and updates flight routes, and collects and manages flight information for each aircraft. When setting and updating flight routes, it sets flight routes that spatially and temporally avoid the flight routes of priority aircraft 17, such as disaster investigation aircraft. For example, it first creates tentative flight routes for each of the unmanned aerial vehicles 5 and the priority aircraft 17, calculates their future positions, and then changes the flight routes so that the relative distance between the future positions at the same time ensures a predetermined safe distance, thereby setting and updating the latest flight route.

[0046] The takeoff and landing site 4 assumed in this embodiment is provided in such a small space that only one unmanned aerial vehicle 5 can take off and land at a time. Flight preparation work is required to take off the unmanned aerial vehicle 5. The flight preparation work includes various tasks such as moving the aircraft from the hangar, replacing the battery, loading the transport object 6, and inspecting the aircraft.

[0047] When the unmanned aerial vehicle 5 returns to the takeoff and landing pad 4, workers will carry out flight preparation work for the next search or transportation. If the unmanned aerial vehicle 5 will not be operated continuously, a separate work will be carried out to return the unmanned aerial vehicle 5 to the hangar. In other words, a certain amount of work time is required in conjunction with the takeoff and landing of the unmanned aerial vehicle 5.

[0048] Furthermore, the time required for the unmanned aerial vehicle 5 to return after takeoff is not necessarily as initially predicted. For example, the required time may increase or decrease depending on weather conditions (especially the effects of wind). The required time may also vary depending on the efficiency of the person unloading the transport object 6 at the destination 12. As a result, the return times of multiple unmanned aerial vehicles 5 may overlap, resulting in aircraft having to wait their turn to land.

[0049] A conventional technique for operating unmanned aerial vehicles (UAVs) 5 involves having aircraft waiting for their turn to land fly over takeoff and landing pads 4 at different altitudes and locations. However, in disaster areas, it can be difficult to secure airspace for such flights. Even outside disaster areas, it is just as difficult to secure airspace for such flights when transporting supplies over the "last mile" in densely populated residential areas. Therefore, the operations management computer 1100 performs congestion adjustment control on unmanned aircraft 5 returning to base and unmanned aircraft 5 landing at the destination, thereby avoiding return congestion, which is congestion when returning to the takeoff and landing site 4.

[0050] FIG. 3 is a diagram for explaining congestion adjustment control. The predicted arrival time T (T1, T2, ...) of each unmanned aerial vehicle 5 is plotted on the time axis. The predicted arrival time T is calculated based on the current flight position (latitude, longitude, altitude), flight speed, flight route set for the unmanned aerial vehicle 5, etc., which are sent one by one from each unmanned aerial vehicle 5.

[0051] The operation management computer 1100 calculates the return time difference ΔT between each predicted return time T within a predetermined control target selection time range Tx from the present and another predicted return time T that is closest in the future, and compares the return time difference ΔT with a predetermined reference value Ts.

[0052] The reference value Ts is determined based on the time required for workers at the takeoff and landing pad 4 to complete flight preparations for an unmanned aircraft 5 that is to be launched for a new flight, and the time required for cleaning up an unmanned aircraft 5 that is to end its flight.

[0053] Specifically, the required times for each of the following (1) to (5) can be combined for various anticipated situations, and the total can be calculated by adding the excess time to the total value. (1) The time required to transport the newly launched unmanned aerial vehicle 5 out of the hangar. (2) Time to install / replace battery 54 of unmanned aerial vehicle 5. (3) The time required to load the transport object 6 onto the unmanned aerial vehicle 5. (4) Inspection time for Unmanned Aerial Vehicle 5. (5) Time required for returning the returning unmanned aerial vehicle 5 to the hangar. At the very least, the reference value Ts is a time that includes at least (3) the time required to load the transport object 6 onto the unmanned aerial vehicle 5, and (4) the time required to inspect the unmanned aerial vehicle 5. More preferably, the reference value Ts is a time that includes at least (2) the time required to install / replace the battery 54 of the unmanned aerial vehicle 5, (3) the time required to load the transport object 6 onto the unmanned aerial vehicle 5, and (4) the time required to inspect the unmanned aerial vehicle 5.

[0054] If the return time difference ΔT does not meet the reference value Ts, the operation management computer 1100 determines that the congestion condition is met and delays the future predicted return time T of the two predicted return times T related to the return time difference ΔT.

[0055] 3, there are six predicted return times, T1 to T6, within the control target selection time range Tx, and when the return time differences ΔT12, ΔT23, ... are calculated for each, the return time differences ΔT34, ΔT45, ΔT56 are found to be less than the reference value Ts. In this example, the operations management computer 1100 delays the return times of three unmanned aerial vehicles 5, from predicted return time T4 to predicted return time T6, through congestion adjustment control.

[0056] The operations management computer 1100 delays the return of an unmanned aerial vehicle 5 that is returning (flying on the return route of the flight route) by slowing down the flight route while keeping it the same. Also, the operation management computer 1100 delays the return of an unmanned aerial vehicle 5 that is in a landing state to unload the transport object 6 at the transport destination by keeping it waiting while it is landed and delaying the start time of the return.

[0057] In the example of Fig. 3, the original predicted return time T4 is delayed to the predicted return time T4', the original predicted return time T5 is delayed to the predicted return time T5', and the original predicted return time T6 is delayed to the predicted return time T6'. Note that in the example of Fig. 3, the order of the delayed predicted return time T4' to the predicted return time T6' is delayed so as to maintain the original order, but the order may be delayed differently from the original order.

[0058] FIG. 4 is a diagram for explaining examples of programs and data stored in the operation management computer 1100 and examples of functions that the operation management computer 1100 has.

[0059] The operation management computer 1100 is realized by a personal computer, a tablet computer, or the like, and has a control board 1150. The control board 1150 is equipped with various microprocessors such as a CPU (Central Processing Unit) 1151, a GPU (Graphics Processing Unit), and a DSP (Digital Signal Processor), various IC memories 1152 such as VRAM, RAM, and ROM, and a communication module 1153. Note that some or all of the functions equipped on the control board 1150 may be realized by an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or an SoC (System on a Chip).

[0060] The communication module 1153 is a communication means that connects to the network 9 and performs wireless communication with each unmanned aerial vehicle 5. Depending on the configuration of the network 9, there may be multiple communication modules 1153.

[0061] The operations management computer 1100 stores in the IC memory 1152 an operations management program 501, operations management data 510 prepared for each unmanned aerial vehicle 5, and the current date and time 900. In addition, it stores various information provided by the flight plan providing server 1200, the 3D map information providing server 1202, and the weather information providing server 1204.

[0062] The operation management computer 1100 executes the operation management program 501 in the CPU 1151 to realize the function of the operation management processing unit 200pc.

[0063] The operation management processing unit 200pc executes various processes related to the operation management of the unmanned aerial vehicle 5. For example, it performs processes such as setting a flight plan, providing flight plan information to the unmanned aerial vehicle 5, and acquiring and providing various information from the flight plan providing server 1200, the 3D map information providing server 1202, and the weather information providing server 1204.

[0064] The operation management processing unit 200pc has the functions of a flight route setting unit 210, a prediction unit 212, a congestion adjustment control unit 214, a time range changing unit 216, and a timing unit 290.

[0065] The flight route setting unit 210 sets, for each unmanned aerial vehicle 5, a flight route for a round trip flight to the destination 12 associated with that unmanned aerial vehicle 5.

[0066] The prediction unit 212 repeatedly predicts the predicted arrival time of each unmanned aerial vehicle 5 to the transportation origin 14, which is the takeoff and landing field 4.

[0067] The congestion adjustment control unit 214 selects an unmanned aerial vehicle 5 that satisfies a predetermined congestion condition based on the context of the predicted return time as an airplane to be controlled. It also adjusts the return time of the airplane to be controlled by adjusting the flight time along the flight route of the airplane to be controlled, and instructs the airplane to fly based on the adjustment content.

[0068] In addition, when the congestion adjustment control unit 214 makes adjustments by changing the waiting time at the destination, it instructs the display unit 53 of the controlled aircraft to display that it is waiting while waiting at the destination.

[0069] The time range change unit 216 changes the time range (control target selection time range Tx; see Figure 3) for selecting unmanned aerial vehicles 5 that satisfy the congestion conditions as control target aircraft for congestion adjustment control, based on the number of unmanned aerial vehicles 5 whose predicted return times fall within the time range.

[0070] The timekeeping unit 290 uses the system clock to execute various processes relating to timekeeping, such as the current date and time 900, elapsed time, and timers.

[0071] 5, the operation management data 510 stores an aircraft-specific remote ID 512, flight plan information 520, flight status information 530, actual flight information 540, predicted arrival time 542, a deceleration target flag 544, and a waiting target flag 546. Of course, data other than these may also be stored as appropriate.

[0072] The flight plan information 520 includes a flight purpose 521, either search or transport, destination information 522, flight route information 523, planned destination arrival time 524, and planned return time 525. Of course, other information may also be included as appropriate.

[0073] Flight route information 523 is information described as a collection of information on multiple waypoints set on the flight route, and stores the multiple waypoint information in the order in which they are passed. One piece of waypoint information includes the position coordinates (latitude, longitude, altitude) of the waypoint and the time required to pass from takeoff to reaching the waypoint.

[0074] If the flight purpose is "transportation," the destination information 522 stores the location information of the transport destination 12 (see Figure 2), and if the flight purpose is "search," it stores one or more search airspace data of the disaster investigation flight airspace 10.

[0075] The flight status information 530 includes status information 531, current flight position 532 (latitude, longitude, altitude), current flight speed 533, current flight direction 534, remaining battery level 535, and flight time (elapsed time since takeoff) 536. Of course, other information may also be included as appropriate.

[0076] Status information 531 is one of a number of types including "waiting for departure," "in outbound flight," "arrived at transport destination," "ascending for return," "returning (in return flight)," "returning (to takeoff and landing site)," and "decelerating flight." "Arrived at transport destination" indicates the status from landing at transport destination 12 to the start of return flight.

[0077] The actual flight information 540 indicates the time difference of a delay / early arrival relative to the flight plan. Specifically, the actual flight information 540 may be the time difference between the flight time 536 and the time required to pass through the waypoint closest to the current flight position 532 among the multiple waypoints defined by the flight route information 523. The actual flight information 540 is updated whenever the flight status information 530 is updated. The actual flight information 540 may also include an average flight speed calculated from the distance flown up to now and the flight time 536.

[0078] The deceleration target flag 544 is set to identify the aircraft as an aircraft to be controlled by congestion adjustment control and to which "slow down" has been applied as the adjustment method.

[0079] The waiting target flag 546 is set to identify the aircraft as an aircraft to be controlled under congestion adjustment control and to which "waiting at destination" has been applied as the adjustment method.

[0080] FIG. 6 is a diagram for explaining examples of programs and data stored in unmanned aerial vehicle 5 and examples of functions that unmanned aerial vehicle 5 has.

[0081] The flight controller 60 of the unmanned aerial vehicle 5 includes a microcomputer 61, an IC memory 62, a propeller drive circuit 63, a positioning module 64, an IMU (Inertial Measurement Unit) 65, a first communication module 66, and a second communication module 67.

[0082] The microcomputer 61 is a control unit having a CPU that processes a predetermined program stored in the IC memory 62.

[0083] The propeller drive circuit 63 is a circuit section that controls the drive of the motor of the electric propeller, and includes, for example, a circuit for PWM (Pulse Width Modulation), an ESC (Electric Speed ​​Controller), a BEC (Battery Eliminator Circuit), and the like.

[0084] The positioning module 64 performs positioning based on signals from GNSS satellites 19 (see FIG. 1) and outputs positioning information. The positioning information includes latitude, longitude, altitude above ground, heading, ground speed, and time.

[0085] The first communication module 66 complies with the communication standard of the network 9 for communication connection with the operation management computer 1100. The second communication module 67 realizes communication between nearby devices 15 (see FIG. 1).

[0086] The unmanned aerial vehicle 5 stores in the IC memory 62 a flight control program 503, its own remote ID 560, its own flight plan information 562, its own flight status information 564, a waiting instruction flag 566, a designated return start time 568, a deceleration instruction flag 570, a target flight speed 572, and the current date and time 900. Of course, data other than these may also be stored as appropriate.

[0087] The unmanned aerial vehicle 5 realizes the function of the flight control unit 200 by executing and processing the flight control program 503 in the microcomputer 61. The flight control unit 200 realizes autonomous takeoff, flight, and landing along a flight route, collision avoidance during flight, etc. based on the positioning information. The flight control unit 200 has a flight plan information acquisition control unit 230, a flight status information management unit 232, a flight status information provision control unit 234, a mode control unit 236, and a timing unit 290.

[0088] The flight plan information acquisition control unit 230 performs control to receive and acquire flight plan information related to the aircraft itself from the operation management computer 1100 .

[0089] The flight status information management unit 232 manages the latest flight status information including the aircraft's status information and current flight position.

[0090] The flight status information provision control unit 234 controls the transmission and provision of flight status information of the aircraft itself to the operation management computer 1100.

[0091] The mode control unit 236 switches and applies the contents of flight control in accordance with the search / transport mode setting set for the aircraft.

[0092] The own aircraft flight plan information 562 is a copy of the flight plan information 520 (see FIG. 5) acquired from the operation management computer 1100 before the unmanned aircraft 5 takes off.

[0093] The aircraft's flight status information 564 stores information such as aircraft's status information, current flight position (latitude, longitude, altitude), current flight direction, current flight speed, remaining battery level, and battery consumption rate.

[0094] The initial status information is "waiting for departure", and after takeoff it automatically switches to "flying out", "arrived at destination" when landing at the destination, and "ascending for return" when taking off from the destination. In addition, the status information automatically switches to "returning (flying back)" when taking off from the destination and reaching the altitude of the flight route and starting horizontal movement, to "returning" when landing at takeoff and landing pad 4, and to "decelerating flight" when decelerating due to congestion adjustment control and returning.

[0095] The waiting instruction flag 566 is set when the aircraft itself is subject to congestion adjustment control and "waiting" in the landing state of the destination is applied as the congestion adjustment method. The initial value of the designated return start time 568 is a value indicating that it is not designated, but stores the designated time of departure from the destination designated by the operation management computer 1100 when congestion adjustment control is performed.

[0096] The deceleration instruction flag 570 is set when the aircraft itself becomes a target of congestion adjustment control and "deceleration during return" is applied as the congestion adjustment method. The initial value of the target flight speed 572 is a value indicating that it is not specified, but a value specified by the operation management computer 1100 when congestion adjustment control is performed is stored.

[0097] 7 is a flowchart for explaining the flow of operations management processing executed by the operations management computer 1100. The operations management computer 1100 accesses the flight plan providing server 1200, the 3D map information providing server 1202, and the weather information providing server 1204. It is assumed that the operations management computer 1100 periodically obtains the latest information, such as flight plan information for other aircraft, such as priority aircraft 17 (see FIG. 2), flying in the expected airspace in which the unmanned aerial vehicle 5 will be flown, 3D map information for the expected airspace, and weather information for the expected airspace.

[0098] A worker at the takeoff and landing pad 4 takes the unmanned aerial vehicle 5 to be flown next out of the hangar, and after completing various flight preparation tasks such as battery replacement, loading of the transport object 6, and pre-flight inspection, inputs a predetermined flight preparation completion operation into the operation management computer 1100. Note that the series of tasks performed by the worker may be automated.

[0099] When the flight preparation completion operation is input (YES in step S10), the operations management computer 1100 displays a predetermined input screen and accepts input of the flight-ready aircraft's remote ID, flight purpose, and destination information (step S12). Accordingly, the operations management computer 1100 creates and initializes the flight-ready aircraft's operations management data 510.

[0100] Next, the operations management computer 1100 formulates flight plan information 520 for achieving the flight objective using the input destination information, and reports it to the flight plan server 1200 based on the flight plan information 520 (step S14). When formulating the flight plan, the shortest route that does not interfere with time or space is searched for and set, avoiding the flight route of the priority aircraft 17 (see FIG. 2) and no-fly zones, and avoiding high-rise buildings.

[0101] Next, the operations management computer 1100 establishes communication with the flight-ready aircraft and begins acquiring flight status information 530 (step S16), and transmits flight plan information 520 and predetermined flight start instructions to the aircraft (step S18).

[0102] Next, the operations management computer 1100 executes loop A for each unmanned aerial vehicle 5 in flight (steps S30 to S36). In loop A, the operations management computer 1100 checks for temporal and spatial interference between the flight route (or flight airspace) of the latest priority aircraft 17 and the flight route of the unmanned aerial vehicle 5 being processed. That is, it checks whether the relative distance between their respective future positions at the same time in the future can maintain a predetermined safe distance. If the closest approach distance between the two is below a reference value, it determines that "interference has occurred," resets the flight route of the unmanned aerial vehicle 5 being processed so that the interference is eliminated, and transmits this to the unmanned aerial vehicle 5 being processed (step S32).

[0103] Next, the operations management computer 1100 predicts and updates the predicted arrival time 542 of the unmanned aerial vehicle 5 to be processed (step S34).

[0104] Since loop A is repeatedly executed for the unmanned aerial vehicle 5 in flight, the prediction of the predicted return time 542 is repeatedly executed and dynamically updated. The method for predicting the predicted arrival time 542 can be set as appropriate. For example, the operations management computer 1100 calculates the actual required time by multiplying the remaining required time, which is calculated by dividing the remaining distance of the flight route by a predetermined cruising speed, by the delay rate / early arrival rate for the flight plan based on the actual flight information 540. The actual required time is increased for sections of the remaining flight route where headwinds are expected based on weather information, and decreased for sections where tailwinds are expected. The corrected actual required time may then be added to the current date and time 900 to determine the predicted arrival time 542.

[0105] After executing Loop A for all unmanned aerial vehicles 5 in flight, the operations management computer 1100 next searches for aircraft to be controlled whose predicted arrival times 542 are within the initial control target selection time range Tx from the current date and time 900 (step S40). Then, it determines whether the number of aircraft to be controlled found satisfies predetermined change requirements (step S42).

[0106] Satisfying the change requirement means that the degree of congestion is extremely high. Specifically, the operations management computer 1100 determines that the change requirement is satisfied when the density of control-target aircraft per hour during the control target selection time range Tx reaches a reference value.

[0107] When the degree of congestion is extremely high, it may not be possible to adjust the congestion by simply slowing down the aircraft selected from the initial control target selection time range Tx. Therefore, the control target selection time range Tx is changed to be wider than the initial value so that more aircraft with the status "arrived at destination" are included in the control target aircraft (step S44).

[0108] Then, if the number of aircraft to be controlled no longer satisfies the change requirement (NO in step S42), the operations management computer 1100 executes congestion adjustment processing for the aircraft to be controlled (step S46).

[0109] FIG. 8 is a flowchart illustrating the flow of the congestion adjustment process. In the congestion adjustment process, the operations management computer 1100 executes loop B for each aircraft to be controlled in order of the earliest predicted arrival time 542 (steps S50 to S90).

[0110] In loop B, the operations management computer 1100 calculates the return time difference ΔT between the predicted return time 542 of the processing target aircraft and the predicted return time 542 of the unmanned aerial vehicle 5 (hereinafter referred to as the ``next aircraft'') whose predicted return order is next to the processing target aircraft (step S52).

[0111] If the difference in return time ΔT is less than the reference value Ts (YES in step S54), the status information 531 of the next arrival aircraft is referred to.

[0112] If the status of the next aircraft is "returning" (YES in step S56), the operation management computer 1100 initially sets the target flight speed of the next aircraft at which the return time difference ΔT may exceed the reference value Ts (step S60).

[0113] Next, the operations management computer 1100 sets the first set target speed as a second setting by correcting the speed increase / deceleration in consideration of the actual flight information 540 (step S62).Then, the operations management computer 1100 sends a deceleration command together with the target flight speed to the next arriving aircraft (step S64), changes the predicted arrival time 542 of the next arriving aircraft (step S88), and ends Loop B (step S90).

[0114] If the status of the next aircraft is "climbing for return" (YES in step S70), the operations management computer 1100 sends a re-landing instruction to the next aircraft (step S72) and calculates the designated return start time at which the return time difference ΔT may exceed the reference value Ts (step S74).

[0115] Next, the operations management computer 1100 transmits the designated return start time and a waiting instruction to the next arriving aircraft (step S76), changes the predicted arrival time 542 of the next arriving aircraft (step S88), and ends loop B (step S90).

[0116] If the status of the next arrival aircraft is "arrived at destination" (YES in step S73), steps S76 to S88 are executed, and loop B is ended (step S90).

[0117] If the status of the next arriving aircraft is not "returning," "ascending for return," or "arrived at destination" (NO in step S73), the operations management computer 1100 exits loop B (step S90).

[0118] Once loop B has been executed for all unmanned aerial vehicles 5 that are the aircraft to be controlled, the operations management computer 1100 ends the congestion adjustment process.

[0119] Returning to FIG. 7, if there is a next returning device (YES in step S100), the operations management computer 1100 discards or invalidates the operations management data 510 of that device (step S102).

[0120] FIG. 9 is a flowchart for explaining the flow of processing in the unmanned aerial vehicle 5. When the unmanned aerial vehicle 5 is started, it starts automatically updating its own flight status information 564, and when communication with the operation management computer 1100 is established, it starts control to periodically transmit the latest own flight status information 564 to the operation management computer 1100 (step S200). In conjunction with this, it may also start transmitting video data captured by the video camera 51.

[0121] When the unmanned aerial vehicle 5 receives flight plan information and a flight start instruction from the operations management computer 1100 (step S202), it saves the received flight plan information as its own flight plan information 562 (step S206) and begins automatic flight (step S206).

[0122] An unmanned aircraft 5 whose flight purpose indicated by the aircraft's flight plan information 562 is "search" will, as an unmanned aircraft 5 in search mode, begin automatic flight to the first airspace among the search airspace data set as destination information in the aircraft's flight plan information 562.

[0123] An unmanned aircraft 5 whose flight purpose is "transport" begins automatic flight as an unmanned aircraft 5 in transport mode toward a specific location set as the destination information in the aircraft's flight plan information 562.

[0124] Then, if the flight purpose of the unmanned aerial vehicle indicated by the own aircraft flight plan information 562 is "search", the unmanned aerial vehicle 5 starts search mode processing (step S212).If the flight purpose of the unmanned aerial vehicle indicated by the own aircraft flight plan information 562 is "transport", the unmanned aerial vehicle 5 starts transport mode processing (step S214).

[0125] FIG. 10 is a flowchart illustrating the flow of the search mode process. When an unmanned aircraft 5 in search mode first arrives at the search airspace to which it is being transported (YES in step S220), it begins a search flight and starts transmitting video data captured by the video camera 51 to the operation management computer 1100 (step S222).

[0126] When the search flight of the search airspace is completed (YES in step S230), the unmanned aerial vehicle 5 determines whether an additional search start condition is met (step S232). The additional search start condition is determined to be positive if, for example, the remaining battery charge is equal to or greater than a predetermined reference value for enabling additional search.

[0127] If the additional search start condition is not met (NO in step S232), the unmanned aerial vehicle 5 starts a return flight to the takeoff and landing field 4 (step S238). If the conditions for starting additional search are met (YES in step S232), and if there is unsearched search airspace data as destination information in the unmanned aircraft flight plan information 562 (YES in step S234), the unmanned aircraft 5 moves toward the unsearched airspace (step S238).

[0128] When the unmanned aerial vehicle 5 receives the target flight speed and deceleration instruction from the operation management computer 1100 (YES in step S250), it decelerates to the received target flight speed and continues the return flight (step S252).

[0129] When the aircraft lands at the takeoff and landing pad 4 (YES in step S254), the propellers are stopped and a return signal is sent to the operation control computer 1100 (step S256), and the series of processes is terminated.

[0130] FIG. 11 is a flowchart for explaining the flow of the transportation mode process. When the unmanned aerial vehicle 5 in transport mode arrives above the destination (YES in step S270), it descends vertically, lands, and stops its propellers (step S272). At this point, the unmanned aerial vehicle 5 sets the status of its own aircraft flight status information 564 to "arrived at destination."

[0131] When the unmanned aircraft 5 receives a designated return start time and a waiting instruction from the operations management computer 1100 while its status is "arrived at destination" (YES in step S276), the unmanned aircraft 5 enters a waiting state in a landing state at the destination (step S282).

[0132] Unmanned aerial vehicle 5, which is waiting in a landing state, starts displaying a notification that it is waiting to depart on display unit 53 (see FIG. 2) (step S284).

[0133] Then, when the designated return start time 568 arrives (YES in step S286), the waiting unmanned aerial vehicle 5 ends the notification display on the display unit 53 (step S288), starts the propellers, and begins vertical takeoff and landing up to the altitude of the flight route (step S290). Accordingly, the status of the unmanned aerial vehicle 5 changes to "ascending for return."

[0134] If, during vertical ascent and before reaching the specified altitude, a re-landing instruction, a designated return start time, and a standby instruction are received from operation control computer 1100 (NO in step S292 → YES in step S294), the aircraft lands again at the destination and stops the propellers (step S296).Then, while again displaying a notification on display unit 53, the aircraft waits for the designated return start time, and begins vertical ascent when the designated return start time arrives (steps S282 to S290).

[0135] If the unmanned aerial vehicle 5 ascends vertically to the specified altitude for the flight route without receiving a re-landing command (YES in step S292), the unmanned aerial vehicle 5 starts a return flight (step S298).

[0136] When the unmanned aircraft 5 receives a deceleration command and a target flight speed from the operations management computer 1100 during the return flight (YES in step S300), it continues the return flight while maintaining the flight route while slowing down to the target flight speed (step S302).

[0137] Then, when the aircraft lands at the takeoff and landing pad 4 (YES in step S304), the propellers are stopped and a return signal is transmitted to the operation control computer 1100 (step S306), and the series of processes is terminated.

[0138] As described above, according to this embodiment, in a situation where congestion is predicted for the return of unmanned aerial vehicles 5, it is possible to prevent congestion by adjusting and instructing the flight time of the controlled aircraft and shifting the timing of return. Therefore, when operating a number of unmanned aerial vehicles 5 that exceeds the number of simultaneous takeoffs and landings at the takeoff and landing pad 4, it becomes possible to operate the takeoff and landing pad 4 dynamically and efficiently.

[0139] [Modification] Although the embodiments to which the present invention is applied have been described, the forms to which the present invention can be applied are not limited to the above-described embodiments, and constituent elements can be added, omitted, or modified as appropriate.

[0140] (Variation 1) For example, although the unmanned aerial vehicle 5 is exemplified as a drone capable of vertical takeoff and landing, it may also be an unmanned aerial vehicle with fixed wings.

[0141] (Variation 2) In the above embodiment, examples of usage of the unmanned aircraft operation system 3 include disaster surveys in disaster-stricken areas and transportation of transport objects 6. However, as shown in Figure 12, the unmanned aircraft operation system 3 may also be applied to "last mile" transportation, with a delivery base for home delivery services, etc., serving as a takeoff and landing point 4B.

[0142] (Variation 3) In the above embodiment, an example was shown in which the return time was delayed from the originally scheduled time to avoid congestion on the return to the takeoff and landing site 4, but the congestion adjustment control may also include setting the flight speed of the unmanned aircraft 5 to a speed faster than a predetermined cruising flight speed.

[0143] For example, the operation management computer 1100 may execute a speed increase instruction process as shown in FIG. 13 prior to step S52 (see FIG. 8) of the congestion adjustment process.

[0144] In the speed increase instruction processing, if there is a first-arrival aircraft that is one aircraft ahead of the unmanned aircraft 5 being processed in loop A (YES in step S400), the operations management computer 1100 calculates the previous return time difference ΔTf between the predicted return time 542 of the unmanned aircraft 5 being processed and the predicted return time 542 of the first-arrival aircraft (step S402).

[0145] If there is no first-arrival aircraft, for example, because the arrival order of the aircraft searched for as the target aircraft is "1" (NO in step S400), the operation management computer 1100 calculates the time difference from the current date and time 900 to the predicted arrival time T of the target aircraft as the previous arrival time difference ΔTf (step S404).

[0146] Next, the operations management computer 1100 calculates the later arrival time difference ΔTr between the predicted arrival time 542 of the unmanned aerial vehicle 5 to be processed in loop A and the predicted arrival time 542 of the next aircraft in the arrival order (step S410).

[0147] Next, the operations management computer 1100 determines whether there is room to increase the current flight speed of the unmanned aerial vehicle 5 that is the processing target of loop A (step S412). If the aircraft's flight status information 564 (see FIG. 6) includes the load status of the electric propeller and throttle information, the presence or absence of room may be determined based on the load status and throttle information.

[0148] If there is room for speeding up (YES in step S412), the operations management computer 1100 further determines whether the following condition is met: "late return time difference ΔT<reference value Ts" (step S414). If this condition is met (YES in step S414), the operations management computer 1100 further determines whether the following condition is met: "late return time difference ΔTf-(reference value Ts-late return time difference ΔTr)≧reference value Ts" (step S416). In other words, it determines whether there is room to reduce the early return time difference ΔTf by the amount of time required to make the late return time difference ΔTr equal to or greater than the reference value Ts.

[0149] If there is sufficient margin in the previous return time difference ΔTf (YES in step S416), the operations management computer 1100 sends an instruction to increase speed to the aircraft to be processed (step S420) and updates the predicted return time 542 under conditions that apply the increased flight speed (step S422).

[0150] On the other hand, the unmanned aerial vehicle 5 in this configuration includes a speed increase execution process corresponding to the speed increase instruction process in the search mode process (step S212; FIG. 9) or the transport mode process (step S214; FIG. 9).

[0151] In the speed increase execution process, if the unmanned aircraft 5 receives an acceleration instruction during return flight (YES in step S430), for example, as shown in Figure 14, it will fly along the same flight route at a speed accelerated from cruising speed (step S432).

[0152] In the example of Figure 3, if the aircraft with the predicted return time T3 is the target aircraft for loop A, an acceleration command is issued. The predicted return time T3 is advanced, resulting in a return time difference ΔT 34 ' is the return time difference ΔT 34 This will prevent congestion between the aircraft with predicted arrival time T3 and the aircraft with predicted arrival time T4.

[0153] (Variation 4) In the above embodiment, the aircraft to be controlled by congestion adjustment control was selected based on the predicted arrival time (see step S40 in Figures 3 and 7), but it may also be selected based on the distance from the takeoff and landing pad 4 (transportation starting point 14).

[0154] 15, the operation management computer 1100C of this modified example executes the operation management program 501C, which causes the congestion adjustment control unit 214 to select an unmanned aerial vehicle 5 that is returning within a predetermined distance from the transportation origin 14 and satisfies the congestion condition as an aircraft to be controlled by congestion adjustment control.

[0155] The operation management computer 1100C also includes a distance range change unit 218. The distance range change unit 218 changes the distance range (control object selection distance range Dx) based on the number of unmanned aerial vehicles 5 whose flight positions are within the distance range.

[0156] FIG. 16 is a flowchart for explaining the flow of an operations management process C executed by an operations management computer 1100C in this modified example. The operations management process C basically has the same flow as the operations management process of the above embodiment. However, instead of step S40, the operations management computer 1100C references the current flight position 532 (see FIG. 5) of aircraft whose status corresponds to "arrived at destination," "ascending for return," or "returning," and calculates the distance from the takeoff and landing field 4 of each of those aircraft. Then, an aircraft whose distance falls within the control target selection distance range Dx (initial value) is selected as the aircraft to be controlled (steps S40C to S42). If step S42 is negative, the process proceeds to step S46, as in the above embodiment.

[0157] In transportation under weather conditions where wind speed and direction are prone to change, the accuracy of the predicted arrival time 542 decreases. In such cases, the effectiveness of congestion adjustment control can be increased by selecting an aircraft to be controlled based on the current flight position 532 instead of the predicted arrival time 542.

[0158] In this sense, it is also possible to incorporate the configuration of this modified example into the above embodiment. Specifically, before step S40 of the operation management process (see FIG. 7) of the above embodiment, a step of determining whether predetermined bad weather conditions are met based on meteorological information is added. If the bad weather conditions are met, the operation management computer 1100 executes a flow including steps S40, S42, and S44. If not, the flow may branch to a flow including steps S40C, S42, and S44C, as in this modified example.

[0159] (Variation 5) When adjusting the return time of the controlled aircraft, the congestion adjustment control unit 214 may verify in advance that there will be no interference on the flight route by estimating the future flight path of other unmanned aircraft 5.

[0160] For example, in step S62 of the congestion adjustment process (see FIG. 8), verification is performed to determine whether the future position of the controlled aircraft, which is assumed to fly at the revised target flight speed, and the future position of another unmanned aircraft 5 whose flight route intersects are within a predetermined distance. If interference occurs, the target flight speed may be changed and verification may be performed again. [Explanation of symbols]

[0161] 3. Unmanned Aerial Vehicle Operation System 4...Tank 5...Unmanned aerial vehicle 6. Transportation items 8. Transportation Systems 12...Destination 14…Transportation starting point 51...Video camera 52...Transport rack 53…Display section 200pc...Operation management processing section 210...Flight route setting unit 212…Prediction Department 214...Congestion control unit 216...Time range change section 218...Distance range change unit 501...Operations Management Program 510...Operational management data 520...Flight plan information 522...Destination information 523...Flight route information 530...Flight status information 540...Actual flight information 542…Predicted return time 544...Deceleration target flag 546...Waiting flag 1100...Operations management computer 1102...Transportation control system

Claims

1. A transportation control system that controls a plurality of unmanned aerial vehicles to fly back and forth from a predetermined transportation origin in sequence, thereby transporting a given transportation object to be transported to each given transportation destination by the unmanned aerial vehicles, communication means for wirelessly communicating with each of the unmanned aerial vehicles; a flight route setting means for setting, for each of the unmanned aerial vehicles, a flight route for a round trip flight to the transport destination associated with the unmanned aerial vehicle; a prediction means for repeatedly predicting a predicted return time of each of the unmanned aerial vehicles to the transportation origin; a congestion adjustment control means for selecting the unmanned aircraft that satisfies predetermined congestion conditions based on the context of the predicted return time as an aircraft to be controlled, adjusting the flight time of the controlled aircraft along the flight route to adjust the return time of the controlled aircraft, and instructing the controlled aircraft to fly based on the adjustment content; A transportation control system comprising:

2. the congestion condition is a time condition including at least a time required to load the transportation object onto the unmanned aerial vehicle and a time required to inspect the unmanned aerial vehicle, the congestion adjustment control means searches for the unmanned aerial vehicle that satisfies the congestion condition based on a time difference before and after the predicted return time. The transportation control system of claim 1 .

3. the congestion adjustment control means selects, as the control target aircraft, the unmanned aerial vehicle whose predicted return time is within a predetermined time range and which satisfies the congestion condition; The transportation control system of claim 1 .

4. a time range changing means for changing the time range based on the number of unmanned aerial vehicles whose predicted arrival times fall within the time range; The transportation control system of claim 3 further comprising:

5. The congestion adjustment control means selects, as the control target aircraft, the unmanned aerial vehicle that is returning within a predetermined distance range from the transportation origin and satisfies the congestion condition. The transportation control system of claim 1 .

6. a distance range changing means for changing the distance range based on the number of unmanned aerial vehicles whose flight positions are within the distance range; The transportation control system of claim 5 further comprising:

7. the congestion adjustment control means performs the adjustment by changing the flight speed of the control target aircraft. A transportation control system according to any one of claims 1 to 6.

8. the congestion adjustment control means performs the adjustment by changing a waiting time of the controlled aircraft at the transport destination. A transportation control system according to any one of claims 1 to 6.

9. the controlled aircraft is equipped with a display unit, When the congestion adjustment control means performs the adjustment by changing the waiting time at the transport destination, the congestion adjustment control means instructs the display unit of the controlled aircraft to display a message indicating that the aircraft is waiting while waiting at the transport destination. The transportation control system of claim 8 .

10. when the flight has arrived at the destination, the prediction means updates the predicted arrival time using at least actual flight information of the outbound flight. A transportation control system according to any one of claims 1 to 6.

11. A transportation control method for controlling a plurality of unmanned aerial vehicles to fly back and forth in sequence from a predetermined transportation origin, thereby transporting a given transportation object to each given transportation destination by the unmanned aerial vehicles, communicating wirelessly with each of the unmanned aerial vehicles; Setting a flight route for each of the unmanned aerial vehicles to and from the transport destination; Repeatedly predicting a predicted return time to the transportation origin for each of the unmanned aerial vehicles; Selecting the unmanned aircraft that satisfies a predetermined congestion condition based on the context of the predicted return time as an aircraft to be controlled, adjusting the flight time of the controlled aircraft along the flight route to adjust the return time of the controlled aircraft, and instructing the controlled aircraft to fly based on the adjustment content; A transportation control method comprising:

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