Control Devices

Abstract

To provide a system capable of safely and efficiently approaching a single takeoff and landing field for a plurality of flying objects when the flying objects approach one takeoff and landing field.SOLUTION: A control device 120 of the present invention is a control device that manages takeoff and landing of a plurality of flying objects, and comprises: a flying object position management unit 221 that generates a flight plan for sequentially landing the plurality of flying objects on a takeoff and landing field 130; and a communication unit 220 that transmits the flight plan to the plurality of flying objects. Then, the flying object position management unit 221 is featured in that the flying object position management unit levitates the plurality of flying objects over the takeoff and landing field, and causes an upper flying object to wait at a longer horizontal distance from the takeoff and landing field than a lower flying object, and at different vertical positions relative to each other.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a control device that manages the takeoff and landing of, for example, a plurality of vertical takeoff and landing aircraft. [Background technology]

[0002] Recently, a system has been proposed to transport luggage to a destination using unmanned aerial vehicles called drones that take off and land vertically to the landing surface. Multi-rotor drones with multiple rotor blades are commonly used for these drones.

[0003] This drone transportation system inputs data representing the drone's planned flight path on the horizontal surface, obtains height reference values ​​representing the elevation of the surface below each of multiple positions on the planned flight path, and adds the flight altitude corresponding to that position to the height reference value, using this value as altitude data for the planned flight path, thereby enabling the drone to fly along the planned flight path without colliding with obstacles.

[0004] In such a drone-based transport system, it is important that many drones can efficiently arrive at and land at their destinations. For this reason, a method described in Patent Document 1, for example, has been proposed as a drone landing control device. Patent Document 1 discloses a flight management system that manages reservations for each takeoff and landing field where autonomous drones take off and land, and manages the flight plans and flight positions of multiple drones that fly autonomously between takeoff and landing fields. When multiple drones use a takeoff and landing field jointly, the system realizes multiple drones approaching one takeoff and landing field by managing reservations for the takeoff and landing field. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] WO2018 / 155700 Summary of the Invention [Problem to be solved by the invention]

[0006] Incidentally, the method described in Patent Document 1 directly approaches the position of the reserved takeoff and landing field, so that if the takeoff and landing port is occupied by another drone, the drone will be guided to another takeoff and landing field. However, if there are not enough other takeoff and landing fields for the number of approaching drones, it is possible to wait in the air around the field. In such a case, the waiting position of each drone must not only avoid collision with other drones, but also avoid being affected by air currents generated by each drone. In this case, if there are a large number of drones that are densely packed into one port, for example, when a drone waits in the sky for an available takeoff and landing port, if the waiting position is determined in a disorderly manner taking into account only the influence of air currents generated by drones nearby the drone while waiting, problems such as not being able to secure sufficient movement space for other drones to land will arise.

[0007] In view of the above problems, an object of the present invention is to provide a control device that allows multiple vertical take-off and landing aircraft to take off and land safely and efficiently at an airfield.

[0008] Although this cargo transport vehicle is unmanned, development is underway to expand it to a manned vehicle in the future. Therefore, the present invention proposes a control device that can be applied not only to unmanned vehicles but also to manned vehicles. In addition, the vehicle is not limited to a multi-rotor type, and other autonomously flying vehicles are also included. [Means for solving the problem]

[0009] The present invention is a control device that manages the takeoff and landing of a plurality of vertical take-off and landing aircraft, and comprises an aircraft position management unit that generates a flight plan for landing the plurality of vertical take-off and landing aircraft sequentially at an airfield, and a communication unit that transmits the flight plan to the plurality of vertical take-off and landing aircraft, wherein the aircraft position management unit levitates the plurality of vertical take-off and landing aircraft above the airfield, and causes the plurality of vertical take-off and landing aircraft to wait at vertically different positions from each other, with upper vertical take-off and landing aircraft at a position where they are further horizontally away from the airfield than lower vertical take-off and landing aircraft. Effect of the Invention

[0010] According to the present invention, multiple flying vehicles can take off and land safely and efficiently.

[0011] Further features related to the present invention will become apparent from the description of the present specification and the accompanying drawings. In addition, the problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0012] [Figure 1] FIG. 2 is an explanatory diagram outlining an outline of an aircraft, an airfield, and a control device. [Diagram 2] 1 is a block diagram showing the configuration of a flight management system to which a control device of the present invention is applied. [Diagram 3] 3 is a flowchart showing a control flow for explaining an operation mode of the aircraft control device shown in FIG. 2. [Figure 4] 3 is a flowchart showing a control flow for explaining setting of a route and an exclusive area in the control device shown in FIG. 2. [Diagram 5] FIG. 2 is an explanatory diagram for explaining an example of a blocked waiting area. [Figure 6] FIG. 2 is an explanatory diagram for explaining an example of a blocked waiting area. [Figure 7] FIG. 2 is an explanatory diagram for explaining an example of a blocked waiting area. [Figure 8]FIG. 2 is an explanatory diagram for explaining an example of a takeoff route. [Figure 9] FIG. 2 is an explanatory diagram for explaining an example of a route for departure during landing. [Figure 10] FIG. 2 is an explanatory diagram for explaining an example of a route for departure during landing. [Figure 11] FIG. 2 is an explanatory diagram for explaining an example of a route for an emergency landing. [Figure 12] FIG. 2 is an explanatory diagram for explaining an example of a route for an emergency landing. [Figure 13] FIG. 11 is an explanatory diagram for explaining an example of a transition of a blocked waiting area. [Figure 14] 3 is a flowchart showing a control flow of an exclusive area setting unit in the control device shown in FIG. 2. [Figure 15] FIG. 2 is an explanatory diagram for explaining an example of an open waiting area. [Figure 16] FIG. 2 is an explanatory diagram for explaining an example of an open waiting area. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to the following embodiment, and various modifications and application examples within the technical concept of the present invention are also included within its scope.

[0014] [First embodiment] FIG. 1 shows a schematic configuration of a system including an aircraft 100, a control device 120, and an airfield 130 used in the present invention.

[0015] The flight management system in this embodiment includes a plurality of vertical take-off and landing aircraft (hereinafter, aircraft) and a control device 120 that manages the flight of the plurality of aircraft 100. The aircraft 100 can take off from an airfield (parking position) 130 at a departure point, fly to a destination along a route, and land at the airfield 130 at the destination, based on instructions from the control device 120, for example. The aircraft 100 has, for example, four blade rotors 102 provided at symmetrical positions on a rectangular housing body 101, and each blade rotor 102 is driven by an electric motor (not shown), and can rise and fall vertically, fly in the sky, or levitate at the same position in the sky. The aircraft in this embodiment is not limited to this, and in short, it can be an aircraft that can take off and land vertically.

[0016] The housing body 101 of the flying object 100 is provided with an flying object control device 103 including a position and attitude sensor, and further provided with a communication device 104 for communicating the position of the flying object 100 and information on the route it will take with the control device 120. The communication device 104 also functions as a receiving unit for receiving a flight plan from the control device 120. A well-known GNSS sensor and an inertial measurement unit are mounted to detect the position and attitude of the housing body 101. The flying object control device 103 uses a value obtained by adding a flight altitude corresponding to the flight position to a height reference value from route information representing the flight plan route of the flying object 100 on the horizontal plane and a height reference value representing the altitude of the ground surface below each of a plurality of positions on the flight plan route as altitude information for the flight plan route, thereby controlling the flying object 100 so that it can fly the flight plan route without colliding with other flying objects and obstacles.

[0017] The control device 120 instructs the flight paths of the multiple flying bodies 100 and manages takeoff and landing at the takeoff and landing field 130. For example, the control device 120 levitates the multiple flying bodies 100 in the air above the takeoff and landing field 130 and has them land sequentially at the takeoff and landing field 130. At that time, the control device 120 places the multiple flying bodies 100 at positions separated from each other so that the aircraft attitude does not become unstable due to the influence of air currents between the flying bodies 100. Specifically, the control device 120 waits at positions different from each other in the vertical direction, and the upper flying bodies 100 are placed at positions that are farther away from the takeoff and landing field 130 in the horizontal direction than the lower flying bodies 100.

[0018] Although the control device 120 is shown as being separate from the takeoff and landing field 130 in Fig. 1, they may be integrated. Also, although only one takeoff and landing field 130 is shown in Fig. 1, there may be multiple takeoff and landing fields 130. However, the control device 120 is assumed to instruct the route of the flying object 100 approaching at least one takeoff and landing field 130, and multiple control devices 120 are not assumed to instruct the flying object 100 on multiple routes.

[0019] Next, the takeoff and landing system of the present invention will be described with reference to FIG. A representative aircraft configuration is shown as aircraft 201, and a plurality of aircraft are shown as aircraft 202. The configuration of aircraft 202 is almost the same as aircraft 201, and is omitted from FIG.

[0020] Position and attitude information detected by the position and attitude sensor 210 is input to the communication device 104, the exclusive status management unit 211, the operation status management unit 212, and a target position and attitude generation unit 214 of the position and attitude control unit 213. Here, the position and attitude information represents the position and inclination of the flying object 201 in the global coordinate system. The position and attitude sensor 210 detects the position of the flying object 201 and parameters around the rotation axis of the flying object 201, such as the "yaw," "roll," and "pitch" of the flying object 201.

[0021] The communication device 104 outputs to the control device 120 information on the position and attitude of the flying object 201 detected by the position and attitude sensor 210 and information on the operating status of the flying object 201 managed by the operating status management unit 212, while inputting takeoff and landing management information distributed from the control device 120 to the map database 215, and further inputs information on the exclusive area of ​​the aircraft assigned by the control device 120 to the exclusive status management unit 211.

[0022] The exclusive status management unit 211 calculates the position of the aircraft 201 within the exclusive area given to the aircraft by the control device 120, and outputs the distance until the aircraft deviates from the exclusive area to the operation status management unit 212.

[0023] The distance until departure from the exclusive area set by the exclusive use state management unit 211, route information from the map database 215, and position and attitude information from the position and attitude sensor 210 are input to the operation state management unit 212. Based on this information, the operation state management unit 212 manages the operation state of the flying object 201. Here, the operation state (mode) managed is one of five operation states: "landing mode", "takeoff mode", "cruise mode", "approach mode", and "standby mode".

[0024] In the "landing mode" and "takeoff mode", the flying object 201 moves vertically and rotates around the takeoff and landing site, and in the "cruise mode", it moves along a flight plan route according to the map database 215. In the "approach mode", it moves along a flight plan route stored in the map database 215 for moving to a specified point (for example, a landing site) and within its own exclusive area given by the exclusive status management unit 211. In the "standby mode", it has a function for managing the operation state of hovering (stopped flight) without moving in a specified waiting area, or moving and flying along a linearly set waiting area. The "standby mode" is fundamentally different from operations such as temporary stops that occur during normal movement, and in the "standby mode", it moves to a specified position and waits at that position.

[0025] The position and attitude control unit 213 receives as input operation state management information from the operation state management unit 212, map information from the map database 215, and position and attitude information from the position and attitude sensor 210. Furthermore, the position and attitude control unit 213 generates target position and attitude information by a target position and attitude generation unit 214. This target position and attitude information is input to a tracking control unit 216. The tracking control unit 216 has a function of autonomously operating the flying object 201 in accordance with any one of "landing mode," "takeoff mode," "cruise mode," "approach mode," or "standby mode" selected based on the target position and attitude information.

[0026] The above are the main functional elements of the aircraft control device 103, which are basically operated by executing a control program of a microcomputer mounted on the aircraft 201. As is well known, a microcomputer is composed of a central processing unit (CPU) that executes calculations, a non-volatile memory (ROM) that stores the control program, a volatile memory (RAM) that stores the results of calculations, an input / output circuit that inputs sensor signals and outputs drive signals, etc.

[0027] Next, the configuration and functions of the control device 120 will be described. The control device 120 includes a communication device (communication unit) 220 that receives the position, attitude, and operation status from each flying object and distributes the route and exclusive area to each flying object. The position and operation status of each flying object obtained from the communication device 220 are input to the flying object position management unit 221, which manages the positions of all flying objects controlled by the control device 120 and the positions of flying objects that have become new ones to be managed. The route and mode change unit 222 judges whether or not it is necessary to change the route to the takeoff and landing field 130 that is stored in advance based on the positions and attitude status of all flying objects. If a change is necessary, a new route is set, and information on the new route is output to the exclusive area setting unit 223 and the communication device 220, and is transmitted from the communication device 220 to each flying object. The exclusive area setting unit 223 assigns an exclusive area to each flying object according to the position of each flying object obtained from the flying object position management unit 221 and the route obtained from the route and mode change unit 222, and outputs the assigned exclusive area to the communication device 220.

[0028] The above is a general processing flow of the takeoff and landing system. The control flow of the flying object 201 and the control device 120 will be explained below. First, the control flow of the main functional elements in the aircraft control device 103 will be described.

[0029] [Operation mode setting control flow] First, FIG. 3 shows a control flow of the flying object control device 103 in the takeoff and landing system of the present invention, which sets the operation mode of the flying object 201.

[0030] <Step S301> In step S301, current position and orientation information is obtained. This position and orientation information can be obtained from the position and orientation sensor 210. Once the current position and orientation information has been obtained, the process proceeds to step S302.

[0031] <Step S302> In step S302, the operation state currently set by the operation state management unit 212 is acquired in order to determine which operation state (the above-mentioned five operation modes) the current flight state of the flying object 201 is in. When the current operation state is acquired, the process proceeds to step S303.

[0032] <Step S303> In step S303, it is determined whether the operating state obtained from the operating state management unit 33 is the "cruising mode". In this determination step, the determination is made based on the operating state information successively sent from the operating state management unit 212. If it is determined in this determination step that the operating state is the "cruising mode", the process proceeds to step S304, and if it is determined that the operating state is not the "cruising mode", the process proceeds to step S305.

[0033] <Step S304> In step S304, the current position and attitude acquired in step S301 are matched with map information from map database 215, and target position and attitude information is set. In this state, if the following control steps S305, S309, and S311 return "no," the process proceeds to step S313, where flying body 201 is controlled according to the target position and attitude information. As a result, flying body 201 heads for the destination in "cruise mode."

[0034] <Step S305> After executing the control steps of steps S303 and S304, in this step S305, it is determined whether the operation state acquired from the operation state management unit 212 is "approach mode". If it is determined in this determination step that it is in the "approach mode", the process proceeds to step S306, and if it is determined that it is not in the "approach mode", the process proceeds to step S309.

[0035] <Step S306> Since the "approach mode" is determined in step S305, in step S306 it is determined whether or not route information and an exclusive area have been assigned to the flying object 201 by the control device 120. The presence or absence of route information can be determined by searching the map database 215, and the assignment of an exclusive area can be determined by input to the exclusive status management unit 211. If it is determined in step S306 that route information and an exclusive area have been assigned by the control device 120, the process proceeds to step S307, and if it is determined that no landing point has been output, the process proceeds to step S308.

[0036] An exclusive area represents the range within which an aircraft can move along a pre-existing route, and this exclusive area is given to all aircraft so that it does not interfere with the exclusive areas of other aircraft, thereby controlling the aircraft so that no other aircraft are present within the exclusive area given to a certain aircraft.

[0037] <Step S307> In step S307, since it has been determined in step S306 that an exclusive area has been set, the target position and attitude information set in step S304 is reset to the target position of a new route within the given exclusive area. In this state, if the following control steps S309 and S311 are determined to be "no," the process proceeds to step S313, where control is executed to move the flying object 201 toward the target position along the route according to the target position information. As a result, the flying object 201 moves in "approach mode" along the route instructed by the control device 120 toward the airfield 130, which is the landing point.

[0038] <Step S308> On the other hand, in step S308, since it is determined in step S306 that no route information and exclusive area have been output (no), the operation status in the operation status management unit 212 is set to "standby mode" in order to maintain the target position / attitude information at the standby position instructed by the control device 120.

[0039] <Step S309> In step S309, it is determined whether the operating state obtained from operating state management unit 212 is "standby mode". If it is determined in this determination step that it is "standby mode", the process proceeds to step S310, and if it is determined that it is not "standby mode", the process proceeds to step S311.

[0040] <Step S310> In step S310, since the flying object 201 has arrived at the landing point and is set to "standby mode", the position and attitude information instructed by the control device 120 is reset to new target position and attitude information. In this state, the flying object 201 moves to the target position and hovers at the target position, and waits in the sky above the landing point. If there are multiple flying objects 201 waiting in the sky above the landing point, they are made to wait in different positions vertically and at positions where the upper flying object 201 is farther away horizontally from the takeoff and landing field 130 than the lower flying object 201. Next, in this state, the process proceeds to step S311.

[0041] <Step S311> In this step S311, it is determined whether the operating state is in the "landing mode" or the "takeoff mode". If it is determined that the operating state is not the "landing mode" or the "takeoff mode", the process proceeds to step S313, and if it is determined that the operating state is the "landing mode" or the "takeoff mode", the process proceeds to step S312.

[0042] <Step S312> In step S312, if the operating state is "landing mode", the airfield 130 is set as the target position, and if the operating state is "takeoff mode", the vertical movement position of the airfield 130 instructed by the control device 120 is set as the target position and attitude. This allows the flying object 201 to move in an upward or downward direction. Once the target position and attitude are set, the process proceeds to step S313.

[0043] <Step S313> In step S313, the operating state of the aircraft 201 is controlled based on the target position and attitude information set in any one of steps S304, S307, S310, and S312, thereby allowing the aircraft 201 to fly to a desired position. The above is a rough control flow of the position and attitude control unit 213 of the aircraft control device 103.

[0044] Next, a specific control flow of the takeoff and landing system to which the present invention is applied will be described. Note that the overall control flow of the takeoff and landing system will be described below, and then the control flow of each of the main control devices 120 executed in the overall control flow will be described.

[0045] [Overall Landing Control Flow] The overall landing control flow is shown in Figure 4. It is mainly the operation of the control system, which operates at a fixed operating cycle.

[0046] <Step S401> In step S401, it is confirmed that the control device 120 has received communication of its position and operation status from the flying object 201. If communication has been received, the process proceeds to step S402, and if not, the process proceeds to S403.

[0047] <Step S402> In step S402, the position of the flying object 201 is mapped to the current route. The routes (maps) to be mapped are broadly divided into routes for approaching the airstrip 130 and routes connecting the vicinity of the departure point and the vicinity of the destination. The present invention focuses on the former routes for approaching the airstrip 130. These routes are routes that the flying object that has arrived near the destination can travel when it is in "approach mode," "landing mode," or "takeoff mode."

[0048] Mapping is performed so that when an aircraft 201 arrives in "cruise mode" near the airfield 130, it is switched to "approach mode" for landing, allowing the control device 120 to authorize and manage entry onto the landing path. In the first embodiment, a route having multiple blocked waiting areas is shown as this landing route.

[0049] FIG. 5 shows an example of multiple blocked waiting areas in the first embodiment. The closed waiting area is a closed linear waiting area virtually set in the sky above the takeoff and landing field 130, and multiple aircraft 100 can be made to hover and wait in this waiting area. The closed waiting area has the shape of a circular closed curve or a polygonal closed broken line that spreads horizontally above the takeoff and landing field 130 with the takeoff and landing field 130 as the center, and multiple stages are generated so that the upper stage is wider than the lower stage.

[0050] In FIG. 5, the multiple blocked waiting areas 511-513 are shown as concentric circles centered on the takeoff and landing field 130, and the circular lines are actually areas with a predetermined cross-sectional area. These multiple blocked waiting areas 511-513 do not overlap each other when viewed two-dimensionally, that is, when viewed vertically and horizontally, and are characterized in that the larger the area of ​​the closed area generated by the closed lines, the higher the altitude. At this time, the closest points between the upper and lower routes are designed to be at a distance that will not be affected by air currents, etc., generated by the flight of the aircraft. The blocked waiting areas 511-513 are set so that their heights from the takeoff and landing field 130 are high at h1-h3, and their radii centered on the takeoff and landing field 130 are large at L11-L13.

[0051] By generating such a plurality of blocked waiting areas, an aircraft present in a blocked waiting area is not affected by air currents, etc., from aircraft present in other blocked waiting areas as long as it waits in the blocked waiting area, that is, as long as it stops flying in the blocked waiting area or moves along the blocked waiting area, and close queuing is possible around the takeoff and landing area 130. In addition, when multiple aircraft are to land on the takeoff and landing area 130 from the blocked waiting areas, the aircraft present in the lower blocked waiting area can be landed first, and the aircraft can be moved from the upper blocked waiting area to an empty space in the lower blocked waiting area, so that multiple aircraft can be landed in order. And, for example, when it becomes necessary to land an aircraft present in the upper blocked waiting area preferentially due to the occurrence of an emergency, the aircraft can be moved horizontally toward the center of the blocked waiting area and vertically descended downward at a vertically upper position of the takeoff and landing area 130, thereby quickly and smoothly landing without interfering with other aircraft.

[0052] In Fig. 5, the multiple blocked waiting areas 511-513 are shown as multiple concentric circles, but it is sufficient that "the takeoff and landing area 130 is located inside the closed blocked waiting area", "the multiple blocked waiting areas do not overlap vertically", and "the heights of the blocked waiting areas are different". The multiple blocked waiting areas may have polygonal closed broken lines as shown in Fig. 6, or elliptical closed curves as shown in Fig. 7, and the same effect can be obtained by combining these.

[0053] The multiple blocked waiting fields 611-613 shown in Fig. 6 have polygonal closed broken lines, and the horizontal distance from the takeoff and landing field 130 is set to increase from the lower level to the upper level (L21-L23). Of the multiple blocked waiting fields 711-713 shown in Fig. 7, the bottom blocked waiting field 711 has a perfect circular closed curve with a radius of L31, and the second and third blocked waiting fields 712, 713 have elliptical closed curves. The second blocked waiting field 712 and the third blocked waiting field 713 have major and minor axes that are offset by 90 degrees from each other, and are set to increase from the lower level to the upper level (L32, L33).

[0054] For example, when an airfield is set up between multiple high-rise buildings, the blocked waiting areas 711-713 can be arranged to extend along the space between the multiple high-rise buildings, thereby increasing the length of the blocked waiting area and allowing more flying vehicles 100 to wait in the blocked waiting area.

[0055] The multiple aircraft 100 waiting in the blocked waiting area are landed in the order of the shortest distance to the takeoff and landing field 130 by the control command from the control device 120. In this embodiment, the aircraft 100 at the lowest blocked waiting field is landed at the takeoff and landing field 130. If there is a vacant space in the lower blocked waiting field for the aircraft 100 to wait, the aircraft 100 waiting at the upper blocked waiting field moves to the lower blocked waiting field, and the multiple aircraft 100 move downward in order. Note that stopping the aircraft 201 to fly (hover) may reduce efficiency in terms of power consumption, or a vortex ring state may occur, causing a loss of buoyancy. It is considered that the best way to solve this problem is to continue moving horizontally. Therefore, for example, the aircraft 100 may be moved along a closed linear blocked waiting field, or the blocked waiting fields 611 to 613 having polygonal closed broken lines as shown in FIG. 6 may be set to rotate around a vertical line extending vertically from the takeoff and landing field 130 as a central axis. By rotating the blocked waiting area, the flying object 201 can wait while smoothly rotating for landing without specifying a circular route. Once mapping of the position of each aircraft for such a route is completed, the process proceeds to step S403.

[0056] <Step S403> In step S403, it is confirmed that the transmitted mode is either "approach mode", "landing mode", or "takeoff mode" for all flying objects 201 mapped in step S402. If the transmitted mode is either "approach mode", "landing mode", or "takeoff mode", it is determined that the flying object 201 is approaching the airfield 130, and if the mode has been changed to a mode other than "approach mode", "landing mode", or "takeoff mode", it is determined that the mode has been changed with the intention of aborting the approach to the airfield 130 on the flying object side, and a route is set to go outside the control range.

[0057] If all of the aircraft are in either "approach mode," "landing mode," or "takeoff mode," the process proceeds to step S409; if there are modes other than "approach mode," "landing mode," or "takeoff mode," the process proceeds to step S404.

[0058] <Step S404> In step S404, air vehicles that are in a mode other than the above-mentioned "approach mode," "landing mode," or "takeoff mode" are listed, and the processes from S405 to S408 are performed for each air vehicle, and repeated for all air vehicles listed.

[0059] <Step S405> In step S405, the mode transition is checked for the flying object 201 selected from the list in step S404, and if the mode is "cruise mode", it is determined that the approach to the parking area has been canceled, and the process proceeds to step S406. If the mode transition has resulted in "standby mode", it is determined that some kind of aircraft trouble has occurred, and the process proceeds to step S407.

[0060] <Step S406> In step S406, it is assumed that the approach to the airstrip 130 has been cancelled by the user, and the route is redrawn to a takeoff path from the airstrip 130.

[0061] The takeoff route may be drawn vertically from the takeoff and landing field 130 as shown in FIG. 8, or may be divided into takeoff and landing routes by alternating blocked waiting areas as shown in FIG.

[0062] When the aircraft 100 goes into cruise mode in Fig. 8, a route 801 is generated as shown by an arrow to a takeoff route extending vertically upward from the airfield 130. When the aircraft 100 goes into cruise mode in Fig. 9, a departure route 901 is generated as shown by an arrow to a takeoff route located above the closed route on which the aircraft is located.

[0063] 8 to 10 are diagrams showing an example of a takeoff path. Fig. 8 is an explanatory diagram for explaining an example of a takeoff path. In the example shown in Fig. 8, a vertical takeoff path 801 is set so as to extend vertically upward from the takeoff and landing field 130, and the flying object 100 takes off from the takeoff and landing field 130 along this vertical takeoff path 801.

[0064] Fig. 9 is an explanatory diagram for explaining an example of a route for departure during landing. The example shown in Fig. 9 shows a case where one flying object 100C waiting at the blocked waiting area 513 cancels landing at the takeoff and landing field 130 and leaves. The flying object 100C moves along a departure route 901 from the blocked waiting area 513 to the vertical takeoff and landing path 801, and flies along the vertical takeoff and landing path 801 in a direction away from the takeoff and landing field 130 to leave.

[0065] When the control device 120 receives a departure request from the flying object 100, it sets a departure route that connects the flying object 100 that made the departure request to the takeoff route 801. Then, when the departure route crosses an already set route for takeoff or landing, it sets an exclusive area around the departure route that prohibits the entry of other vertical takeoff and landing flying objects.

[0066] Fig. 10 is an explanatory diagram for explaining an example of a route for leaving mid-landing. The example shown in Fig. 10 shows a state in which the blocked waiting areas are alternately divided into a takeoff route and a landing route. The blocked waiting areas 511 and 512 shown by the two-dot chain lines are waiting areas for landing, and the blocked waiting areas 1011 and 1012 shown by the one-dot chain lines are waiting areas for takeoff. The flying object 100a waiting at the blocked waiting area 1011 can be moved to the blocked waiting area 1012 at the upper stage as shown by the arrow 1001, and can be left from the blocked waiting area 1012.

[0067] If the route for the cruise mode is changed, the control device 120 transmits the changed route to the target aircraft via the communication device 220 and proceeds to step S408. The cruise mode is maintained until the aircraft enters the takeoff route.

[0068] <Step S407> In step S407, since it is determined that an aircraft trouble or an emergency transport is required has occurred, an emergency landing route (priority landing route) is generated to give the aircraft priority over other aircraft. The emergency landing route is a route for directly approaching the landing and takeoff site 130 from the closed holding area 513 above.

[0069] When the aircraft position management unit 221 of the control device 120 receives a request for an emergency landing (priority landing request) from the aircraft 100, it sets an emergency landing route that connects in a straight line from the waiting position of the aircraft 100 to the takeoff and landing field 130, and if the emergency landing route crosses a takeoff or landing route that has already been set for another aircraft, it sets an exclusive area around the emergency landing route that prohibits other vertical take-off and landing aircraft from entering.

[0070] If there is no flying object 100 at the takeoff and landing field 130, a route is generated in which the flying object moves once vertically above the takeoff and landing field 130 as shown by the dotted arrow 1102 in Fig. 11, and then lands vertically to the takeoff and landing field 130 along the arrow 1101. Also, if there is an flying object at the takeoff and landing field 130, for example, and it overlaps with the takeoff route, a route is generated in which the flying object 100 lands in a straight line from the upper blocked holding field 513 toward the takeoff and landing field 130 as shown by the arrow 1201 in Fig. 12. If the route to be taken when the aircraft enters standby mode is changed, the changed route is transmitted to the target aircraft via the communication device 220, and the process proceeds to step S408.

[0071] <Step S408> In step S408, it is confirmed that the routes of all the aircraft that have undergone mode transition and that were listed in step S404 have been changed, and if the routes of all the aircraft that have undergone mode transition have been changed, the process proceeds to step S409. If any of the aircraft that have undergone mode transition and have not yet had their routes changed, the process returns to step S404 and repeats the process.

[0072] <Step S409> In step S409, an aircraft landing at or taking off from the takeoff field 130 is selected. If only one aircraft can exist at one takeoff field 130, and if there is no aircraft taking off on the route approaching the takeoff field 130, landing aircraft can be selected from aircraft 100A existing on the blocked waiting field 511 closest to the takeoff field 130, the number of aircraft selected can be the same as the number of takeoff fields 130. On the other hand, for aircraft 100 taking off, all aircraft 100 existing at the takeoff field 130 can be selected.

[0073] In this way, on the route to the takeoff and landing field 130 where the taking off aircraft 100 is present, the landing aircraft 100 is not selected and the approach mode is maintained. If the aircraft 100 present at the takeoff and landing field 130 goes into takeoff mode, takes off, enters the takeoff route, and goes into approach mode or cruising mode, there will be no aircraft 100 in takeoff mode on the route approaching the takeoff and landing field 130, the landing aircraft 100 will be selected, and the aircraft 100 will be able to select the landing mode. When the designation of the taking off and landing aircraft 100 is completed, the route of the taking off and landing aircraft 100 is changed, the changed route is transmitted to the target aircraft 100 via the communication device, and the process proceeds to step S410.

[0074] <Step S410> In step S410, the aircraft 100 that will take off, land, and change route is selected, and a priority is set. The aircraft 100 that takes off has the highest priority, followed by the aircraft 100 that lands. For the other aircraft, the priority is set in the order of the distance to the landing field 130.

[0075] 13, when an empty space becomes available on a blocked waiting area 511 close to the takeoff and landing field 130 where an aircraft 100 can wait, the aircraft 100B with the highest priority is selected from among the aircraft 100B waiting in other blocked waiting areas 512 close to the blocked waiting area 511, and a route 1301 (dotted arrow in the figure) is generated for moving the aircraft 100B from the blocked waiting area 512 to the blocked waiting area 511. When the setting of the priorities of the multiple aircraft 100 is completed, the process proceeds to step S411.

[0076] <Step S411> In step S411, the necessity of changing the exclusive area set for each flying object is determined, and if there is an flying object that needs to change its exclusive area, the process proceeds to step S412. If it is determined that no change is necessary, the process of this control flow ends.

[0077] <Step S412> In step S412, since it has been determined in step S411 that a change in exclusive area is necessary, the air vehicle whose exclusive area needs to be changed is picked up, its exclusive area is updated, and the updated exclusive area is transmitted to the target air vehicle via a communication device, and this control flow is terminated.

[0078] The above is the overall control flow of the landing control system. Next, the main individual control flows will be explained.

[0079] [Private area setting flow] The flow of setting the exclusive area in step S412 will be described with reference to FIG.

[0080] <Step S1401> First, in step S1401, it is checked whether there is any aircraft making an emergency landing in step S407, and if there is any aircraft making an emergency landing, the process proceeds to step S1402, and if there is no aircraft making an emergency landing, the process proceeds to step S1405.

[0081] <Step S1402> In step S1402, since it has been confirmed in step S1401 that there is an aircraft requiring an emergency landing, it is checked whether there is already an aircraft at the corresponding takeoff and landing site 130, and if there is, the process proceeds to step S1403, and if there is not, the process proceeds to step S1404.

[0082] <Step S1403> In step S1403, there is an aircraft that is to make an emergency landing, and there are other aircraft at the airfield 130. In order to land the aircraft that needs to make an emergency landing, it is first necessary to take off the other aircraft that are present at the airfield 130. Therefore, first, an exclusive area of ​​a route for guiding the other aircraft that are present at the airfield 130 to a takeoff route is set, and once the setting is completed, the process proceeds to step S1404.

[0083] <Step S1404> In step S1404, an exclusive area is set on the route of the aircraft scheduled to make an emergency landing. However, if the route of the emergency landing and the route of the takeoff interfere with each other and an exclusive area for the takeoff has already been set in step S1403, an exclusive area is set up to a point that does not interfere with the exclusive area. When the exclusive area for emergency landing has been set, the process proceeds to step S1405.

[0084] <Step S1405> Next, in step S1405 and thereafter, exclusive areas for normal takeoff and landing are set. Thereafter, exclusive areas are set in descending order of priority for flight plans. First, in step S1405, one aircraft in takeoff mode is selected to move from the airfield 130 to the takeoff route, and the process proceeds to step S1406.

[0085] <Step S1406> In step S1406, an exclusive area is set for the route for moving from the air vehicle landing field 130 selected in step S1405 to the takeoff route, and the process proceeds to step S1407.

[0086] <Step S1407> In step S1407, it is checked whether an exclusive area has been set on the route of all aircraft in takeoff mode, and if an exclusive area has been set, the process proceeds to step S1408; if there is an aircraft for which an exclusive area has not been set, the process returns to step S1405 and the above process is repeated.

[0087] <Step S1408> Next, in step S1408, one flying object in landing mode is selected, and the process proceeds to step S1409.

[0088] <Step S1409> In step S1409, an exclusive area is set for the route to the takeoff and landing field 130 of the aircraft in landing mode selected in step S1408, and the process proceeds to step S1410.

[0089] <Step S1410> In step S1410, it is checked whether an exclusive area has been set on the route of all aircraft in landing mode, and if an exclusive area has been set, the process proceeds to step S1411, and if there is an aircraft for which an exclusive area has not been set, the process returns to step S1408 and the above process is repeated.

[0090] <Step S1411> In step S1411, exclusive regions are set in order of priority for aircraft that have not had their exclusive regions set in any of steps S1403, S1404, S1406, and S1409. The exclusive regions are set along a route including the current position so as not to overlap. When exclusive regions have been set for all aircraft, the process proceeds to step S1412.

[0091] <Step S1412> In step S1412, the exclusive area that has been set is distributed via communication device 220 to all aircraft for which an exclusive area has been set in any of steps S1403, S1404, S1406, S1409, and S1411, and the processing of the exclusive area setting unit is terminated. The above processing enables multiple aircraft to take off and land efficiently at the takeoff and landing positions.

[0092] [Second embodiment] In the first embodiment, a method of approaching the takeoff and landing site 130 from a blocked waiting field has been described. Since an aircraft passes through multiple blocked waiting fields before landing, each blocked waiting field needs to be managed, which tends to make the control by the control device 120 complicated. In the second embodiment, an open waiting field is shown to address this issue.

[0093] Whether the waiting area is above or below does not affect the processing or function of the aircraft, and even if the waiting area set in the sky by the control device 120 is an open waiting area as shown in Fig. 15, there is no significant difference in processing. The difference from the first embodiment is that the landing order is determined at the time of performing route tracking, and the exclusive area is updated only when an emergency landing or approach is canceled. In the second embodiment, only the shape of the route is described.

[0094] Figure 15 shows an example of an open waiting area that opens in a spiral shape. The aircraft position management unit 221 of the control device 120 generates a single open waiting field 1511 above the airfield 130, which continues in a spiral shape in a direction moving away horizontally as it moves upward from the airfield 130, with the airfield 130 as its center. Then, a plurality of aircraft 100 are lined up on the open waiting field 1511 and made to wait.

[0095] The spiral shape of the open waiting area 1511 can be designed to maintain the distance between aircraft without vertical overlap, similar to the case of setting multiple circular closed waiting areas in the first embodiment. In addition, all aircraft can be guided to the takeoff and landing area 130 on a single line, making it easy to set up exclusive areas. Furthermore, if the landing path and takeoff path are designed as a double spiral, safe and high-density takeoff and landing can be achieved with only two paths.

[0096] FIG. 16 shows an example in which multiple radially open routes are set. The aircraft position management unit 221 of the control device 120 generates a number of open waiting fields 1611-1614 above the takeoff and landing field 130, extending radially away horizontally as it moves upward from the takeoff and landing field 130, with the takeoff and landing field 130 as its center, and lines up and waits a number of aircraft 100 on the multiple open waiting fields 1611-1614.

[0097] The multiple open waiting areas 1611-1614 extending radially can be designed to avoid vertical overlapping and to maintain distance between the aircraft. Also, by having the aircraft 100 descend along the open waiting areas 1611-1614, it can be guided to the takeoff and landing area 130, making it easy to set up exclusive areas. Also, by setting the multiple open waiting areas 1611-1614 separately for landing routes and takeoff routes, it is possible to achieve safe and high-density takeoff and landing of multiple aircraft.

[0098] Also, similarly to the first embodiment, with multiple aircraft 100 placed on the open waiting area 1511 shown in FIG. 15 or the open waiting areas 1611-1614 shown in FIG. 16, the open waiting area 1511 shown in FIG. 15 or the open waiting areas 1611-1614 shown in FIG. 16 may be set to rotate around a vertical line extending vertically from the takeoff and landing area 130 as a central axis. By rotating the open waiting area 1511, etc., the multiple aircraft 100 placed in the waiting area can be kept moving in the horizontal direction. Therefore, the occurrence of a vortex ring state can be prevented, and the aircraft can be kept in stable flight standby.

[0099] By executing the takeoff and landing control described above, it becomes possible to enable aircraft to take off and land safely and efficiently at least in either of the following cases: (1) when multiple aircraft are closely approaching a single takeoff and landing site 130, or (2) when it becomes necessary to change the landing order.

[0100] Although the embodiments of the present invention have been described above in detail, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the spirit of the present invention described in the claims. 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 having all of the configurations described. In addition, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration. [Explanation of symbols]

[0101] 100, 201, 202...Aircraft, 120...Control device, 130...Airport and landing field, 221...Aircraft position management section, 223...Exclusive area setting section, 511, 512, 513...Closed holding area, 1511, 1611, 1612, 1613, 1614...Open holding area

Claims

1. A control device for managing takeoff and landing of a plurality of vertical takeoff and landing aircraft, an aircraft position management unit that generates a flight plan for sequentially landing the plurality of vertical take-off and landing aircraft at an airfield; a communication unit that transmits the flight plan to the plurality of vertical take-off and landing aircraft; the aircraft position management unit levitates the multiple vertical take-off and landing aircraft in the air above an airfield, and causes the multiple vertical take-off and landing aircraft to wait at positions different from one another in the vertical direction and at positions where an upper vertical take-off and landing aircraft is at a greater distance from the airfield in the horizontal direction than a lower vertical take-off and landing aircraft; The control device is characterized in that, when a departure request is received from the vertical take-off and landing aircraft, the aircraft position management unit sets a departure route that connects the vertical take-off and landing aircraft that made the departure request to the take-off route of the take-off and landing field, and when the departure route crosses a route for take-off or landing that has already been set, sets an exclusive area around the departure route to prohibit other vertical take-off and landing aircraft from entering.

2. A control device for managing takeoff and landing of a plurality of vertical takeoff and landing aircraft, an aircraft position management unit that generates a flight plan for sequentially landing the plurality of vertical take-off and landing aircraft at an airfield; a communication unit that transmits the flight plan to the plurality of vertical take-off and landing aircraft; the aircraft position management unit levitates the multiple vertical take-off and landing aircraft in the air above an airfield, and causes the multiple vertical take-off and landing aircraft to wait at positions different from one another in the vertical direction and at positions where an upper vertical take-off and landing aircraft is at a greater distance from the airfield in the horizontal direction than a lower vertical take-off and landing aircraft; The aircraft position management unit generates a single open waiting field in a spiral shape above the airfield, the open waiting field being centered on the airfield and extending upward from the airfield in a horizontal direction away from the airfield; A control device that causes the multiple vertical take-off and landing aircraft to wait in a line in the open waiting area.

3. The control device described in claim 2, characterized in that the aircraft position management unit rotates the open waiting field around a vertical line extending vertically from the takeoff and landing field, while the multiple vertical takeoff and landing aircraft are stopped and flying in the open waiting field.

4. The control device described in Claim 2, characterized in that the aircraft position management unit generates another open waiting field that continues in a spiral shape, one of the open waiting fields being a landing route and the other open waiting field being a takeoff route.

5. The aircraft position management unit generates a multi-stage blocked waiting area having a circular closed curve or a polygonal closed broken line that extends horizontally above the takeoff and landing field and has an upper stage that is larger than a lower stage; 2. The control device according to claim 1, wherein the plurality of vertical take-off and landing aircraft are caused to wait in the plurality of stages of closed waiting areas.

6. the aircraft position management unit lands the vertical take-off and landing aircraft waiting in the lowest stage of the closed waiting area of ​​the multiple stages of closed waiting areas on the take-off and landing area, The control device described in claim 5, characterized in that when there is available space for the vertical take-off and landing aircraft to wait in a blocked waiting area lower than the multiple stages of blocked waiting areas, the vertical take-off and landing aircraft waiting in the upper blocked waiting area is moved to the lower blocked waiting area.

7. The control device according to claim 6, characterized in that the aircraft position management unit causes the vertical take-off and landing aircraft to stop flying in the blocked waiting area or to move along the blocked waiting area.

8. The aircraft position management unit generates a plurality of open waiting areas above the airfield, the open waiting areas extending radially from the airfield in a direction away from the airfield in a horizontal direction as the airfield moves upward from the airfield, 3. The control device according to claim 1, wherein the plurality of vertical take-off and landing aircraft are arranged and waited in the plurality of open waiting areas.

9. 3. The control device according to claim 1, wherein the aircraft position management unit lands the plurality of vertical take-off and landing aircraft in the order of shortest distance from the take-off and landing field.

10. The control device described in claim 1 or 2, characterized in that when the aircraft position management unit receives a priority landing request from the vertical take-off and landing aircraft, it sets a priority landing route that connects the waiting position of the vertical take-off and landing aircraft in a straight line to the take-off and landing field, and when the priority landing route crosses a route for take-off or landing that has already been set, it sets an exclusive area around the priority landing route that prohibits the entry of other vertical take-off and landing aircraft.

11. A flight management system having a plurality of vertical take-off and landing aircraft and a control device that manages take-off and landing of the plurality of vertical take-off and landing aircraft, The control device has an aircraft position management unit that generates a flight plan for sequentially landing the plurality of vertical take-off and landing aircraft at an airfield, and a communication unit that transmits the flight plan to the plurality of vertical take-off and landing aircraft, the vertical take-off and landing aircraft has a receiving unit that receives the flight plan from the control device, a position and attitude sensor that detects its own position and attitude, and a position and attitude control unit that performs flight control based on the flight plan and position and attitude information, the aircraft position management unit levitates the multiple vertical take-off and landing aircraft in the air above an airfield, and causes the multiple vertical take-off and landing aircraft to wait at positions different from one another in the vertical direction and at positions where an upper vertical take-off and landing aircraft is at a greater distance from the airfield in the horizontal direction than a lower vertical take-off and landing aircraft; The flight management system is characterized in that, when a departure request is received from the vertical take-off and landing aircraft, the aircraft position management unit sets a departure route that connects the vertical take-off and landing aircraft that made the departure request to the take-off route of the take-off and landing field, and when the departure route crosses an already set route for take-off or landing, sets an exclusive area around the departure route that prohibits other vertical take-off and landing aircraft from entering.

12. A flight management system having a plurality of vertical take-off and landing aircraft and a control device that manages take-off and landing of the plurality of vertical take-off and landing aircraft, The control device has an aircraft position management unit that generates a flight plan for sequentially landing the plurality of vertical take-off and landing aircraft at an airfield, and a communication unit that transmits the flight plan to the plurality of vertical take-off and landing aircraft, the vertical take-off and landing aircraft has a receiving unit that receives the flight plan from the control device, a position and attitude sensor that detects its own position and attitude, and a position and attitude control unit that performs flight control based on the flight plan and position and attitude information, the aircraft position management unit levitates the multiple vertical take-off and landing aircraft in the air above an airfield, and causes the multiple vertical take-off and landing aircraft to wait at positions different from one another in the vertical direction and at positions where an upper vertical take-off and landing aircraft is at a greater distance from the airfield in the horizontal direction than a lower vertical take-off and landing aircraft; The aircraft position management unit generates a single open waiting field in a spiral shape above the airfield, the open waiting field being centered on the airfield and extending upward from the airfield in a horizontal direction away from the airfield; A flight management system characterized in that the plurality of vertical take-off and landing aircraft are lined up and waiting in the open waiting area.

Images