Flight Route Control System

Abstract

To control a flying object by calculating a flight route obtained by minimizing noise and vibrations generated by a flying object during a flight and the possibility of a falling object by dynamically considering and comprehensively determining them.SOLUTION: A flight route control system controls a flight route with a flying object 100 and a ground control device 110. The flying object 100 includes a communication unit 102 for communicating with the ground control device 110, and a control unit 107 for controlling a flight. The ground control device 110 includes a fixing condition information acquisition unit 103 for acquiring the performance of the flying object 100 and fixed condition information up to a destination, a variation condition information acquisition unit 104 for acquiring variation condition information including altitude, speed, weather conditions and the flight route up to the destination, a quantification unit 105 for three-dimensionally calculating and digitizing an influence which the flying object 100 exerts on the ground on the basis of the fixed condition information and the variation condition information, and a setting unit 106 for dynamically setting a flight route on the basis of the digitized influence and a flight distance from the current location to the destination and transmitting the flight route to the communication unit 102.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a flight route control system and a control method for an aircraft such as air mobility. [Background technology]

[0002] Air mobility, one example of an aircraft, is attracting attention as a next-generation means of transportation. However, air mobility generates large noise and vibrations on ground structures, and there is also a risk of objects falling from the vehicle.

[0003] Mitigating these impacts is a challenge for the social implementation of air mobility.

[0004] Technologies for reducing the impact of air mobility on the ground include those that focus on noise (Patent Document 1) and those that focus on the risk of falling objects (Patent Document 2).

[0005] Patent Document 1 describes a technology that stably suppresses noise generated by an aircraft that is received at various points on the ground to an expected level or lower, regardless of changes in noise distribution due to weather conditions.

[0006] Furthermore, Patent Document 2 describes a technique for determining a flight route depending on the possible area into which an object falling from an aircraft can fall and the range of the object's fall. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] JP 2014-24456 A [Patent Document 2] Patent Publication No. 2021-35831 Summary of the Invention [Problem to be solved by the invention]

[0008] In order to reduce the impact of air mobility and other flying objects on the ground, it is necessary to calculate the impact before the actual flight and determine a flight route that minimizes the impact.

[0009] However, conventional technologies such as those described in Patent Documents 1 and 2 only calculated the impact on the ground based on individual phenomena such as noise and the risk of falling objects, and performed calculations assuming the ground as a simplified plane.

[0010] When an aircraft is flying, the challenge is to take into account the effects of a combination of factors such as ground noise, vibration, and the risk of falling objects, while more accurately determining the impact on ground structures, including in terms of height, and to reduce the impact on the ground by dynamically changing the flight route of air mobility and other aircraft.

[0011] The object of the present invention is to realize a flight route control system and method that can dynamically take into account the noise, vibration, and possibility of falling objects generated by an aircraft during flight, and calculate a flight route that minimizes these factors by making a comprehensive judgment, thereby controlling the aircraft. [Means for solving the problem]

[0012] In order to achieve the above object, the present invention is configured as follows.

[0013] A flight route control system that controls the flight route of an aircraft using an aircraft and a ground control device, wherein the aircraft comprises a communication unit that communicates with the ground control device, and a control unit that controls the flight of the aircraft. The ground control device comprises: a fixed condition information acquisition unit that acquires fixed condition information including performance of the aircraft and a flight plan to a destination of the aircraft; a variable condition information acquisition unit that acquires variable condition information including a flight altitude, flight speed, surrounding weather conditions, and a flight route of the aircraft to the destination of the aircraft; a quantification unit that three-dimensionally calculates an influence of the aircraft on the ground based on the fixed condition information and the variable condition information and quantifies the influence; and a setting unit that dynamically sets the flight route of the aircraft based on the influence quantified by the quantification unit and a flight distance from a current location of the aircraft to a destination, and transmits the calculated result to the communication unit of the aircraft. The quantification unit calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from the noise value on the ground of the noise generated by the aircraft, a vibration penalty value calculated from the vibration value on the ground of the vibration generated by the aircraft, a falling object penalty value calculated from objects on the ground that fall from the aircraft, and the flight route length from the current position of the aircraft to the destination.

[0014] Also, a flight route control method for controlling the flight route of an aircraft using an aircraft and a ground control device, comprising: acquiring fixed condition information including the performance of the aircraft and a flight plan to a destination of the aircraft; acquiring variable condition information including the flight altitude, flight speed, surrounding weather conditions, and flight route of the aircraft to the destination of the aircraft; three-dimensionally calculating an influence of the aircraft on the ground based on the fixed condition information and the variable condition information; quantifying the influence; dynamically setting a flight route of the aircraft based on the quantified influence and a flight distance from a current location of the aircraft to the destination; and transmitting the calculated influence to the aircraft. A flight route is calculated to minimize an objective function having variables including a noise penalty value calculated from a noise value on the ground of the noise generated by the flying object, a vibration penalty value calculated from a vibration value on the ground of the vibration generated by the flying object, a falling object penalty value calculated from objects on the ground that are dropped from the flying object, and a flight route length from the current position of the flying object to the destination. do. Effect of the Invention

[0015] According to the present invention, it is possible to realize a flight route control system and a control method that can dynamically consider noise, vibration, and the possibility of falling objects generated by an aircraft during flight, and calculate a flight route that minimizes these noises, vibrations, and the possibility of falling objects generated by the aircraft during flight, and control the aircraft. By dynamically determining a flight route for an aircraft that reduces the impact on the ground, it is possible to further advance the social implementation of aircraft. [Brief description of the drawings]

[0016] [Figure 1] 1 is a configuration diagram of a flight route control system for an aircraft in a first embodiment of the present invention. [Diagram 2] 4 is a flowchart showing the process of a quantification unit in the first embodiment of the present invention. [Diagram 3] FIG. 11 is a configuration diagram of an aircraft flight route control system in accordance with a second embodiment of the present invention. [Figure 4] 10 is a flowchart showing the process of a quantification unit in Example 2 of the present invention. [Figure 5A] 11 is a table showing a method of calculating ground information coefficients in the second embodiment of the present invention. [Figure 5B] 11 is a table showing a method of calculating ground information coefficients in the second embodiment of the present invention. [Figure 5C] 11 is a table showing a method of calculating ground information coefficients in the second embodiment of the present invention. [Figure 6] FIG. 11 is a configuration diagram of an aircraft flight route control system in accordance with a third embodiment of the present invention. [Figure 7] 13 is a flowchart showing the process of a quantification unit in Example 3 of the present invention. [Figure 8] FIG. 11 is a configuration diagram of an aircraft flight route control system in accordance with a fourth embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] Hereinafter, the embodiments of the present invention will be described with reference to the drawings. The meanings of the symbols mentioned in the first embodiment are also used in the description of the other embodiments. In the following embodiments, air mobility will be described as an example of an aircraft. EXAMPLES

[0018] Example 1 In the first embodiment of the present invention, a flight route that optimizes the risk to the ground and the flight distance associated with the flight of an air vehicle, air mobility, is dynamically calculated and reflected in the air mobility. The risk to the ground is quantitatively calculated as a penalty for noise, vibration, and falling objects, and a penalty field is created for each airspace.

[0019] 1 is a configuration diagram of an operation system of air mobility 100 according to Example 1. In FIG. 1, the operation system (flight route control system) of air mobility 100 is roughly divided into the air mobility 100 side and the operation control side of a ground control device 110 which is a ground control device. The air mobility 100 aircraft includes an air mobility recording unit 101, an air mobility communication unit 102, and an air mobility control unit 107.

[0020] The operational control side, which is the ground control device 110, is equipped with a fixed condition information acquisition unit 103 that acquires fixed condition information including the performance of the air mobility 100 and a flight plan to the destination, a variable condition information acquisition unit 104 that acquires variable condition information including the flight altitude, flight speed, surrounding weather conditions, and flight route of the air mobility 100 to the destination, a quantification unit 105 that calculates in three dimensions the impact of the air mobility 100 on the ground based on the fixed condition information and the variable condition information and quantifies the calculated impact, and a setting unit 106 that dynamically sets the flight route of the air mobility 100 based on the impact quantified by the quantification unit 105 and the flight distance from the current location of the air mobility 100 to the destination, and transmits it to the air mobility communication unit 102 of the air mobility 100.

[0021] Basic performance of the air mobility 100, such as speed performance and noise performance, and destination information of the air mobility 100 are transmitted from the air mobility recording unit 101 via the air mobility communication unit 102 to the fixed condition information acquisition unit 103 on the operational control side, which is the ground control unit 110.

[0022] Variable condition information such as the current flight position, speed, and current flight route of the air mobility 100 is dynamically transmitted from the air mobility recording unit 101 to the variable condition information acquisition unit 104 via the air mobility communication unit 102. In addition, the variable condition information acquisition unit 104 dynamically acquires meteorological conditions such as wind direction, wind speed, weather, and temperature around the air mobility 100.

[0023] The quantification unit 105 dynamically calculates the impact of the air mobility 100 on the ground from the fixed condition information obtained by the fixed condition information acquisition unit 103 and the variable condition information obtained by the variable condition information acquisition unit 104. The impact of the air mobility 100 on the ground includes noise levels, vibration levels, and the risk of falling objects.

[0024] The setting unit 106 dynamically sets a flight route for the air mobility 100 based on the influence quantified by the quantification unit 105 and the flight distance from the current location of the air mobility 100, which is an air vehicle, to the destination.

[0025] The air mobility control unit 107 dynamically acquires the flight route of the air mobility 100 determined by the setting unit 106 through the air mobility communication unit 102 and controls the flight of the air mobility 100.

[0026] FIG. 2 is a flowchart showing the process of the quantification unit 105 in the first embodiment.

[0027] 2, processing starts at processing step S201, and at processing step S202, fixed condition information and variable condition information are acquired from fixed condition information acquisition unit 103 and variable condition information acquisition unit 104. After acquiring each piece of condition information, the processing proceeds to processing step S203, processing step S204, and processing step S205.

[0028] In processing step S203, the noise value, the range, and the penalty value that the noise generated by the air mobility 100 has on the ground in each airspace in which the air mobility 100 flies are calculated. Once the calculation is completed, the process proceeds to processing step S206.

[0029] In processing step S204, the vibration value, the range, and the penalty value that are caused on the ground by the vibration generated by the air mobility 100 in each airspace in which the air mobility 100 flies are calculated. Once the calculation is completed, the process proceeds to processing step S206.

[0030] In processing step S205, the reach of objects falling from the air mobility 100 in each airspace in which the air mobility 100 flies and the penalty value are calculated. Once the calculation is completed, the process proceeds to processing step S206.

[0031] In processing step S206, a flight route from the current location of the air mobility 100 to the destination is determined so as to minimize an objective function having flight distance and each penalty value as variables.

[0032] The noise penalty value p due to the noise in the processing step 203 sl The calculation method for noise level on the ground is shown below. A publicly known method can be used to calculate noise level on the ground.

[0033] Noise penalty value p for noise sl The relationship between the noise level at each point on the ground can be expressed (calculated) by the following formula (1).

[0034]

number

[0035] In formula (1), f sl is the noise value and the noise penalty value p sl A function of S level is the noise level on the ground, d sl is the calculation radius, p sl is the noise penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0036] Noise level S level and the noise penalty value p sl Function f sl is user configurable.

[0037] The vibration penalty value p due to the vibration in the processing step S204 vl The calculation method of is shown below. The calculation of vibration value on the ground can be done by using a known method.

[0038] Vibration penalty value p in vibration vl The relationship between the vibration value at each point on the ground can be expressed (calculated) by the following equation (2).

[0039]

number

[0040] In formula (2), f vl is the vibration value and the vibration penalty value p vl A function of V level is the vibration value on the ground, d vl is the calculation radius, p vl is the vibration penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0041] Vibration value V level and the vibration penalty value p vl Function f vl is user configurable.

[0042] The method of calculating the risk of falling objects and the penalty in the process step 205 will be described below. Any known method can be used to calculate the risk of falling objects at each point on the ground.

[0043] The penalty value p for the risk of falling objects fr The relationship between the risk of falling objects at each point on the ground and the risk of falling objects can be expressed (calculated) by the following equation (3).

[0044]

number

[0045] In formula (3), f fr is the vibration value and the falling object penalty value p frA function of F risk is the risk of falling objects on the ground, d fr is the calculation radius, p fr is the falling object penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0046] Falling object risk F risk and the falling object penalty value p fr The relationship can be set by the user.

[0047] The objective function f in processing step S206 is shown below. Each penalty value obtained in processing steps S203, S204, and S205 and the flight route length from the current location of the air mobility 100 to the destination are used as variables, and each is multiplied by a gain value corresponding to each variable.

[0048]

number

[0049] In equation (4), k sl is the noise penalty value p sl Gain for k vl is the vibration penalty value p vl Gain for k fr is the falling object penalty value p fr Gain for k route is the gain for the flight route length, D route is the flight route length from Air Mobility 100's current location to its destination.

[0050] In the above formula (4), the flight route of the air mobility 100 is calculated so as to minimize the objective function f, and the flight operation of the air mobility 100 is controlled according to the optimal flight route at the current time.

[0051] As described above, the flight control system (air mobility operation system) of Example 1 can dynamically determine a flight route while minimizing both the impact on the ground and the flight distance of the air mobility 100 flight, depending on the penalty values ​​for noise risk, vibration risk, and falling object risk.

[0052] In other words, according to the first embodiment, it is possible to realize a flight route control system and a control method that can dynamically take into account the noise, vibration, and possibility of falling objects that may occur during flight of the aircraft 100, and calculate a flight route that minimizes these noises, vibrations, and falling objects by making a comprehensive judgment on these noises, vibrations, and falling objects, thereby controlling the aircraft.

[0053] Example 2 Next, a second embodiment of the present invention will be described.

[0054] The air mobility operation system, which is the flight route control system of the second embodiment, is an example in which the flight route is changed by dynamically adding ground influences in addition to the first embodiment, and in this respect it differs from the first embodiment. 3 is a configuration diagram of an air mobility operation system according to Example 2. Example 2 differs from Example 1 in that a ground information acquisition unit 307 is added to Example 1, the quantification unit 105 in Example 1 becomes the quantification unit 305 in Example 2, and the content of processing is changed from that of the quantification unit 105.

[0055] The quantification unit 305 dynamically calculates the impact of the air mobility 100 on the ground based on the fixed condition information, the variable condition information, and ground information indicating the location of buildings on the ground and the presence or absence of densely populated areas, and quantifies the impact of the air mobility 100 on the ground.

[0056] The ground information acquisition unit 307 dynamically acquires information showing the state of the ground. The ground information acquisition unit 307 collects information necessary to obtain ground information, including at least the location information of important facilities on the ground and the degree of crowding, and calculates ground information. Here, ground information refers to information that does not change much with time, such as the location of important structures on the ground, and information that changes dynamically with time, such as the presence or absence of areas where people are crowded due to events, etc.

[0057] Fig. 4 is a flowchart showing the process of the quantification unit 305 in the embodiment 2. The process contents denoted by the same numbers as in the flowchart showing the process of the quantification unit 105 in the embodiment 1 shown in Fig. 2 are unchanged.

[0058] 4, in processing step S402, fixed conditions, variable conditions, and ground information are acquired from the fixed condition information acquisition unit 103, the variable condition information acquisition unit 104, and the ground information acquisition unit 307. After acquiring each condition, the process proceeds to processing steps S403, S404, and S405.

[0059] In processing step S403, the noise value, range, and penalty value on the ground in each airspace are calculated in the same manner as in processing step S203 in embodiment 1. A known method can be used for the calculation method, as in embodiment 1. After the calculation is completed, the process proceeds to processing step 406.

[0060] In processing step S404, the vibration value, range, and penalty value on the ground in each airspace are calculated in the same manner as in processing step S204 in embodiment 1. A known method can be used for the calculation method in the same manner as in embodiment 1. After the calculation is completed, the process proceeds to processing step S407.

[0061] In process step S405, the reach range of the falling object on the ground in each airspace and the penalty value are calculated in the same manner as in process step S205 in embodiment 1. A known method can be used for the calculation method, as in embodiment 1. After the calculation is completed, the process proceeds to process 408.

[0062] In process 406, a penalty value is calculated based on the noise value on the ground due to the noise from the air mobility 100 calculated in process step 403 and the noise value generated from the ground based on the ground information. The relationship between the noise and the penalty value is found (calculated) by the following formula (5). At this time, the ground information coefficient related to the noise value at each point changes depending on the ground information.

[0063]

number

[0064] In formula (5), f sl is a function of the noise level on the ground of the noise generated by the aircraft 100, S level is the noise level on the ground, d sl is the calculated radius, c sl is the ground information coefficient (noise level), p sl is the noise penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0065] Noise level S level and the noise penalty value p sl Function f sl is user configurable.

[0066] In processing step S407, a penalty value is calculated based on the vibration value that the vibration of the air mobility 100 gives to the ground, which was calculated in processing step 404, and the vibration value generated from the ground based on the ground information. The relationship between the vibration and the penalty value is calculated by the following formula (6). At this time, a ground information coefficient c sl changes.

[0067]

number

[0068] In equation (6), f vl is the vibration value and the vibration penalty value p vl A function of V level is the vibration value on the ground, d vlis the calculated radius, c vl is the ground information coefficient (vibration value), p vl is the vibration penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0069] Vibration value V level and the vibration penalty value p vl Function f vl is user configurable.

[0070] In processing step S408, the risk of falling objects on the ground from air mobility 100 obtained in processing step S405 and a penalty value due to the risk of falling objects from buildings and the like on the ground are calculated from ground information. The relationship between the risk of falling objects and the penalty value is obtained (calculated) by the following formula (7). At this time, the coefficient related to the risk of falling objects at each point changes depending on the ground information.

[0071]

number

[0072] In equation (7), f fr is the vibration value and the falling object penalty value p fr A function of F risk is the risk of falling objects on the ground, d fr is the calculated radius, c fr is the ground information coefficient (risk of falling objects), p fr is the falling object penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0073] Falling object risk F risk and the falling object penalty value p fr The relationship can be set by the user.

[0074] By adding the above processing to the first embodiment, the flight route of the air mobility 100 can be changed depending on buildings and population density on the ground.

[0075] Figures 5A, 5B, and 5C are tables showing how to calculate the ground information coefficient. As shown in Figures 5A, 5B, and 5C, the calculation is performed using two terms: a fixed term that corresponds to values ​​that are stable over a long period of time, such as the population density around the area where the air mobility 100 flies and the locations of important buildings on the ground, such as hospitals and government offices, and a dynamic term that corresponds to changes in the ground information coefficient over a short period of time to accommodate cases where people dynamically gather at events, etc.

[0076] The information used to calculate the ground information coefficient can be obtained using publicly known methods. The values ​​of each term can be determined by the user of the air mobility operation system, which is a flight route control system.

[0077] As described above, the abnormality control device of Example 2 can obtain the same effects as Example 1, and also has the effect of being able to determine a flight route based on penalty values ​​for noise, vibration, and risk of falling objects, as well as ground information.

[0078] In addition, in the second embodiment, it is also possible to configure so that a selection is made as to whether to stop the operation of the ground information acquisition unit 307 and operate it with the same functions as in the first embodiment, or to start the operation of the ground information acquisition unit 307.

[0079] Example 3 Next, a third embodiment of the present invention will be described.

[0080] The air mobility operation system, which is the flight route control system of the third embodiment, differs from the second embodiment in that, in addition to the second embodiment, it makes it possible to reduce the penalty value by paying compensation for ground effects.

[0081] 6 is a configuration diagram of an air mobility operation system according to Example 3. The difference from Example 2 is the addition of a compensation information acquisition unit 608 and a change in the process of a quantification unit 605.

[0082] The compensation information acquisition unit 608 shown in FIG. 6 collects and acquires compensation information for areas in which compensation is being provided to landowners and related parties for the impact that air mobility 100 has on the ground.

[0083] Fig. 7 is a flowchart showing the process of the quantification unit 605 in the embodiment 3. The process contents denoted by the same numbers as in the flowchart showing the process of the quantification unit 305 in the embodiment 2 shown in Fig. 4 are the same as those in the flowchart.

[0084] In FIG. 7, in processing step S702, fixed conditions, variable conditions, ground information and compensation information obtained from the fixed condition information acquisition unit 103, variable condition information acquisition unit 104, ground information acquisition unit 307 and compensation information acquisition unit 608 are acquired.

[0085] After acquiring each piece of information, the process proceeds to processing step S403, processing step S404, and processing step S405.

[0086] In processing step S706, a penalty value due to noise is calculated from the ground noise value calculated in processing step S403, the ground information, and the compensation information. The relationship between the noise and the penalty value is calculated using the following formula (8). At this time, the ground information coefficient related to the noise value at each point changes depending on the ground information. Also, the compensation information coefficient related to the noise value at each point changes depending on the compensation information.

[0087]

number

[0088] In equation (8), f sl is the noise value and the noise penalty value p sl A function of S level is the noise level on the ground, d sl is the calculated radius, c sl is the ground information coefficient (noise level), r sl is the compensation information coefficient (noise level), p sl is the noise penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0089] Noise level S level and the noise penalty value p sl Function f sl is user configurable.

[0090] In process step S707, a penalty value due to vibration is calculated from the vibration value on the ground obtained in process step S404, the ground information, and the compensation information. The relationship between the vibration and the penalty value is obtained (calculated) by the following formula (9).

[0091] At this time, the ground information coefficient c sl Also, the compensation information coefficient r for the vibration value at each point changes depending on the compensation information. sl changes.

[0092]

number

[0093] In equation (9), f vl is the vibration value and the vibration penalty value p vl A function of V level is the vibration value on the ground, d vl is the calculated radius, c vl is the ground information coefficient (vibration value), r vl is the compensation information coefficient (vibration value), p vl is the vibration penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0094] Vibration value V level and the vibration penalty value p vl Function f vl is user configurable.

[0095] In processing step S708, a penalty value due to the risk of falling objects is calculated from the risk of falling objects on the ground obtained in processing step S405, the ground information, and the compensation information. The relationship between the risk of falling objects and the penalty value is obtained (calculated) by the following formula (10). At this time, the ground information coefficient related to the risk of falling objects at each point changes depending on the ground information. Also, the compensation information coefficient related to the risk of falling objects at each point changes depending on the compensation information.

[0096]

number

[0097] In equation (10), f fr is the vibration value and the falling object penalty value p fr A function of F risk is the risk of falling objects on the ground, d fr is the calculated radius, c fr is the ground information coefficient (risk of falling objects), r fr is the compensation information coefficient, p fr is the falling object penalty value, and x is the three-dimensional relative distance from the air mobility 100.

[0098] Falling object risk F risk and the falling object penalty value p fr The relationship can be set by the user.

[0099] By modifying the above process from the second embodiment, the flight route of the air mobility 100 can be changed based on compensation information to the ground.

[0100] Compensation information coefficient r fr The value can be determined by users of the Air Mobility Operation System, which is a flight route control system, depending on the compensation terms with landowners and related parties.

[0101] As described above, the flight route control system of the third embodiment can obtain the same effects as those of the second embodiment, and can also obtain the effect of determining a flight route that takes into account the penalty values ​​for noise, vibration, and risk of falling objects, as well as ground information and compensation for landowners and related parties on the ground.

[0102] Example 4 Next, a fourth embodiment of the present invention will be described.

[0103] Fig. 8 is a configuration diagram of an operation management system for air mobility 100 according to Example 4. A difference from Example 1 shown in Fig. 1 is that in Example 4, an operation control transmission unit 111, an operation management unit 112, and a management information storage unit 113 are added to the ground control device 110 of Example 1.

[0104] Although only one air mobility 100 is shown in FIG. 8, the ground control device 110 can perform flight route setting operations for multiple air mobility 100, as described below.

[0105] When a user of air mobility 100 requests the operation management side to set an appropriate flight route for air mobility 100, the air mobility communication unit 102 requests the operation control communication unit 111 of the ground control device 110 to register to receive the flight route setting service from the ground control device 110 on the operation management side.

[0106] This registration request is individual information about the air mobility 100, and is made by adding information that can identify the air mobility 100.

[0107] When the operation management unit 112 of the ground control device 110 receives a registration request for the air mobility 100 from the operation control communication unit 111, it stores the individual information added to the registration request in the management information storage unit 113.

[0108] When the operation management unit 12 receives a flight route setting request from the air mobility communication unit 102 of the air mobility 100 for which the above registration has been completed, via the operation management communication unit 111, it checks the registration information stored in the management information memory unit 113.

[0109] When the operation management unit 12 confirms that the air mobility 100 that made the flight route setting request is an air mobility that matches the registration information stored in the management information memory unit 113, the operation management unit 12 instructs the individual condition information acquisition unit 103, the variable condition information acquisition unit 104, the quantification unit 105 and the setting unit 106 to start setting an appropriate flight route for the air mobility 100.

[0110] The ground control unit 110 performs operations similar to those in the first embodiment, and sets an appropriate flight route for the air mobility 100.

[0111] When the operation of setting an appropriate flight route for air mobility 100 is completed, the operation management unit 112 stores the start date and time, end date and time, and content of the setting operation of the executed flight route in the individual information of air mobility 100 registered in the management information storage unit 113.

[0112] Then, the start date and time, end date and time, and setting operation content of the executed flight route stored in the management information memory unit 113 are transmitted to the air mobility communication unit 102 of the corresponding air mobility 100.

[0113] As described above, the flight route control system of the fourth embodiment dynamically considers the noise, vibration, and possibility of falling objects that may occur during flight of the flying object 100, and calculates a flight route that minimizes these noises and vibrations by comprehensively judging them, thereby realizing a flight route control method that can control the flying object. The fourth embodiment is an embodiment of the invention related to a so-called business model.

[0114] The fourth embodiment described above is an example applied to the first embodiment, but it can also be applied to the second and third embodiments.

[0115] In the above-mentioned Examples 1 to 3, the ground control unit 110 is configured to be separate from the air mobility 100, but it is also possible to configure the air mobility 100 to be provided with the fixed condition information acquisition unit 103, the variable condition information acquisition unit 104, the quantification unit 105 and the setting unit 106 of the ground control unit 110. [Explanation of symbols]

[0116] 100...air mobility, 101...air mobility recording unit, 102...air mobility communication unit, 103...fixed condition information acquisition unit, 104...variable condition information acquisition unit, 105, 305, 605...quantification unit, 106...setting unit, 107...air mobility communication unit, 110...ground control device (ground control device), 111...operation management communication unit, 112...operation management unit, 113...management information storage unit, 307...ground information acquisition unit, 608...compensation information acquisition unit

Claims

1. A flight route control system that controls a flight route of an aircraft using an aircraft and a ground control device, The flying object is A communication unit that communicates with the ground control device; A control unit for controlling the flight of the aircraft, The ground control device includes: a fixed condition information acquisition unit that acquires fixed condition information including performance of the aircraft and a flight plan to a destination of the aircraft; A variable condition information acquisition unit that acquires variable condition information including a flight altitude, a flight speed, a surrounding meteorological condition, and a flight route to a destination of the aircraft; a quantification unit that three-dimensionally calculates an influence of the flying object on the ground based on the fixed condition information and the variable condition information and quantifies the influence; A setting unit that dynamically sets a flight route of the aircraft based on the influence quantified by the quantification unit and a flight distance from a current location of the aircraft to a destination, and transmits the flight route to the communication unit of the aircraft; Equipped with The quantification unit is a flight route control system that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from the noise value on the ground of the noise generated by the aircraft, a vibration penalty value calculated from the vibration value on the ground of the vibration generated by the aircraft, a falling object penalty value calculated from objects on the ground that fall from the aircraft, and the flight route length from the current position of the aircraft to the destination.

2. 2. The flight route control system according to claim 1, a ground information acquisition unit that collects information including at least location information of important facilities on the ground and a degree of crowding of people, which is necessary for obtaining ground information indicating the locations of buildings on the ground and the presence or absence of crowded areas, and calculates the ground information; The quantification unit is A flight route control system that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, and the ground information, and quantifies the impact of the aircraft on the ground.

3. 3. The flight route control system according to claim 2, A compensation information acquisition unit that collects information necessary for obtaining compensation information for an area where compensation is to be performed for the impact of the aircraft on the ground and calculates the compensation information; The quantification unit is A flight route control system that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, the ground information, and the compensation information, and quantifies the impact of the aircraft on the ground.

4. 3. The flight route control system according to claim 2, The quantification unit is a flight route control system that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft and a ground information coefficient of the noise value, a vibration penalty value calculated from a function of the vibration value on the ground of the vibration generated by the aircraft and a ground information coefficient of the vibration value, a falling object penalty value calculated from a function of objects on the ground dropped from the aircraft and a ground information coefficient of the falling objects, and the flight route length from the current position of the aircraft to the destination.

5. 4. The flight route control system according to claim 3, The quantification unit is a flight route control system that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft, a ground information coefficient of the noise value, and a compensation information coefficient of the noise value; a vibration penalty value calculated from a function of the vibration value on the ground of the vibration generated by the aircraft, a ground information coefficient of the vibration value, and a compensation information coefficient of the vibration value; a falling object penalty value calculated from a function of objects on the ground dropped from the aircraft, a ground information coefficient of the falling object, and a compensation information coefficient of the falling object; and the flight route length from the current position of the aircraft to the destination.

6. A flight route control method for controlling a flight route of an aircraft by an aircraft and a ground control device, comprising: Obtaining fixed condition information including the performance of the aircraft and a flight plan to a destination of the aircraft; Acquire variable condition information including a flight altitude, a flight speed, a surrounding weather condition, and a flight route to a destination of the aircraft; Based on the fixed condition information and the variable condition information, a three-dimensional calculation is performed to calculate an influence of the flying object on the ground, and the influence is quantified; Dynamically set a flight route for the aircraft based on the quantified influence and a flight distance from the current location of the aircraft to the destination, and transmit the route to the aircraft; A flight route control method that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from the noise value on the ground of the noise generated by the aircraft, a vibration penalty value calculated from the vibration value on the ground of the vibration generated by the aircraft, a falling object penalty value calculated from objects on the ground dropped from the aircraft, and the flight route length from the current position of the aircraft to the destination.

7. 7. The flight route control method according to claim 6, Collecting information including at least location information of important facilities on the ground and the degree of crowding of people, which is necessary for obtaining ground information indicating the location of buildings on the ground and the presence or absence of crowded areas, and calculating the ground information; A flight route control method that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, and the ground information, and quantifies the impact of the aircraft on the ground.

8. 8. The flight route control method according to claim 7, Collect information necessary to calculate compensation information for the area in which compensation is to be performed for the impact of the aircraft on the ground, and calculate the compensation information; A flight route control method that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, the ground information, and the compensation information, and quantifies the impact of the aircraft on the ground.

9. 8. The flight route control method according to claim 7, A flight route control method that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft and a ground information coefficient of the noise value, a vibration penalty value calculated from a function of the vibration value on the ground of the vibration generated by the aircraft and a ground information coefficient of the vibration value, a falling object penalty value calculated from a function of objects on the ground dropped from the aircraft and a ground information coefficient of the falling objects, and the flight route length from the current position of the aircraft to a destination.

10. 9. The flight route control method according to claim 8, A flight route control method that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft, a ground information coefficient of the noise value, and a compensation information coefficient of the noise value; a function of the vibration value on the ground of the vibration generated by the aircraft, a vibration penalty value calculated from the ground information coefficient of the vibration value, and a compensation information coefficient of the vibration value; a function of falling objects on the ground dropped from the aircraft, a falling object penalty value calculated from the ground information coefficient of the falling object, and a compensation information coefficient of the falling object; and the flight route length from the current position of the aircraft to a destination.

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