Aircraft Control System

Abstract

To provide a flying object control system which more appropriately controls a flying object that can be taken off and landed vertically and enables the flying object to be taken off and landed safely and with high density in accordance with the state thereof and its surrounding environment.SOLUTION: A flying object control system 30 comprises a flying object control device 20 and a ground monitor device 10. The flying object control device 20 includes: a state monitor unit 22 for monitoring at least one of an ambient environment of a flying object 1 and an operational state of the flying object 1; a flight control unit 21 for controlling flight of the flying object 1; a closed space setting unit 23 for setting a closed space 2 of the flying object 1; and a communication unit 24 with the ground monitor device 10. The ground monitor device 10 includes: a flight location monitor unit 11 for monitoring flight locations of a plurality of flying objects 1; a closed space management unit 12 for managing the closed spaces 2 of the plurality of flying objects 1; and a communication unit 13 with a plurality of flying object control devices 20. The closed space setting unit 23 controls the closed space 2 with respect to the flying object 1 based on the result of monitoring by the state monitor unit 22.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an aircraft control system, and more particularly to an aircraft control system for an aircraft capable of vertical takeoff and landing. [Background technology]

[0002] In recent years, flying vehicles such as small electric aircraft capable of flying in the sky have been developed as next-generation transportation means within and between cities. In this case, control is required to prevent collisions between multiple flying vehicles.

[0003] For example, Patent Document 1 describes a technique for setting flight paths that do not intersect with each other and controlling the flying objects in front and behind to prevent them from approaching each other. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2003-6798 A Summary of the Invention [Problem to be solved by the invention]

[0005] In particular, for aircraft capable of vertical takeoff and landing, there are many cases where the individual takeoff and landing sites are located close to each other. Therefore, when aircraft take off and land, there is a high risk of collision due to the aircraft approaching each other, and advanced control is required.

[0006] However, as in the technology described in Patent Document 1, if flight paths that do not intersect with each other are set, only a limited number of flight paths can be set in a specific space. In particular, for aircraft capable of vertical takeoff and landing that are located close to each other, there are cases in which it is difficult to set flight paths that do not interfere with each other. Or, even if flight paths that do not interfere with each other can be set, the number of them is limited, and there is a possibility that the required operation cannot be performed.

[0007] Furthermore, Patent Document 1 does not disclose the flight intervals between multiple aircraft that are considered necessary to maintain safety when multiple aircraft fly along the same route.

[0008] In consideration of the above problems, the object of the present invention is to provide an aircraft control system that more appropriately controls an aircraft capable of vertical takeoff and landing, and enables safe and high-density takeoff and landing depending on the condition and environment of the aircraft. [Means for solving the problem]

[0009] In order to achieve the above object, the present invention is configured as follows.

[0010] In a flying object control system including a flying object control device and a ground monitoring device, the flying object control device includes a status monitoring unit that monitors at least one of the surrounding environment of the flying object and the operating state of the flying object, a flight control unit that controls the flight of the flying object, a closed space setting unit that sets a closed space of the flying object, and a communication unit with the ground monitoring device, and the ground monitoring device includes a flight position monitoring unit that monitors the flight positions of a plurality of the flying objects, a closed space management unit that manages the closed spaces of the plurality of the flying objects, and a communication unit with the plurality of the flying object control devices, and the closed space setting unit is configured to set a closed space based on the monitoring result by the status monitoring unit. Among these, based on the effect of inertia estimated from the flight speed and aircraft weight of the aircraft The enclosed space is controlled relative to the flying object.

[0011] Also, The above In an aircraft control device of an aircraft control system ,before The enclosed space setting unit controls the enclosed space for the aircraft based on a monitoring result by the state monitoring unit.

[0012] Also, The above In ground monitoring equipment for aircraft control systems ,before The enclosed space is Department is controlled by. Effect of the Invention

[0013] According to the present invention, it is possible to provide an aircraft control system that more appropriately controls an aircraft capable of vertical takeoff and landing, enabling safe and high-density takeoff and landing depending on the state and environment of the aircraft.

[0014] Problems, configurations and effects other than those described above will become apparent from the following embodiments. [Brief description of the drawings]

[0015] [Figure 1] 1 is a block diagram showing an embodiment of a mobile object control system according to the present invention; [Figure 2A] FIG. 13 is a conceptual diagram showing a case where a blocked space is allocated in the mobile object control system of the present invention. [Figure 2B] FIG. 13 is a conceptual diagram showing a case where a blocked space is allocated in the mobile object control system of the present invention. [Figure 3A] FIG. 11 is a diagram showing an example of allocating a blocked space based on high positional accuracy in the mobile object control system of the present invention. [Figure 3B] FIG. 11 is a diagram showing an example of a case where a blocked space is allocated based on low position accuracy in the mobile object control system of the present invention. [Figure 4] FIG. 11 is a diagram showing an example of allocating a blocked space based on the influence of wind in the mobile object control system of the present invention. [Diagram 5] FIG. 11 is a diagram showing an example of allocating blocked spaces based on the influence of inertia during movement in the mobile object control system of the present invention. [Figure 6] FIG. 11 is a diagram showing an example of allocating blocked spaces based on the effect of a partial equipment failure in the mobile object control system of the present invention. [Figure 7A] FIG. 13 is a diagram showing an example of allocating a closed space based on the effect of downwash of the vehicle in the mobile object control system of the present invention, when the vehicle is stationary. [Figure 7B] FIG. 13 is a diagram showing an example of allocating a closed space based on the effect of downwash of the vehicle in the mobile object control system of the present invention, and shows the vehicle tilting. [Figure 8A] 1 is a conceptual diagram showing the relationship between a closed space and a monitoring range in a mobile object control system of the present invention. [Figure 8B] 1 is a conceptual diagram showing the relationship between a closed space and a monitoring range in a mobile object control system of the present invention. [Figure 9] 4 is a flowchart showing an example of control of the mobile object control system of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. EXAMPLES

[0017] FIG. 1 is a block diagram illustrating one embodiment of an air vehicle control system 30 of the present invention.

[0018] 1, the flying object control system 30 includes a ground monitoring device 10 and an flying object control device 20, which are capable of communicating with each other by radio or the like. The ground monitoring device 10 includes a flight position monitoring unit 11, a confined space management unit 12, and a communication unit 13. The flying object control device 20 includes a flight control unit 21, a state monitoring unit 22, a confined space setting unit 23, and a communication unit 24.

[0019] The communication unit 13 and the communication unit 24 exchange information with each other.

[0020] The aircraft 1 (shown in FIG. 2) controlled by the aircraft control system 30 is assumed to be a vertical take-off and landing (VTOL) aircraft capable of vertical take-off and landing. This aircraft 1 can also be used as an aircraft 1 that carries people and is required to be safe. It may also be used as an unmanned aircraft 1 that moves.

[0021] The aircraft 1 can be propelled by a driving device such as a motor or an engine, and is equipped with a function that enables automatic control of takeoff and landing of the aircraft 1.

[0022] An airfield 3 (shown in FIG. 2) is a location on the ground where one aircraft 1 takes off and lands. Vertical take-off and landing aircraft do not require as much space for take-off and landing compared to aircraft that use runways, so it is possible to provide multiple airfields 3 within a certain range. This allows for a variety of operations.

[0023] For example, it can be assumed that the aircraft control system 30 can be installed in various locations, such as the rooftop of a building, an empty space, etc. The aircraft control system 30 can control a plurality of takeoff and landing sites 3, and it is possible to increase the number of controllable takeoff and landing sites 3 to, for example, three or more, five or more, etc.

[0024] The ground monitoring device 10 is a device installed on the ground side that monitors and controls the takeoff and landing of each flying object 1. For example, it can be configured as a server or the like. One ground monitoring device 10 may monitor all flying objects 1, or may monitor only flying objects 1 flying within a predetermined range. The predetermined range here is, for example, a monitoring and control required range 4 (shown in FIG. 2B) necessary for monitoring and controlling the takeoff and landing of each flying object 1 with respect to a target takeoff and landing site 3.

[0025] A plurality of ground monitoring devices 10 may be provided. In this case, if one ground monitoring device 10 fails, the other ground monitoring device 10 may assist. Furthermore, if more flying objects 1 than can be monitored by one ground monitoring device 10 enter a monitoring and control area, the other ground monitoring device 10 may assist in monitoring and controlling that area.

[0026] To ensure safety and availability, the ground monitoring device 10 may be configured redundantly (duplicated). That is, the same devices, such as servers required for monitoring and control, may be provided twice within the ground monitoring device 10, or the same devices may be provided in another ground monitoring device 10, thereby preparing a backup system.

[0027] The flight position monitoring unit 11 monitors the flight position of each flying object 1. The range of flying objects 1 to be monitored may be a moving object flying within the monitoring range or existing within the monitoring range, or may be limited to flying objects 1 scheduled to take off or land. The method of identifying the position of the flying object 1 may be to detect the position of the flying object 1 using a sensor installed on the ground, or to receive position information from each flying object 1.

[0028] Examples of sensors to be installed on the ground include cameras, IR (infrared) cameras, laser radars, LIDARs, and other sensors. These are used to grasp the position of the aircraft 1 while grasping the space three-dimensionally. In addition, position information is received from the aircraft 1 via the communication unit 13.

[0029] The confined space management unit 12 defines the flight space required for the aircraft 1 to fly safely as a "confined space." The confined space management unit 12 allocates the confined space required by each aircraft 1 based on the confined space information received from each aircraft 1 and the flight position of each aircraft 1.

[0030] Here, if a closed space assigned to one aircraft 1 interferes with a closed space assigned to another aircraft 1, one or both of the aircraft 1 are instructed to change flight so as to eliminate the interference.

[0031] FIG. 2A is a conceptual diagram of an enclosed space 2, and FIG. 2B is a conceptual diagram of a situation in which interference occurs between enclosed spaces 2.

[0032] 2A and 2B, when instructing to change flight so as to eliminate interference in the enclosed space 2, the instruction may be given after interference has actually occurred, or may be given when interference is expected to occur. As a means for predicting interference in advance, information on takeoff and landing plans of each flying object 1, surrounding weather information, etc. may be applied.

[0033] For example, if the takeoff and landing plan information indicates that multiple aircraft 1 are planning to land at the same takeoff and landing site 3 at the same time, the enclosed space management unit 12 can predict that interference will occur between the aircraft 1, and may therefore instruct flight changes such as staggering the landing times of each aircraft 1 or instructing the use of different takeoff and landing sites 3.

[0034] Here, the "definition of enclosed spaces" will be explained.

[0035] The enclosed space 2 is a flight range required for the aircraft 1 to fly safely. The enclosed space 2 is defined based on the expected flight range of the aircraft 1 and the range of influence on other aircraft 1, based on the equipment status of the aircraft 1 and the influence of the external environment. Since it is defined based on the expected flight range of the aircraft 1, it is possible to prevent collisions between aircraft 1 as long as other aircraft 1 do not enter the enclosed space 2.

[0036] As described above, the size of the enclosed space 2 is changed as needed depending on the emergency situation and the external environment. For example, when the wind is strong, the position of the flying object 1 is likely to shift, so the size of the enclosed space 2 is increased, and the size can be changed depending on the weather conditions. Details of the calculation method of the enclosed space 2 will be explained in the explanation of the enclosed space setting unit 23 of the flying object 1.

[0037] The communication unit 13 communicates with a communication unit 24 of the flying object control device 20 by wireless or the like. This allows communication between the ground monitoring device 10 and the flying object control device 20.

[0038] The aircraft control device 20 is a device that controls the flight of each aircraft 1. The aircraft control device 20 is basically mounted on each aircraft 1. However, it may be configured to be installed on the ground and remotely controlled, for example, or the aircraft control device 20 installed on one aircraft 1 may control other aircraft 1 present in the vicinity.

[0039] To ensure safety and availability, the aircraft control device 20 may be configured redundantly (dual-redundantly). That is, two devices such as computers for monitoring and control may be provided in the aircraft control device 20, or the same devices may be provided in other aircraft control devices 20 to provide a backup system.

[0040] The flight control unit 21 controls the flight of the aircraft 1. When a flight change is instructed by the enclosed space management unit 12, the flight control unit 21 manages the flight speed, direction, attitude, and timing of the aircraft 1 based on the instruction, and drives driving devices such as motors required for flight control.

[0041] The status monitoring unit 22 uses sensors and the like to monitor the operating status of the aircraft 1 and the situation around the aircraft. The operating status of the aircraft 1 includes, for example, the aircraft's flight position, flight speed, direction, attitude, timing, and the operating status of onboard equipment. In addition, the operating status of onboard equipment includes, for example, motor output, rotor rotation speed, battery capacity, and the presence or absence of equipment failure.

[0042] The conditions around the aircraft include, for example, wind direction and strength around the aircraft, terrain and surrounding structures, size and attributes of other aircraft 1 and obstacles, distance and position from the aircraft itself, etc. The status monitoring unit 22 basically monitors status information at the current time, but may estimate past status information and future status information on the flight path. By estimating future status information, for example, when interference is expected to occur on the future flight path, it becomes possible to change the flight path in advance to avoid it.

[0043] When the status monitoring unit 22 detects an obstacle on the flight path, it may instruct the flight control unit 21 to stop proceeding or to take an avoidance route. Examples of obstacles include buildings and birds. By detecting these obstacles separately from the flight position monitoring unit 11, it is possible to detect the obstacles more reliably.

[0044] Examples of the sensor here include a camera, an IR camera, a millimeter wave radar, an ultrasonic sensor, etc. The sensor is basically mounted on each aircraft 1, but if the sensor is installed on the ground, for example, the sensor may be configured to transmit the results of monitoring on the ground to the aircraft 1, or the results of monitoring by a sensor installed on one aircraft 1 may be transmitted to other aircraft 1 in the vicinity.

[0045] The information on the obstacles is sent to the ground monitoring device 10, which may instruct each flying object 1 to change or modify its flight path based on the information. Changing the flight path includes changing the route itself, such as changing the takeoff and landing site to arrive at. Modifying the flight path includes modifying the shape of a part of the flight path to avoid the obstacle.

[0046] The closed space setting unit 23 sets the shape and size of its own closed space 2 based on the result of the state monitoring by the state monitoring unit 22. That is, the closed space setting unit 23 controls the closed space 2 based on the result of the state monitoring by the state monitoring unit 22. Then, the closed space setting unit 23 notifies the ground monitoring device 10 via the communication unit 24 of the use of the closed space 2.

[0047] The ground monitoring device 10 checks whether there is interference between the flying objects 1 in the closed space 2 based on a notification from the closed space setting unit 23. When the closed space setting unit 23 receives a notification from the ground monitoring device 10 that no interference is occurring in the closed space 2, it instructs the flight control unit 21 to fly in the closed space 2.

[0048] When notifying the ground monitoring device 10 of the use of the enclosed space 2, information on the status of the flying object 1, the flight route, the flight timing, and the location of the takeoff and landing site 3 to be used are transmitted. In addition to this information, information on flight priority, aircraft performance, weather conditions, etc. may also be transmitted.

[0049] Here, an example of setting the shape of the closed space 2 will be described. When the closed space setting unit 23 sets the closed space 2, it is necessary to estimate the flight position of the aircraft 1. When estimating the flight position, errors occur due to the position estimation method and the influence of the surrounding environment, so it is desirable for the closed space setting unit 23 to set (control) the closed space 2 based on the position estimation accuracy of the aircraft 1 that takes this error into account. The position estimation accuracy is included in the monitoring result of the flight position of the aircraft 1 by the state monitoring unit 22.

[0050] Possible methods for estimating the flight position include, for example, using signal information from a GNSS receiver mounted on the aircraft 1, applying a technology called SLAM that uses LIDAR to detect feature points (laser reflection point clouds) of surrounding structures, estimating the position by recognizing surrounding structures from camera images, estimating the distance from the propagation time of a UWB (Ultra Wideband) signal transmitted from a base station, etc. In the present invention, it is sufficient to be able to estimate the flight position of the aircraft 1, and the method is not important.

[0051] There are various methods for estimating flight position, but the position accuracy differs depending on the method, and also on the performance of the equipment used and the surrounding environment. For example, when using GNSS, if the environment is such that signals from satellites can be properly received, the error will be on the order of a few meters, but if the environment is such that differential positioning or RTK positioning is possible, the error can be kept to the order of a few centimeters.

[0052] However, the position accuracy of the aircraft 1 varies depending on the presence or absence of obstructions and multipath, and the influence of the satellite positions. Therefore, the closed space setting unit 23 may calculate the aircraft position and its confidence interval based on the state monitoring result by the state monitoring unit 22, and set the range of the confidence interval as the closed space 2.

[0053] 3A and 3B are conceptual diagrams showing a case where a closed space 2 is set based on position accuracy. FIG. 3A shows a closed space 2AH when the position accuracy is high, and FIG. 3B shows a closed space 2AL when the position accuracy is low. The closed space 2AL is set to be larger than the closed space 2AH. As a result, when the position estimation accuracy of the flying object 1 is low, safety can be maintained by setting the closed space 2 to a larger closed space 2AL.

[0054] On the other hand, when the position estimation accuracy is high, the enclosed space 2 can be set to a smaller enclosed space 2AH, allowing multiple flying objects 1 to fly close to each other efficiently.

[0055] In addition, when setting up the enclosed space 2, it is desirable to take into account the degree of impact on flight of disturbances from the surrounding environment, such as wind and rain, and to set the enclosed space 2 to the flight range estimated from the flight performance of the aircraft 1.

[0056] FIG. 4 is a conceptual diagram of a case where the closed space 2 is set based on the degree of influence of disturbances from the surrounding environment. The degree of influence of disturbances from the surrounding environment of the flying object 1 on the flight may be measured by installing a wind speed sensor on the flying object 1 or the ground monitoring device 10, or may be estimated from the flight performance of the flying object 1, such as the position and attitude of the flying object 1 due to the influence of disturbances, the motor output and the rotor rotation speed, or may be estimated from weather forecast information of the surrounding area. Since the direction and strength of wind and rain may change suddenly, it is desirable to add a certain fluctuation range. The closed space setting unit 23 can control the closed space 2 based on at least one of the degree of influence of disturbances from the surrounding environment on the flight of the flying object 1 and the flight performance of the flying object 1 against disturbances from the surrounding environment, among the monitoring results by the state monitoring unit 22.

[0057] The flight performance of the flying object 1 can be estimated from the operating performance of the motor and rotor, the aircraft weight, the performance of the flight control program, etc. When an expected disturbance occurs, the maximum expected range of movement until the flying object 1 regains its balance can be set as the enclosed space.

[0058] In addition, since it is unlikely that the aircraft will suddenly stop in place or move in a completely different direction due to the influence of inertia while it is moving, it is desirable to set the enclosed space 2 taking into account the moving speed and aircraft weight.

[0059] 5 is a diagram showing a conceptual diagram of a case where the enclosed space 2C is set based on the influence of inertia accompanying the movement of the flying object 1. By setting the enclosed space 2C based on the influence of inertia accompanying the movement of the flying object 1, safety can be maintained by setting (controlling) the enclosed space 2C to a large size in an environment where a large disturbance occurs, or when using an aircraft that is easily affected by disturbance, or during high-speed movement.

[0060] On the other hand, in an environment where disturbances are stable, or when an aircraft capable of stable flight control against disturbances is used, or when moving at low speed, multiple aircraft 1 can fly close to each other efficiently by setting (controlling) the closed space 2C to be small. In other words, optimal space allocation according to environmental fluctuations and aircraft performance is possible.

[0061] FIG. 6 is a conceptual diagram of a case where a closed space 2D is set when an equipment failure occurs in the aircraft 1.

[0062] In Fig. 6, when estimating the flight performance of the aircraft 1, it is desirable to also take into consideration the equipment operation state of the aircraft 1, such as whether or not the equipment has a malfunction and the remaining battery charge. For example, if it is confirmed that one of the rotors is not working due to a malfunction, it is expected that the flight performance will decrease, so it is conceivable to set the closed space 2D wider than normal. The closed space setting unit 23 sets (controls) the closed space 2D based on the flight performance of the aircraft 1 estimated from the equipment operation state including at least one of the equipment failure and the remaining battery charge of the aircraft 1.

[0063] In addition, when a decrease in the remaining battery power is confirmed, assuming the possibility of a crash due to the battery running out, the entire area below the flying object 1 may be set as a closed space 2D.

[0064] 7A and 7B are conceptual diagrams showing a case where an enclosed space 2E is set based on the effect of downwash.

[0065] 7A, in an environment where many aircraft 1 use takeoff and landing sites 3 close to each other, it is expected that flight will become unstable due to turbulent air currents (downwash) that occur during flight of each aircraft 1. Therefore, when setting up a confined space 2, it is desirable to set up a confined space 2E that takes into consideration the impact on other aircraft 1 during flight.

[0066] For example, since the direction in which the airflow is generated changes depending on the attitude of the aircraft, the position and angle of the rotor, the rotation speed, etc., it is conceivable that the shape of the enclosed space 2E is determined according to the orientation of the propulsion device provided in the aircraft 1. Specifically, it is conceivable to use information such as the position information of the aircraft 1 from the ground monitoring device 10, the rotor rotation speed transmitted from the aircraft 1, and the aircraft angle to predict the airflow generated by the rotor, estimate the range of influence of the airflow, and change the shape of the enclosed space 2E based on the information on the range of influence.

[0067] The enclosed space setting unit 23 sets (controls) the enclosed space 2 based on the effect of air currents generated during the flight of the aircraft 1 on other aircraft 1.

[0068] As shown in Figure 7A, when the aircraft 1 is stopped at a certain point, it is thought that the airflow is generated mainly in a direction directly below the aircraft 1, so it is thought that the enclosed space 2E is made wide in the downward direction, and when the aircraft is moving, it is thought that the airflow is generated in the opposite direction, so it is thought that the enclosed space 2E is made wide in the diagonally downward direction, as shown in Figure 7B.

[0069] This makes it possible to optimally allocate space while taking into account the effects of air currents even when the aircraft 1 are close to each other, which is expected to improve the efficiency of takeoff and landing for multiple aircraft 1.

[0070] It is also possible to combine two or more of the closed spaces 2AH, 2AL, 2B, 2C, 2D, and 2E among the above-mentioned methods for setting the closed space 2. In other words, the closed section setting unit 23 can set (control) the closed space 2 based on the result of combining at least two or more of the position accuracy of the aircraft 1, the degree of influence on flight by disturbances from the surrounding environment, the influence of inertia, the equipment operation state of the aircraft 1, and the influence of airflows generated during the flight of the aircraft 1 on other aircraft 1.

[0071] One possible method for estimating the range of movement of the flying object 1 and setting up the enclosed space 2 is to treat the three-dimensional spatial coordinates around the takeoff and landing area 3 as random variables and treat the probability of the existence of the flying object 1 at each coordinate point as a probability distribution.

[0072] When a plurality of methods are combined, for example, a conditional probability distribution may be applied. First, the probability that the aircraft 1 exists at each coordinate position is calculated based on the position estimation accuracy of the aircraft 1.

[0073] Next, when the flying object 1 exists at each coordinate position, the range in which it may move due to the influence of disturbance is calculated as a conditional probability. When calculating the influence of disturbance, aircraft performance, environmental fluctuations, equipment failures, etc. may be taken into account. After deriving the probability that the flying object 1 exists at each coordinate point, the range in which the moving object exists with a probability equal to or greater than a certain threshold is set as the closed space 2. When other methods are combined, calculations are performed using the same calculation procedure. By combining multiple methods, it is expected that space allocation for safer and more efficient takeoff and landing can be achieved.

[0074] When the range where the probability of the aircraft 1 existing at each coordinate point is equal to or higher than a certain threshold is set as the closed space 2, the threshold may be set to a fixed value, or may be set based on the degree of impact expected when an accident occurs due to the aircraft 1. The degree of impact expected when an accident occurs can be evaluated based on the items (people, cargo, etc.) carried by the aircraft 1, the aircraft price, the aircraft weight, the surrounding environment (populated areas, uninhabited areas, etc.), etc. For example, in a situation where the impact of an accident is considered to be small, such as a small aircraft 1 carrying cargo flying in an uninhabited area, a smaller closed space 2 is set by setting a higher threshold, so that high-density flight by multiple aircraft 1 is possible.

[0075] On the other hand, in the case of a large flying object 1 for transporting people or in a situation where the object is flying in a densely populated area, a lower threshold value is set to create a larger enclosed space 2, thereby ensuring safety. The closed space setting unit 23 calculates the probability that one aircraft is present at each spatial coordinate point around the takeoff and landing site 3 of the aircraft 1, sets a closed space setting threshold based on the degree of impact of an accident predicted for the aircraft 1, and sets the range where the probability is greater than or equal to the closed space setting threshold as the closed space 2.

[0076] As a result of the above, it is possible to avoid setting an excessively large or small enclosed space 2, and to expect space allocation that is both safe and efficient.

[0077] 8A and 8B are conceptual diagrams in which a closed space 2 is set outside the monitoring range.

[0078] Furthermore, it is desirable that the shape of the enclosed space 2 is contained within a range (hereinafter referred to as monitoring range 5) that can be monitored by the status monitoring unit 22 of the aircraft 1 or a sensor provided in the ground monitoring device 10. By including the enclosed space 2 within the monitoring range 5, it is possible to confirm that no objects other than the aircraft 1 exist within the enclosed space 2, and the safety of the aircraft 1 can be maintained.

[0079] The monitoring range 5 is set based on the detection rate and detection range of the sensor used. When setting the monitoring range 5, it is desirable to also take into consideration the effects of disturbances such as nighttime, backlight, wind and rain. For example, in rainy weather, the monitoring range 5 is estimated to be narrower than in sunny weather. When multiple sensors are used, the combined range of those sensors is set as the monitoring range 5.

[0080] However, depending on the surrounding environment and aircraft performance, there may be cases where a closed space 2 is set outside the monitoring range 5, as shown in FIG. 8B.

[0081] In this case, the flight control may be changed or the monitoring range 5 may be adjusted so that the flying object 1 does not move outside the monitoring range 5. Possible methods for changing the flight control include, for example, slowing down the flight speed or changing the direction or attitude of the aircraft.

[0082] As a method for adjusting the monitoring range 5, for example, it is possible to change the orientation of a sensor installed in the aircraft 1 or the ground monitoring device 10, or to change sensor parameters (such as the exposure time and focal length of a camera, and the viewing angle of a LiDAR) so that the monitoring range 5 includes the enclosed space 2. In addition, if the monitoring range 5 does not include the enclosed space 2, the enclosed space setting unit 23 or the ground monitoring device 10 may instruct the flight control unit 21 to change the flight path.

[0083] The closed space setting unit 23 sets a monitoring range that can be monitored by the status monitoring unit 22, and when a closed space 2 is set outside the monitoring range 5, the flight control unit 21 issues flight instructions to prevent the aircraft 1 from moving outside the monitoring range 5, or controls the aircraft 1 so that the monitoring range 5 includes the closed space 2.

[0084] Here, examples of flight priority are described. First, there is a method of simply determining the priority in the order in which closed space information is received from the air vehicle 1. Second, there is a method of increasing the priority of an air vehicle 1 that has the right to increase the priority by paying a fee, etc. Third, there is a method of increasing the priority for an air vehicle 1 that corresponds to an emergency vehicle (for example, a moving body that corresponds to a police vehicle, an ambulance, a fire engine, etc.).

[0085] Another method is to determine flight priorities based on the flight path sequence of the aircraft 1 that is most efficient overall.

[0086] Furthermore, taking into consideration the remaining fuel and battery power of the flying object 1, the flying object 1 with low remaining power may be given a higher priority. These priorities may be combined and ultimately determined by the ground monitoring device 10.

[0087] The communication unit 24 of the aircraft control device 20 communicates with the communication unit 13 of the ground monitoring device 10 via wireless communication or the like.

[0088] 9 is a flowchart showing an example of control of the aircraft control system 30 of the present invention. It is desirable that the following control procedure be executed periodically when flying near the takeoff and landing field 3.

[0089] 9, first, the aircraft control device 20 monitors the operating state of the aircraft 1 and the situation around the aircraft (step S101). The operating state of the aircraft includes, for example, the aircraft's flight position, flight speed, direction, attitude, timing, and the operating state of onboard equipment.

[0090] The operating status of the onboard equipment includes, for example, motor output, rotor rotation speed, battery capacity, and whether or not equipment is malfunctioning. The conditions around the aircraft include, for example, wind direction and strength around the aircraft, terrain and surrounding structures, the size and attributes of other aircraft 1 and obstacles, and the distance and position from the aircraft itself.

[0091] Although the basic principle is to monitor the current status information, past status information and future status information on the flight path may also be estimated. This is performed by the status monitoring unit 22 described above.

[0092] Next, the aircraft control device 20 checks whether there is an obstacle on the flight path based on the monitored status information (step S102). If an obstacle is detected on the flight path in step S102, the process proceeds to step S103. In step S103, the flight control unit 21 is instructed to stop proceeding or to select an avoidance route, and the process returns to step S101. Monitoring is continued in step S101 until the obstacle is avoided. This is performed by the status monitoring unit 22 described above.

[0093] Next, the aircraft control device 20 sets the shape of its own enclosed space 2 based on the monitored state information (step S104). This is performed by the enclosed space setting unit 23 described above.

[0094] Next, the flying object control device 20 notifies the ground monitoring device 10 of the use of the enclosed space 2 (step S105). When notifying the ground monitoring device 10 of the use of the enclosed space 2, the flying object control device 20 transmits information on the status of the flying object 1, the flight route, the flight timing, and the location of the takeoff and landing site 3 to be used. In addition to this information, information on flight priority, aircraft performance, weather conditions, etc. may also be transmitted. This is performed between the communication unit 24 and the communication unit 13 described above.

[0095] Next, the ground monitoring device 10 monitors the flight position of each flying object 1 (step S106). The range of flying objects 1 to be monitored may be moving objects flying within the monitoring range 5 or existing within the monitoring range 5, or may be limited to flying objects 1 scheduled to take off or land. The method of identifying the position may be to detect the position of the flying object 1 using a sensor installed on the ground, or to receive position information from each flying object 1. In this way, the position of the flying object 1 is grasped while grasping the space three-dimensionally. This is performed by the flight position monitoring unit 11 described above.

[0096] Next, the ground monitoring device 10 assigns the enclosed space 2 based on the information on the enclosed space 2 received from each aircraft 1 and the flight position of each aircraft, and checks whether or not the enclosed space 2 interferes with each aircraft 1 (step S107).

[0097] Here, if a closed space 2 assigned to a certain flying object 1 interferes with a closed space 2 assigned to another flying object 1, an instruction is given to one or both of the flying objects 1 to change flight so as to eliminate the interference. When instructing to change flight so as to eliminate the interference, the instruction may be given after the interference has actually occurred, or may be given at the time when the interference is expected to occur. This process is performed by the closed space management unit 12 described above.

[0098] Next, the ground monitoring device 10 notifies the flying object control device 20 of the presence or absence of interference in the enclosed space 2 (step S108). When notifying the flying object control device 20 of the presence or absence of interference in the enclosed space 2, information on the recommended flight route, flight timing, and the location of the takeoff and landing site 3 to be used may be transmitted. This is performed between the communication unit 13 and the communication unit 24 described above.

[0099] Next, the aircraft control device 20 checks whether there is interference in the enclosed space 2 from the ground monitoring device 10 (step S109). If a notification that no interference is occurring is received, the aircraft control device 20 instructs the flight control unit 21 to continue flying in the enclosed space 2 (step S110). If a notification that interference is occurring is received, the aircraft control device 20 instructs the flight control unit 21 to stop proceeding or to set an avoidance route (S111). This is performed by the enclosed space setting unit 23.

[0100] If communication between the ground monitoring device 10 and the aircraft control device 20 is interrupted due to an abnormality, the aircraft control device 20 will be unable to check for interference in the enclosed space 2. In that case, the aircraft 1 may fly autonomously while checking for the safety of the surroundings using its own sensors, etc. In that case, it is desirable to notify the ground monitoring device 10 and other nearby aircraft 1 that the aircraft is flying autonomously.

[0101] (effect) As described above, by setting the enclosed space 2 of the minimum size required for each flying object 1 to fly safely according to the aircraft performance, the equipment operating state, and the surrounding environment, safe and high-density takeoff and landing at a nearby takeoff and landing site 3 is possible. Furthermore, the coordinated processing of the ground monitoring device 10 and the flying object control device 20 enables efficient and reliable monitoring and control of multiple flying objects 1. At this time, the ground monitoring device 10 monitors the necessary range of the flying objects taking off and landing, enabling appropriate control. Furthermore, by determining the priority, efficient takeoff and landing is possible, and operation according to the situation and planned operation are also possible.

[0102] In other words, the present invention can provide an aircraft control system that more appropriately controls an aircraft capable of vertical takeoff and landing, enabling safe and high-density takeoff and landing depending on the condition and environment of the aircraft.

[0103] Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment and includes various modifications other than those described above. For example, the present invention is not limited to those having all of the configurations provided in the above embodiment.

[0104] In addition, it is possible to delete a part of the configuration of an embodiment or replace it with another configuration. Also, it is possible to add, delete, or replace a part of the configuration of an embodiment with another configuration.

[0105] For example, in the above embodiment, a configuration has been described in which the status monitoring unit 22 and the closed space setting unit 23 are provided in the flying object 1, but these functions may be provided in the ground monitoring device 10. Specifically, the status monitoring unit 22 (using a sensor or the like) provided in the ground monitoring device 10 may be configured to monitor the flight position, speed, surrounding obstacles, etc. of the flying object 1, set the closed space 2 based on the information, and transmit flight control instructions to the flying object control device 20.

[0106] Furthermore, the aircraft control device 20 may set the enclosed space 2 by combining the monitoring information from the state monitoring unit 22 and the monitoring information from the ground monitoring device 10. By combining multiple pieces of monitoring information, it is expected that position recognition and obstacle detection can be performed with higher accuracy.

[0107] Furthermore, the flying object position monitoring unit 11 and the confined space management unit 12 of the ground monitoring device 10 may be provided in the flying object control device 20, and the functions may be consolidated in the flying object control device 20. In other words, the flying object control device 20 may be configured to include the flying object position monitoring unit 11, the confined space management unit 12, the flight control unit 21, the state monitoring unit 22, the confined space setting unit 23, and the communication unit 24.

[0108] In addition, the flight control unit 21, the status monitoring unit 22, and the closed space setting unit 23 may be provided in the ground monitoring device 10, and the functions may be consolidated in the ground monitoring device 10. In other words, the ground monitoring unit 10 may be configured to include an aircraft position monitoring unit 11, a closed space management unit 12, a communication unit 13, a flight control unit 21, a status monitoring unit 22, a closed space setting unit 23, and a communication unit 24.

[0109] The status monitoring unit 22 may also be configured to monitor at least one of the surrounding environment of the moving object of the aircraft 1 and the operating status of the aircraft 1.

[0110] In addition, the enclosed space setting unit 23 may be configured to set at least one of the size and shape of the enclosed space 1 relative to the aircraft 1 based on the monitoring results by the state monitoring unit 22. [Explanation of symbols]

[0111] 1...mobile body, 2, 2AH, 2AL, 2B, 2C, 2D, 2E...closed space, 3...takeoff and landing site, 4...area requiring monitoring and control, 5...monitoring range, 10...ground monitoring device, 11...flight position monitoring section, 12...closed space management section, 13, 24...communication section, 20...aircraft control device, 21...flight control section, 22...status monitoring section, 23...closed space setting section

Claims

1. In an aircraft control system including an aircraft control device and a ground monitoring device, The flying object control device includes: A status monitoring unit that monitors at least one of the surrounding environment of the aircraft and the operating status of the aircraft; A flight control unit that controls the flight of the flying object; A closed space setting unit that sets a closed space of the aircraft; A communication unit for communicating with the ground monitoring device, The ground monitoring device is A flight position monitoring unit that monitors the flight positions of the plurality of flying objects; A confined space management unit that manages the confined spaces of the plurality of aircraft; A communication unit for communicating with the plurality of aircraft control devices, An aircraft control system characterized in that the closed space setting unit controls the closed space for the aircraft based on the influence of inertia estimated from the flight speed and aircraft weight of the aircraft from the monitoring results by the status monitoring unit.

2. An aircraft control system comprising an aircraft control device and a ground monitoring device, The flying object control device includes: A status monitoring unit that monitors at least one of the surrounding environment of the aircraft and the operating status of the aircraft; A flight control unit that controls the flight of the flying object; A closed space setting unit that sets a closed space of the aircraft; A communication unit for communicating with the ground monitoring device, The ground monitoring device is A flight position monitoring unit that monitors the flight positions of the plurality of flying objects; A confined space management unit that manages the confined spaces of the plurality of aircraft; A communication unit for communicating with the plurality of aircraft control devices, An aircraft control system characterized in that the closed space setting unit controls the closed space based on the flight performance of the aircraft estimated from the equipment operating status, including at least one of the presence or absence of equipment failure of the aircraft and the remaining battery charge, based on the monitoring results by the status monitoring unit.

3. An aircraft control system comprising an aircraft control device and a ground monitoring device, The flying object control device includes: A status monitoring unit that monitors at least one of the surrounding environment of the aircraft and the operating status of the aircraft; A flight control unit that controls the flight of the flying object; A closed space setting unit that sets a closed space of the aircraft; A communication unit for communicating with the ground monitoring device, The ground monitoring device is A flight position monitoring unit that monitors the flight positions of the plurality of flying objects; A confined space management unit that manages the confined spaces of the plurality of aircraft; A communication unit for communicating with the plurality of aircraft control devices, The closed space setting unit includes: Controlling the enclosed space for the aircraft based on a monitoring result by the state monitoring unit; Calculating the probability that the aircraft is present at each spatial coordinate point around the takeoff and landing site of the aircraft; Setting a confined space setting threshold based on the degree of impact of an accident predicted for the flying object; An aircraft control system, characterized in that a range in which the probability is equal to or greater than the closed space setting threshold is set as the closed space.

4. An aircraft control system comprising an aircraft control device and a ground monitoring device, The flying object control device includes: A status monitoring unit that monitors at least one of the surrounding environment of the aircraft and the operating status of the aircraft; A flight control unit that controls the flight of the flying object; A closed space setting unit that sets a closed space of the aircraft; A communication unit for communicating with the ground monitoring device, The ground monitoring device is A flight position monitoring unit that monitors the flight positions of the plurality of flying objects; A confined space management unit that manages the confined spaces of the plurality of aircraft; A communication unit for communicating with the plurality of aircraft control devices, The closed space setting unit includes: Controlling the enclosed space for the aircraft based on a monitoring result by the state monitoring unit; A monitoring range that can be monitored by the state monitoring unit is set, The flight control unit is characterized in that, when the closed space is set outside the monitoring range, it instructs the aircraft to fly so that it does not move outside the monitoring range, or controls the aircraft so that the monitoring range includes the closed space.

5. In the flying object control system according to any one of claims 1 to 4, An aircraft control system characterized in that, when the enclosed spaces of multiple aircraft interfere with each other or when interference is predicted, the ground monitoring device gives flight instructions to the aircraft so as to resolve the interference.

6. 5. The flying object control system according to claim 3, An aircraft control system characterized in that the enclosed space setting unit controls the enclosed space based on the position estimation accuracy of the aircraft from the monitoring results by the status monitoring unit.

7. 5. The flying object control system according to claim 3, An aircraft control system characterized in that the closed space setting unit controls the closed space based on at least one of the monitoring results by the status monitoring unit, which are the degree of impact on flight due to disturbances from the surrounding environment of the aircraft and the flight performance of the aircraft in response to disturbances from the surrounding environment.

8. 5. The flying object control system according to claim 3, An aircraft control system characterized in that the enclosed space setting unit controls the enclosed space based on the effect that air currents generated when the aircraft is flying have on other aircraft.

9. 7. The flying object control system according to claim 6, The closed space setting unit controls the closed space based on a combination of at least two of the following: the positional accuracy of the aircraft, the degree of impact on flight due to disturbances from the surrounding environment, the impact of inertia, the operating state of the aircraft's equipment, and the impact of air currents generated when the aircraft is flying on other aircraft.

10. 6. The flying object control system according to claim 5, An aircraft control system characterized in that the enclosed space setting unit sets at least one of the size and shape of the enclosed space for the aircraft based on the monitoring results by the status monitoring unit.

11. In the flying object control device of the flying object control system according to any one of claims 1 to 4, The aircraft control device is characterized in that the enclosed space setting unit controls the enclosed space for the aircraft based on the monitoring results by the status monitoring unit.

12. The flying object control device according to claim 11, An aircraft control device characterized in that the enclosed space setting unit sets at least one of the size and shape of the enclosed space for the aircraft based on the monitoring results by the status monitoring unit.

13. In the ground monitoring device for the flying object control system according to any one of claims 1 to 4, A ground monitoring device characterized in that the enclosed space is controlled by the flight control unit.

14. 14. The ground monitoring device according to claim 13, A ground monitoring device characterized in that at least one of the size and shape of the enclosed space relative to the aircraft is set by the flight control unit.

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