Distributed system, aircraft, method and program

Abstract

An object of the present disclosure is to provide a flight management device that can improve the safety of an aircraft. [Solution] As an example, the flight management device (10) of the present disclosure includes a determination unit (12) that, when receiving a request from an aircraft requesting permission to move to a specific spatial cell in space, determines whether the specific spatial cell has already been reserved based on the reservation status of the specific spatial cell, and a permission unit (13) that, when the determination unit determines that the specific spatial cell is not reserved, allows the aircraft to move to the specific spatial cell, and does not allow the aircraft to move to the specific spatial cell, when the determination unit determines that the specific spatial cell is already reserved.

Description

[Technical Field]

[0001] The present disclosure relates to a flight management device, an aircraft, a flight management system, a distributed system, a flight management method, a flight control method, and a program. [Background technology]

[0002] Recently, technology related to flying objects such as drones and flying cars has been advancing. For example, Patent Document 1 discloses that a route control device determines a route for a moving object represented by blocks, which are divided spaces. Specifically, when there is a common block on the movement paths of multiple moving objects, the route control device changes the movement path of one of the multiple moving objects so that the moving object does not pass through the common block during a common time period. In this way, the route control device generates the movement path for the moving object.

[0003] Patent Document 2 also discloses another related technology in which, when a management module receives a request from a mobile drive unit to reserve a destination segment, the management module reserves the segment for that mobile drive unit. Through this reservation process, the management module prevents collisions between mobile drive units.

[0004] Patent Document 3 also discloses that a central station reserves destination zones for mobile drive units and acts as a space allocator. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2019-066381 [Patent Document 2] U.S. Patent No. 7,912,574 [Patent Document 3] U.S. Patent No. 10,591,931 Summary of the Invention [Problem to be solved by the invention]

[0006] It is expected that drones, flying cars, and other flying objects may need to change direction or make an emergency landing during flight. In such cases, a management method is needed to guide the flying object to maintain a safe distance from other flying objects.

[0007] The present disclosure aims to provide a flight management device, an aircraft, a flight management system, a distributed system, a flight management method, a flight control method, and a program that can improve the safety of aircraft. [Means for solving the problem]

[0008] In a first exemplary aspect, a flight management device includes a receiving unit that receives a request from one of a plurality of flying vehicles requesting permission to move to a specific spatial cell in space on the flight route determined by the one flying vehicle; a determination unit that determines, when the receiving unit receives the request, based on the reservation status of the specific spatial cell, whether the specific spatial cell has already been reserved by another flying vehicle among the plurality of flying vehicles; and a permission unit that, if the determination unit determines that the specific spatial cell is not reserved by another flying vehicle, allows the one flying vehicle to move to the specific spatial cell, and, if the determination unit determines that the specific spatial cell has already been reserved by another flying vehicle, does not allow the one flying vehicle to move to the specific spatial cell.

[0009] In a second exemplary aspect, the aircraft is equipped with a request generation unit that determines its own flight route and generates a request requesting permission to move to a specific spatial cell in space on the flight route; a transmission unit that transmits the request generated by the request generation unit to a flight management device; and a flight control unit that moves the aircraft to the specific spatial cell if the specific spatial cell is not reserved by another aircraft and permission information permitting movement to the specific spatial cell is received from the flight management device, and does not move the aircraft to the specific spatial cell if the specific spatial cell is already reserved by another aircraft and denial information prohibiting movement to the specific spatial cell is received from the flight management device, and the request generation unit updates the flight route based on the denial information received from the flight management device.

[0010] In a third exemplary aspect, a flight management system includes a plurality of aircraft and a flight management device that manages the plurality of aircraft, each of which has a request generation unit that determines its own flight route and generates a request requesting permission to move to a specific spatial cell in space on the flight route, and a request transmission unit that transmits the request generated by the request generation unit to the flight management device, and the flight management device has a receiving unit that receives the request from one of the plurality of aircraft, a determination unit that, when the receiving unit receives the request, determines whether the specific spatial cell has already been reserved by another of the plurality of aircraft based on the reservation status of the specific spatial cell, and a permission unit that, if the determination unit determines that the specific spatial cell is not reserved by another aircraft, allows the one aircraft to move to the specific spatial cell, and, if the determination unit determines that the specific spatial cell has already been reserved by another aircraft, does not allow the one aircraft to move to the specific spatial cell.

[0011] In a fourth exemplary aspect, a distributed system includes a plurality of air vehicles, each of which has a communication unit that communicates with other air vehicles using a peer-to-peer communication method to form a distributed system including the air vehicle itself and the other air vehicles, and an arbitration unit that causes the communication unit to transmit its vote for a specific spatial cell in space with a predetermined weighting to the other air vehicles, and the arbitration unit of the air vehicle that transmitted the most heavily weighted vote performs arbitration as to which air vehicle to assign the specific spatial cell.

[0012] In a fifth exemplary aspect, a flight management method receives a request from one of a plurality of aircraft for permission to move to a specific spatial cell in space on a flight route determined by the one aircraft, determines based on the reservation status of the specific spatial cell whether the specific spatial cell has already been reserved by another aircraft among the plurality of aircraft, and if it is determined that the specific spatial cell is not reserved by another aircraft, allows the one aircraft to move to the specific spatial cell, and if it is determined that the specific spatial cell is already reserved by another aircraft, does not allow the one aircraft to move to the specific spatial cell.

[0013] In a sixth exemplary aspect, a flight control method determines its own flight route, generates a request for permission to move to a specific spatial cell in space on the flight route, transmits the request to a flight management device, and if the specific spatial cell is not reserved by another aircraft and permission information permitting movement to the specific spatial cell is received from the flight management device, moves the aircraft to the specific spatial cell, and if the specific spatial cell is already reserved by another aircraft and denial information prohibiting movement to the specific spatial cell is received from the flight management device, controls the aircraft not to move to the specific spatial cell, and updates the flight route based on the denial information received from the flight management device.

[0014] In a seventh exemplary aspect, the program causes a computer to receive a request from one of a plurality of aircraft for permission to move to a specific spatial cell in space on the flight route determined by the one aircraft, determine whether the specific spatial cell has already been reserved by another aircraft among the plurality of aircraft based on the reservation status of the specific spatial cell, and if it is determined that the specific spatial cell is not reserved by another aircraft, permit the one aircraft to move to the specific spatial cell, and if it is determined that the specific spatial cell is already reserved by another aircraft, not permit the one aircraft to move to the specific spatial cell.

[0015] In an eighth exemplary aspect, the program causes a computer to determine its own flight route, generate a request for permission to move to a specific spatial cell in space on the flight route, send the request to a flight management device, and if the specific spatial cell is not reserved by another flying object and permission information permitting movement to the specific spatial cell is received from the flight management device, move the vehicle to the specific spatial cell, and if the specific spatial cell is already reserved by another flying object and denial information prohibiting movement to the specific spatial cell is received from the flight management device, control the vehicle not to move to the specific spatial cell, and update the flight route based on the denial information received from the flight management device. [Effects of the Invention]

[0016] The present disclosure makes it possible to provide a flight management device, an aircraft, a flight management system, a distributed system, a flight management method, a flight control method, and a program that can improve the safety of aircraft. [Brief explanation of the drawings]

[0017] [Figure 1] 1 is a block diagram of a flight management device 10 according to a first embodiment. [Figure 2] FIG. 2 is a schematic diagram of a plurality of spatial cells according to the first embodiment. [Figure 3] 5 is a flowchart showing a method executed by the flight management device 10 according to the first embodiment. [Figure 4] FIG. 2 is a block diagram of a flight management system M1 according to the first embodiment. [Figure 5] FIG. 10 is a block diagram of a flight management device 30 according to a second embodiment. [Figure 6] FIG. 10 is a block diagram of an aircraft 40 according to a second embodiment. [Figure 7] FIG. 10 is a block diagram of a flight management device 50 according to a third embodiment. [Figure 8] FIG. 10 is a block diagram of an aircraft 60 according to a third embodiment. [Figure 9] FIG. 10 is a sequence diagram showing processing executed by a flight management system F3 according to a third embodiment. [Figure 10A] 11 is an example of a schematic diagram illustrating a space cell C1 in which an aircraft 60 according to a third embodiment is flying and its surrounding space cells. [Figure 10B] 11 is another example of a schematic diagram illustrating the spatial cell C1 in which the flying body 60 according to the third embodiment is flying and the surrounding spatial cells. [Figure 11] FIG. 11 is a schematic diagram showing a movement route of an aircraft 60 using a spatial cell reservation method according to a third embodiment. [Figure 12] FIG. 10 is a block diagram of an aircraft 60 according to a fourth embodiment. [Figure 13] FIG. 10 is a block diagram of a flight management device 50 according to a fifth embodiment. [Figure 14] FIG. 10 is a first schematic diagram showing a traffic management method according to a fifth embodiment. [Figure 15] FIG. 13 is a schematic diagram showing a plane P1 and lanes D11 to D14 according to a fifth embodiment. [Figure 16] 13 is a schematic diagram showing an example of a route taken by an aircraft when it flies from a departure point D on the ground to a destination E in the fifth embodiment. FIG. [Figure 17] FIG. 13 is a schematic diagram showing a set of planes in the fifth embodiment. [Figure 18]FIG. 20 is a second schematic diagram showing the traffic management method according to the fifth embodiment. [Figure 19] FIG. 10 is a third schematic diagram showing the traffic management method according to the fifth embodiment. [Figure 20A] 13 is an example of a schematic diagram showing a lane D102 according to the fifth embodiment. [Figure 20B] 13 is another example of a schematic diagram showing the lane D102 according to the fifth embodiment. [Figure 21] FIG. 20 is a schematic diagram showing the traffic state on plane P9 after time has passed since FIG. 19 in the fifth embodiment. [Figure 22] FIG. 10 is a fourth schematic diagram showing the traffic management method according to the fifth embodiment. [Figure 23] FIG. 5 is a fifth schematic diagram showing a traffic management method according to the fifth embodiment. [Figure 24] FIG. 20 is a schematic diagram of a system configured by connecting a plurality of flight management devices in a seventh embodiment. [Figure 25A] FIG. 19 is a first schematic diagram showing a method of dividing a space in the eighth embodiment. [Figure 25B] FIG. 22 is a second schematic diagram showing a method of dividing a space in the eighth embodiment. [Figure 26] FIG. 13 is a block diagram of a flight management device 70 according to a ninth embodiment. [Figure 27] FIG. 13 is a block diagram of an aircraft 80 according to a ninth embodiment. [Figure 28A] 20 shows an example of a space in which an aircraft 40 according to an eleventh embodiment is located. [Figure 28B] FIG. 23 is a top view of a determined route according to the eleventh embodiment. [Figure 28C] FIG. 23 is a side view of a determined route according to the eleventh embodiment. [Figure 28D] FIG. 23 is a diagram showing spatial cells to be reserved in the eleventh embodiment. [Figure 29A] FIG. 22 is a schematic diagram of space-time according to the eleventh embodiment. [Figure 29B]FIG. 22 is a first schematic diagram showing a flight route taken by an aircraft in the eleventh embodiment. [Figure 29C] FIG. 22 is a second schematic diagram showing the flight route taken by the flying object in the eleventh embodiment. [Figure 29D] FIG. 22 is a schematic diagram showing spatial cells assigned as flight routes along each sub-route in the eleventh embodiment. [Figure 30A] FIG. 23 is a schematic diagram showing a space-filling structure in which the space cells are regular hexagonal prisms in the twelfth embodiment. [Figure 30B] FIG. 23 is a schematic diagram showing the advantage of using a regular hexagonal prism as the space cell in the twelfth embodiment. [Figure 30C] FIG. 23 is a schematic diagram showing a space-filling structure in which the space cells are regular triangular prisms in the twelfth embodiment. [Figure 31] FIG. 23 is a block diagram of an aircraft 40' according to a thirteenth embodiment. [Figure 32A] FIG. 22 is a first schematic diagram showing the positions of multiple flying objects in space in the thirteenth embodiment. [Figure 32B] FIG. 23 is a second schematic diagram showing the positions of multiple flying objects in space in the thirteenth embodiment. [Figure 32C] FIG. 23 is a schematic diagram showing arbitration in space between two flying vehicles in the thirteenth embodiment. [Figure 32D] FIG. 23 is a schematic diagram showing arbitration in space between four flying vehicles in the thirteenth embodiment. [Figure 32E] FIG. 23 is a schematic diagram showing arbitration in space around an airport between two flying vehicles in a thirteenth embodiment. [Figure 32F] FIG. 22 is a block diagram of a flight management system M2 according to a thirteenth embodiment. [Figure 32G] FIG. 1 is a schematic diagram of a system including two spatial domains and other spatial domains managed by multiple flight management devices. [Figure 33A] FIG. 22 is a block diagram of a flight management system M3 according to a fourteenth embodiment. [Figure 33B]FIG. 23 is a block diagram of an aircraft 60' according to a fourteenth embodiment. [Figure 33C] FIG. 22 is a schematic diagram showing an example of the state of space cells in encrypted space and real space according to a fourteenth embodiment. [Figure 34] FIG. 2 is a block diagram showing an example of the hardware configuration of a flight management device, an aircraft, or a regional controller server. DETAILED DESCRIPTION OF THE INVENTION

[0018] Embodiment 1 (1-1) Hereinafter, a first embodiment of the present disclosure will be described with reference to the drawings.

[0019] FIG. 1 is a block diagram of a flight management device 10. The flight management device 10 includes a memory 11, a determination unit 12, and a permission unit 13. The flight management device 10 may be configured as a general computer, and may be used as a controller device, a traffic control device, or the like. Each unit of the flight management device 10 will be described in detail below.

[0020] The memory 11 stores the reservation status of space cells of a plurality of flying objects in a plurality of space cells, which are divided spaces. The plurality of flying objects are managed by the flight management device 10 and fly within the plurality of space cells. The flying objects are any flying devices such as drones, flying cars, airplanes, etc.

[0021] FIG. 2 is a schematic diagram of multiple spatial cells, which are divided spaces. To manage the flights of multiple aircraft, the space S is divided into multiple cubic spatial cells C, each with a side length of A. Each spatial cell C is adjacent to another spatial cell in six directions in the three-dimensional space. Furthermore, in order for the flight management device 10 to recognize the position of the aircraft, each spatial cell C is set to be continuous with another spatial cell C. An aircraft 60 flies in the space S by moving from one spatial cell C to an adjacent spatial cell C that faces the spatial cell C. Furthermore, here, one aircraft is permitted to reserve one spatial cell C. In other words, one aircraft is permitted to fly in one spatial cell C.

[0022] The reservation status of a spatial cell C includes at least the location information of the reserved spatial cell C. A reserved spatial cell C means, for example, that the spatial cell C is a target spatial cell over which an aircraft is currently or will fly in the future. However, the spatial cell C may also be reserved for an object other than an aircraft.

[0023] The flight management device 10 can identify each spatial cell C, for example, by spatial coordinates. Furthermore, if a structure such as a building exists within the space S, creating an area where flight is not permitted, the flight management device 10 may store that area as a no-fly area in the memory 11. The no-fly area may be, for example, a spatial cell that is entirely or partially occupied by a structure, or one classified as a no-fly zone, and may further include spatial cells in the vicinity of such a spatial cell (for example, adjacent spatial cells).

[0024] In Figure 2, the space S is divided into six equal parts in each of the x, y, and z directions by the spatial cells C, but the division of the space S in each direction is not limited to this. The side length A of the spatial cells C may be constant, or as will be described later, may vary depending on the situation by the flight management device 10. Furthermore, the spatial cells C may be rectangular parallelepipeds, spheres, or other three-dimensional figures other than cubic, as long as they fill the space S.

[0025] Returning to Figure 1, the explanation will be continued. When the determination unit 12 receives a request from one of the multiple flying bodies requesting permission to move to a specific spatial cell, the determination unit 12 determines whether the specific spatial cell has already been reserved using the reservation status stored in the memory 11. When another flying body is flying through the specific spatial cell or moving toward the specific spatial cell, the specific spatial cell is in a reserved state.

[0026] When the determination unit 12 determines that a specific spatial cell is not reserved, the permission unit 13 permits the aircraft to move to the specific spatial cell. This is because if a specific spatial cell is not reserved, the aircraft will not come into contact with other aircraft even if it moves to that specific spatial cell. However, when the determination unit 12 determines that a specific spatial cell is reserved, the permission unit 13 does not permit the aircraft to move to the specific spatial cell. This is because if a specific spatial cell is reserved, the aircraft may come into contact with other aircraft if it moves to that specific spatial cell.

[0027] 3 is a flowchart showing a flight management method executed by the flight management device 10. The method executed by the flight management device 10 will be described below with reference to FIG.

[0028] First, the flight management device 10 stores the reservation status of multiple spatial cells C in the memory 11 (step S11). For example, the flight management device 10 may store the reservation status of a spatial cell requested by an aircraft as reserved, and the other spatial cells as unreserved. Instead of or in combination with this method, the flight management device 10 may store the reservation status of a spatial cell in which an aircraft cannot fly as a reserved spatial cell, and the other spatial cells as unreserved. Examples of "spatial cells in which an aircraft cannot fly" include, but are not limited to, areas where flight is restricted due to the presence of buildings, areas where flight of ordinary aircraft is restricted due to the expected passage of emergency aircraft, etc.

[0029] Next, when the determination unit 12 receives a request from the aircraft for permission to move to a specific spatial cell, it determines whether the specific spatial cell has already been reserved using the reservation status stored in the memory 11 (step S12). For example, the aircraft and the flight management device 10 may recognize spatial cells in a common coordinate system. When the aircraft transmits the coordinates of the specific spatial cell to be reserved to the flight management device 10, the flight management device 10 recognizes the specific spatial cell to be determined based on the transmitted coordinates.

[0030] Then, if the determination unit 12 determines that the specific spatial cell is not reserved (No in step S12), the permission unit 13 permits the aircraft to move to the specific spatial cell (step S13). In this case, the flight management device 10 can transmit permission information permitting the aircraft that sent the request to move. The flight management device 10 can transmit the permission information using, for example, a communication circuit (not shown).

[0031] On the other hand, if the determination unit 12 determines that the specific spatial cell is reserved (No in step S12), the permission unit 13 does not permit the aircraft to move to the specific spatial cell and denies it (step S14).

[0032] In step S13, the flight management device 10 can transmit permission information permitting the movement to the aircraft that sent the request. Similarly, in step S14, the flight management device 10 can transmit denial information (non-permission information) denying the movement to the aircraft that sent the request. The flight management device 10 may transmit the permission or denial information using, for example, a communication circuit (not shown).

[0033] As described above, the flight management device 10 can permit or deny movement of the aircraft to the space cell where it is scheduled to fly, in response to a request from the aircraft. For example, even if the aircraft changes direction during flight or makes an emergency landing, the flight management device 10 can deny the aircraft's movement if the space cell to which the aircraft is to suddenly move is reserved. This prevents the aircraft from coming close to other aircraft, allowing the aircraft to fly safely.

[0034] The determination unit 12 may determine whether a specific spatial cell corresponds to a no-fly area in parallel with the processing of step S12, or before or after the processing of step S12. If a specific spatial cell corresponds to a no-fly area, the permission unit 13 does not permit and denies the aircraft from moving into the specific spatial cell. Therefore, the aircraft is prevented from approaching buildings, allowing it to fly safely.

[0035] The reservation status may indicate whether all spatial cells in the space S are reserved, or may indicate whether a portion of the space, including the spatial cell requested by the aircraft, is reserved. Furthermore, the reservation status may be input to the flight management device 10 from an external source, rather than being stored in the memory 11 of the flight management device 10.

[0036] (1-2) Here, we will explain the flight management system according to embodiment 1. Fig. 4 is a block diagram of the flight management system M1. The flight management system M1 includes a flight management device 10 and a plurality of flying vehicles 20. The configuration of the flight management device 10 is as described above, so a description thereof will be omitted.

[0037] Each flying object 20 includes a request generation unit 21, a transmission unit 22, and a flight control unit 23. Multiple flying objects 20 can communicate with the flight management device 10 by, for example, being registered in advance by an operator in the flight management device 10. Note that the flying object 20 is appropriately equipped with an engine unit for flight or a buoyancy generating unit such as a propeller, but this will not be described in detail here. Communication between the flight management device 10 and the flying object 20 can be performed, for example, using a dedicated protocol.

[0038] The request generation unit 21 generates a request for permission to move to a specific spatial cell among multiple spatial cells. The "specific spatial cell" may be a spatial cell adjacent to the spatial cell in which the flying object 20 is currently flying, or it may not be a spatial cell adjacent to the spatial cell in which the flying object 20 is currently flying.

[0039] The transmitter 22 is capable of communicating with the flight management device 10 and transmits the request generated by the request generator 21. During normal flight, the flying object 20 may determine a spatial cell that is its next destination and transmit a request for permission to move to that spatial cell using the transmitter 22. Alternatively, when the flying object 20 recognizes that an exceptional situation has occurred and heads toward a spatial cell other than the spatial cell on the planned route, the flying object 20 may transmit a request for permission to move to that spatial cell using the transmitter 22.

[0040] Upon receiving a request from an air vehicle 20, the flight management system 10 determines whether a particular space cell is already reserved using the reservation status stored in memory 11, and then allows or denies the air vehicle from moving into that space cell based on the reservation status, as described above in more detail.

[0041] When the aircraft 20 receives permission information from the flight management device 10 in response to a request that permits movement to a specific spatial cell, the flight control unit 23 moves the aircraft of the aircraft 20 to the specific spatial cell. However, when the aircraft 20 receives denial information that does not permit movement to the specific spatial cell, the flight control unit 23 does not move the aircraft to the specific spatial cell. The flight control unit 23 moves the aircraft by controlling the engine unit and buoyancy generation unit described above.

[0042] By executing such a flight control method, the aircraft 20 can fly safely. The number of spatial cells that the aircraft 20 requests may be one or more.

[0043] Embodiment 2 (2-1) A second embodiment of the present disclosure will be described below with reference to the drawings. In the second embodiment, an embodiment will be described in which a flight management device or an aircraft determines a flight route of the aircraft depending on various circumstances. The flight route is navigational information indicating which spatial cell C the aircraft will fly over and when, and is expressed as a combination of position information and time information.

[0044] 5 is a block diagram of the flight management device 30. The flight management device 30 includes a memory 31, a data acquisition unit 32, a route generation unit 33, and a transmission unit .

[0045] The memory 31 stores a plurality of spatial cells C that divide the space S managed by the flight management device 30 in a format that can be identified by coordinates or the like. The memory 31 may also store flight routes for each flying object generated by the route generation unit 33. If a structure such as a building exists within the space S, creating an area where flight is not permitted, the flight management device 30 may store that area in the memory 31 as a no-flight area.

[0046] Furthermore, the memory 31 may store the reservation status of the space cells of a plurality of aircraft, similar to the memory 11. The reservation status stored here may include not only the location information of the reserved space cell C, but also information on the time period during which the space cell C is reserved.

[0047] The data acquisition unit 32 acquires data used to determine the flight route of the aircraft and is composed of, for example, a communication unit that communicates with the aircraft or an external network. The acquired data includes the departure and destination of the flight route, as well as at least one of the remaining amount of resources required for the aircraft's flight, the aircraft's priority, and weather information between the departure and destination. The remaining amount of resources required for the aircraft's flight will be described below as remaining battery capacity, but may also be other information such as remaining fuel. In addition, the data acquisition unit 32 can acquire identification information of the aircraft and location information of the aircraft obtained by a satellite positioning system such as a GPS (Global Positioning System), but the information that the data acquisition unit 32 can acquire is not limited to these. The data acquisition unit 32 can acquire telemetry data related to the aircraft's main body and internal equipment, such as remaining battery capacity, from the aircraft via communication.

[0048] For example, the data acquisition unit 32 acquires information on the departure point (current location) and destination of the itinerary, the remaining battery level, and the priority of the aircraft from the aircraft for which a flight route is to be generated, before the aircraft takes off from the departure point. Furthermore, the data acquisition unit 32 may acquire real-time data including the remaining battery level, current speed, etc. from the aircraft periodically or intermittently during flight. Furthermore, the weather between the departure point and the destination can be acquired through communication with an external network.

[0049] The priority of an aircraft has the following meaning. For example, if the priority of one aircraft is “high” and the priority of another aircraft is “low,” and the flight route of the aircraft overlaps with the flight route of the other aircraft, the aircraft can fly with priority over the other aircraft (e.g., chronologically earlier) at least in the overlapping section. However, if the priority of a certain aircraft is “low,” the aircraft cannot fly with priority over the other aircraft (e.g., chronologically earlier). As described below, priority is a property of an aircraft that can be used to determine the allocation status of a particular spatial cell, the number of spatial cells available for allocation, and the like. An aircraft with a “high” priority is an aircraft used for emergency or important purposes, such as police, fire, or emergency services, while an aircraft with a “low” priority is an aircraft used generally. The flight management device 30 may also set the priority of an aircraft 40 whose remaining battery charge is less than a predetermined value to “high” and the priority of other aircraft 40 to “low.”

[0050] The route generation unit 33 is a navigation unit that determines the flight route of each aircraft using information stored in the memory 31 and data acquired by the data acquisition unit 32. Ideally, the flight route of each aircraft should be configured so that spatial cells other than flight-prohibited areas are connected by the shortest distance from the departure point of each aircraft to its destination. However, for safety reasons, it is preferable that the flight route of each aircraft be set so that it does not get too close to the flight routes of other aircraft. In other words, it is preferable to prevent near misses. Here, a near miss may mean that two aircraft are close to each other within a predetermined distance, or that two aircraft are present at the same time relative to a predetermined spatial cell. The route generation unit 33 may generate a flight route using flight routes of other aircraft that have already been generated and are stored in the memory 31, so that the flight route of the aircraft does not result in a near miss.

[0051] Furthermore, the route generation unit 33 may generate a flight route for the aircraft so that the flight route for another aircraft does not overlap with a reserved spatial cell, using the reservation status of the spatial cell C stored in the memory 31. Note that the flight route not overlapping with a reserved spatial cell may mean, for example, that the flight route does not pass through a reserved spatial cell.

[0052] Furthermore, if the stored reservation status includes information on the time period during which spatial cell C is reserved, the route generation unit 33 may generate a flight route such that, if the flight route passes through a reserved spatial cell, the time period during which the spatial cell is reserved is avoided. In order to ensure the safety of the aircraft, it is preferable to set a margin time between the time period during which the flight route passes through a reserved spatial cell and the time period during which the spatial cell is reserved.

[0053] Furthermore, it may be desirable to set a route other than the shortest distance depending on factors such as the remaining battery charge of the aircraft and weather. For example, if a different flight route is predicted to consume less battery power than the shortest flight route, the route generation unit 33 may set the latter flight route. For example, when the remaining battery power of the aircraft is less than a predetermined value, the route generation unit 33 may calculate the battery consumption of each of the candidate flight routes and select the flight route that consumes the least battery power. The route generation unit 33 may predict battery consumption using the flight-permitted area other than the no-fly area of ​​the space S stored in the memory 31, and weather information between the departure point and the destination (e.g., whether or not there is rain, and information on wind speed and direction).

[0054] In addition, depending on the weather, it is possible that the time required to travel from the departure point to the destination along another flight route may be shorter than the shortest flight route. In such cases, the route generation unit 33 can also set the latter flight route.

[0055] Furthermore, if there are buildings or other structures between the departure point and the destination and winds that may interfere with flight are generated, the route generation unit 33 may take into account the influence of the buildings and derive a route that avoids the winds generated by the buildings, or a route that avoids the winds caused by the buildings.

[0056] Furthermore, the above-described flight route generation method can be changed depending on whether the priority of the flying object is high or low. When the priority of the flying object for which a flight route is to be generated is "high," the route generation unit 33 can set the derived flight route as the flight route of the target flying object, regardless of the flight routes of other flying objects with "low" priority or the reservation status, if the flight route of the flying object for which a flight route is to be generated is "high." In other words, the flight route of a flying object with "high" priority can be set with priority over the flight routes of flying objects with "low" priority.

[0057] In this case, the route generation unit 33 resets the flight route for the aircraft with a "low" priority that will result in a near miss with the set flight route. Also, for the aircraft with a "low" priority, the reservation of the spatial cell that became the location of the near miss is canceled. Note that, if the derived flight route will result in a near miss with the flight route of an aircraft with a "high" priority that has already been set, the route generation unit 33 changes the derived flight route to avoid the near miss.

[0058] The route generation unit 33 can generate a flight route for each aircraft using one or more pieces of information including the flight route of an aircraft that has already been generated, the reservation status of the spatial cell C, the remaining battery power of the aircraft, weather information, and the priority of the aircraft. The transmission unit 34 transmits information about the generated flight route to the aircraft. The aircraft flies from the departure point to the destination using the transmitted flight route. The flight route generated by the route generation unit 33 is stored in the memory 31.

[0059] The flight management device 30 may generate or update a flight route from the current position to the destination not only when the aircraft for which the flight route is to be generated is stopped on the ground, but also when the aircraft is in flight. For example, the aircraft may be equipped with a sensor capable of measuring rainfall or wind speed and direction information, and the flight management device 30 obtains information from the sensor via a communication unit of the aircraft. The aircraft may also transmit its remaining battery charge to the flight management device 30.

[0060] The route generation unit 33 of the flight management device 30 can generate or update the flight route of each aircraft using one or more pieces of information including the already generated flight route of the aircraft, the reservation status of the spatial cell C, the remaining battery charge of the aircraft, weather information, and the priority of the aircraft. The flight route generated or updated here may be, for example, the one that minimizes the battery consumption or the required time from the aircraft's current position to the destination. Furthermore, even if at least one of the flight route of another aircraft stored in the memory 31 or the reservation status of the spatial cell C is updated and the flight route of the target aircraft results in a near miss, the flight management device 30 can update the flight route.

[0061] (2-2) Here, an example will be described in which the flying object, rather than the flight management device, generates its own flight route. Fig. 6 is a block diagram of flying object 40. Flying object 40 includes memory 41, data acquisition unit 42, route generation unit 43, transmission unit 44, and flight control unit 45.

[0062] The memory 41 stores a plurality of spatial cells C that divide the space S in which the aircraft flies, in a format that can be identified by coordinates or the like. Furthermore, if a structure such as a building exists within the space S, creating an area where flight is not possible, the flight management device 30 may store that area as a no-fly area in the memory 31. Furthermore, the memory 41 may store the remaining amount of resources required for the flight of the aircraft and the priority of the aircraft 40.

[0063] The data acquisition unit 42 acquires data used to determine the flight route of the aircraft, and is configured to include at least one of, for example, a sensor, an input unit, or a communication unit that communicates with an external network. For example, the data acquisition unit 42 can acquire weather information between the departure point and the destination by detecting with a sensor or communicating with an external network. The data acquisition unit 42 can also acquire telemetry data related to the aircraft's main body and internal equipment, such as the remaining battery level, from a sensor in the aircraft 40. The data acquisition unit 42 may also acquire information such as the priority of the aircraft 40 from the memory 41. Furthermore, if the aircraft 40 is a vehicle that can accommodate people, the user can input information about the departure point and destination of the flight route into the aircraft 40, and the aircraft 40 can acquire that information.

[0064] Furthermore, the data acquisition unit 42 may acquire at least one of the flight routes of other aircraft stored in the flight management device and the reservation status of space cells of other aircraft by communicating with the flight management device.

[0065] The route generation unit 43 is a navigation unit that determines the flight route of the flying object 40 using the information stored in the memory 41 and the data acquired by the data acquisition unit 42. The details of the determination method are as described in (2-1), and therefore will not be explained here.

[0066] The transmitter 44 transmits information about the flight route generated by the route generator 43 to the flight management device. The flight management device stores the flight route information in its memory. The flight control unit 45, like the flight control unit 23, controls the movement of the aircraft 40.

[0067] Furthermore, the aircraft 40 may generate or update a flight route to its destination not only when the aircraft for which the flight route is to be generated is stopped on the ground, but also while in flight. For example, the aircraft 40 may be equipped with a sensor capable of measuring rainfall or wind speed and direction information, and the aircraft 40 may acquire weather information from the sensor during flight. Furthermore, if at least one of the flight route of another aircraft stored in the memory unit of the flight management device or the reservation status of the spatial cell C is updated, resulting in a near miss of the flight route of the aircraft 40, the flight management device transmits information indicating this to the aircraft 40. The aircraft 40 can receive the information from the flight management device and update its own flight route based on the received information.

[0068] As described above, the flight management device 30 or the aircraft 40 can set the flight route of the aircraft depending on information such as weather, the reservation status of space cells, etc. Therefore, the flight management device 30 or the aircraft 40 can set a flight route that is optimal in terms of safety, required time, battery consumption, etc.

[0069] The flying object may transmit a request to the flight management device for permission to move to a spatial cell C on the set flight route, as shown in (1-2). The flight management device determines whether to permit or deny movement to the spatial cell in response to the request. The configuration and processing of the flight management device for making this determination are as described in the first embodiment.

[0070] Here, the air vehicle may reserve all spatial cells on its flight route in a single request, or may reserve only some spatial cells on its flight route. As an example, the air vehicle may reserve the spatial cell of its current location and one or more spatial cells on its planned route for its own flight. The "one or more spatial cells on the planned route" may be only adjacent spatial cells adjacent to the spatial cell of the current location, or may include spatial cells adjacent to those adjacent spatial cells, up to N (N>1) spatial cells on the flight route.

[0071] However, when the priority of an aircraft is "high," the number of spatial cells on the flight route reserved in one request may be increased compared to when the priority is "low." For example, when the priority of an aircraft is "high," a request to reserve all spatial cells on the flight route may be transmitted when the flight route is set. This allows the flight route of an aircraft with high importance to be determined, allowing such aircraft to fly without any problems.

[0072] Furthermore, in (2-1), when the priority of the flying object for which the flight route is set is "high," the flight management device 30 may execute reservation processing for all spatial cells on the flight route at the time the route generation unit 33 generates the flight route. Similarly, in (2-2), when a flight route is transmitted from a flying object 40 with a "high" priority, the flight management device may execute reservation processing for all spatial cells on the flight route.

[0073] The flight management device 30 may include information about the time period during which the spatial cell is reserved in the reservation status of the spatial cell. As an example, the flight management device 30 may set the time period during which the spatial cell is reserved as a time period including a margin before and after the transit time period during which the aircraft passes through the spatial cell. For example, if the time it takes for the aircraft to pass through one spatial cell is t and the time at which the aircraft arrives at the spatial cell is t0, the flight management device 30 may set the margin to t and set the spatial cell so that the aircraft will be reserved from the time t0-t. This ensures the safety of the aircraft when it reaches the spatial cell immediately before the spatial cell, because there will be no other aircraft in the spatial cell that is the aircraft's next destination.

[0074] The flight management device 30 may increase the margin when the priority of the aircraft reserving the spatial cell is high compared to when the priority is low (for example, the margin in the former case may be 2t, and the margin in the latter case may be t). The flight management device 30 may also change the length of the margin based on weather information. For example, when the weather information acquired by the data acquisition unit 32 indicates rainy weather, the flight management device 30 may increase the margin compared to when the weather is clear. Furthermore, when the wind speed is equal to or greater than a predetermined value, the margin may be increased compared to when the wind speed is less than the predetermined value. The margin may be set to increase continuously or in steps as the wind speed increases.

[0075] In the following embodiments, detailed specific examples of the processing performed in the embodiments 1 and 2 will be further described. It goes without saying that the technical features described in the following embodiments can be combined as appropriate.

[0076] Embodiment 3 Hereinafter, a third embodiment of the present disclosure will be described with reference to the drawings. In this embodiment, more specific processing will be described regarding (1-2). The flight management device 50 and multiple flying vehicles 60 shown below constitute a flight management system F3.

[0077] 7 is a block diagram of the flight management device 50. The flight management device 50 includes a memory 51, a data acquisition unit 52, a route generation unit 53, a communication unit 54, a determination unit 55, and a permission unit 56.

[0078] The memory 51 stores information on multiple spatial cells C that can be identified by coordinates, etc., the reservation status of the spatial cells for multiple aircraft, the flight routes of each aircraft generated by the route generation unit 53, and the reservation status of the spatial cells.

[0079] The data acquisition unit 52 acquires various data used to determine the flight route of the aircraft, similar to the data acquisition unit 32. The route generation unit 53, similar to the route generation unit 33, determines the flight route of each aircraft using the information stored in the memory 51 and the data acquired by the data acquisition unit 52.

[0080] The communication unit 54 is an interface for communicating with the aircraft 60 (described later) or an external network, and includes the functions of the transmission unit 34.

[0081] When the flight management device 50 receives a request from one of the multiple aircraft for permission to move to a specific spatial cell, the determination unit 55 uses the reservation status stored in the memory 51 to determine whether the spatial cell has already been reserved.

[0082] The permission unit 56 permits the aircraft to move to the specific spatial cell when the determination unit 55 determines that the specific spatial cell is not reserved, but does not permit the aircraft to move to the specific spatial cell when the determination unit 55 determines that the specific spatial cell is reserved.

[0083] 8 is a block diagram of the flying object 60. The flying object 60 includes a memory 61, a communication unit 62, a request generation unit 63, and a flight control unit 64.

[0084] The memory 61 stores information on multiple spatial cells C that can be identified by coordinates, etc., the current position of the aircraft 60, the flight route of the aircraft 60, and information on spatial cells C that the aircraft 60 has reserved on that flight route.

[0085] The communication unit 62 is an interface for communicating with the flight management device 50 or an external network, and includes the functions of the above-mentioned transmission unit 22. In particular, the communication unit 62 also functions as a request transmission unit that transmits the request generated by the request generation unit 63 to the flight management device 50.

[0086] The request generation unit 63 selects a spatial cell adjacent to the spatial cell in which the aircraft 60 is currently located, which should be reserved by the aircraft 60, based on the flight route of the aircraft 60 stored in the memory 61 and the current position of the aircraft 60. The request generation unit 63 generates a request for reservation of the selected spatial cell.

[0087] Furthermore, when the determination unit 55 rejects a request from the flying object 60 and rejection information is transmitted from the communication unit 54, the request generation unit 63 selects a spatial cell adjacent to the currently located spatial cell other than the rejected spatial cell. The request generation unit 63 generates another request for reservation of the selected spatial cell.

[0088] The flight control unit 64 controls the movement of the air vehicle 60. In particular, the flight control unit 64 controls each part of the air vehicle 60 so as to move the air vehicle 60 to a specific permitted space cell based on the permission information.

[0089] The processing specific to the third embodiment will be described below with reference to Fig. 9. Fig. 9 is a sequence diagram showing the processing executed by the flight management system F3.

[0090] During flight, the request generation unit 63 of the flying object 60 refers to the flight route and current position stored in the memory 61, and selects a spatial cell on the flight route that is adjacent to the spatial cell in which the flying object 60 is currently located as a specific spatial cell (step S31). Note that the flight route reflects the current flight state of the flying object 60, and therefore includes the spatial cell in which the flying object 60 is currently located.

[0091] The request generation unit 63 generates a first request (first request) for permission to move to the selected spatial cell. The communication unit 62 transmits this request to the flight management device 50 (step S32). Note that this first request may include information (e.g., location information) indicating the spatial cell C in which the flying object 60 is currently located. In this case, the flight management device 50 can store the current locations of the multiple flying objects 60 in the memory 51.

[0092] The communication unit 54 of the flight management device 50 receives the first request. Based on this request, the determination unit 55 of the flight management device 50 determines whether the specific spatial cell related to this request has already been reserved, using the reservation status stored in the memory 51. In this case, the determination unit 55 determines that the specific spatial cell has been reserved. Therefore, the permission unit 56 does not permit the flight vehicle 60 to move to the specific spatial cell and denies it (step S33). The permission unit 56 uses the communication unit 54 to transmit denial information refusing the move (step S34).

[0093] The communication unit 62 receives the refusal information. The request generation unit 63 selects a spatial cell other than the specific rejected spatial cell and adjacent to the spatial cell where the aircraft is currently located, based on a predetermined algorithm (step S35). The request generation unit 63 generates a second request (second request) for permission to move to the selected spatial cell. The communication unit 62 transmits this request to the flight management device 50 (step S36).

[0094] The communication unit 54 of the flight management device 50 receives the second request. Based on this request, the determination unit 55 of the flight management device 50 determines whether the specific spatial cell related to this request has already been reserved, using the reservation status stored in the memory 51. Here, the determination unit 55 determines that the new specific spatial cell has not been reserved. Therefore, the permission unit 56 permits the aircraft 60 to move to the new specific spatial cell (step S37). The permission unit 56 transmits permission information permitting the move using the communication unit 54 (step S38). The flight control unit 64 moves the aircraft 60 to the new specific spatial cell based on the permission information.

[0095] Furthermore, the flight management device 50 updates the reservation status stored in the memory 51 for the specific spatial cell for which reservation was permitted in step S37 for the flying object 60. Furthermore, the flight management device 50 generates a new flight route for the flying object 60, starting from the specific spatial cell for which reservation was permitted and heading toward the destination. The method for generating this flight route is as described in the second embodiment. The flight management device 50 stores the generated flight route in the memory 51 and transmits it to the flying object 60. The flying object 60 stores this flight route in the memory 61. Then, each time the flying object 60 enters another spatial cell, the flight management device 50 repeatedly performs the processing described in FIG. 9 based on the flight route stored in the memory 61. Each time the flying object 60 enters another spatial cell, the flight management device 50 also repeatedly performs the processing described in FIG. 9.

[0096] If the permission unit 56 denies and does not permit the flight object 60 to move to a specific space cell in step S37, the flight management device 50 transmits denial information denying the movement, as in step S34. Then, the flight management device 50 and the flight object 60 repeatedly execute the processing described in steps S31 to S36 until the flight management device 50 permits the request.

[0097] The processing of steps S31 to S37 will be further explained using Fig. 10. Figs. 10A and 10B are schematic diagrams showing spatial cell C1 during flight of flying object 60 and the surrounding spatial cells. Fig. 10A is a side view showing spatial cells C1 to C5. Fig. 10B is a top view showing spatial cells C1, C3, C4, C6, and C7. Spatial cells C2 to C7 are all adjacent to spatial cell C1.

[0098] The request generation unit 63 of the flying object 60 selects a spatial cell C2 that is adjacent to the spatial cell C1 in which the flying object 60 is currently flying and that is on the flight route stored in the memory 61 (step S31). Then, the request generation unit 63 generates a first request for the spatial cell C2, and the communication unit 62 transmits the request (step S32).

[0099] The determination unit 55 of the flight management device 50 determines that the spatial cell C2 is reserved, and the permission unit 56 denies the movement of the flying object 60 through the spatial cell C2 (step S33). The flight management device 50 transmits denial information refusing the movement of the spatial cell C2 (step S34).

[0100] Based on the refusal information, the request generation unit 63 of the flying object 60 selects one spatial cell from among spatial cells C3, C4, C5, C6, and C7 that are adjacent to the currently located spatial cell C1 and are other than the spatial cell C2 (step S35). In this way, the request generation unit 63 updates the flight route based on the refusal information. When transmitting the refusal information to the flying object 60, the flight management device 50 may also transmit a notification urging the flying object 60 to change its flight route, and the request generation unit 63 may update the flight route in response to receiving this notification. If the request generation unit 63 selects the spatial cell C3 in step S35, the request generation unit 63 generates a second request for the reservation of the spatial cell C3. The communication unit 62 transmits the second request to the flight management device 50 (step S36). The determination unit 55 of the flight management device 50 determines that the spatial cell C3 is not reserved, and the permission unit 56 permits the flight object 60 to move through the spatial cell C2 (step S37).

[0101] The spatial cells C3 to C7 to be selected in step S36 are not stored in the memory 61 as no-fly areas. The request generation unit 63 may also select one spatial cell using the positional relationship between the current position and the destination. For example, the request generation unit 63 can select a spatial cell that can constitute the shortest distance from the current position to the destination. Furthermore, the request generation unit 63 may not select a spatial cell in which the aircraft 60 is located immediately before the spatial cell C where the aircraft 60 is currently located, or may assign the lowest priority to the spatial cell as a selection target. This is because if the aircraft 60 moves to a spatial cell located immediately before the spatial cell C where the aircraft 60 is currently located, the aircraft 60 will have to retrace its flight route to the destination, which may result in inefficient movement.

[0102] The request generator 63 can also select the space cell C3 from the space cells C3 to C7 based on real-time data. The real-time data may include at least one of the remaining battery level of the flying object 60, weather information (e.g., wind speed and wind direction information), the current speed of the flying object 60, etc., but is not limited to these. These data are measured by sensors on the flying object 60 and stored in the memory 61.

[0103] For example, in step S35, the request generation unit 63 can select from among the spatial cells C3 to C7 a spatial cell that will minimize battery consumption when traveling from the spatial cell C1 based on information on wind speed and direction and the current speed of the flying object 60. This process may be executed, for example, when the remaining battery power of the flying object 60 is less than a predetermined value. Furthermore, in step S35, the request generation unit 63 may select a spatial cell that allows the shortest travel from the spatial cell C1 based on similar real-time data.

[0104] The movement route of the flying object 60 using the spatial cell reservation method described above will be explained using Figure 11. In Figure 11, the flying object 60 moves from departure point A to destination B via route T. Points indicated by C11 to C17 conveniently indicate spatial cells C on route T through which the flying object 60 passes.

[0105] First, the flying object 60 moves (rises) in the z-axis direction from the departure point A, and reaches the space cell C12 via the space cell C11. Next, the flying object 60 moves in the y-axis direction and reaches the space cell C13. The movement up to this point is the result of the flying object 60 requesting the space cells C11 to C13 as specific space cells based on the flight route of the flying object 60, and the flight management device 50 granting the request.

[0106] Next, the air vehicle 60 requests spatial cell C14 as a specific spatial cell based on its flight route. However, the flight management device 50 denies the air vehicle 60 movement to spatial cell C14 based on the fact that spatial cell C14 is reserved. Here, the air vehicle 60 selects spatial cell C15, which is a spatial cell other than spatial cell C14 and which can constitute the shortest distance from spatial cell C13, which is the current location, to destination B. The air vehicle 60 transmits a request for spatial cell C15 to the flight management device 50.

[0107] The flight management device 50 determines that spatial cell C15 is not reserved and permits movement to spatial cell C15. Based on this permission information, the flying object 60 moves in the x-axis direction and reaches spatial cell C15. Here, the flight route of the flying object 60 is updated because the spatial cell to be moved has changed from spatial cell C14 to C15. The flying object 60 moves through spatial cells C16 to C17 along the updated flight route and reaches destination B.

[0108] In this way, when the initially requested spatial cell C is already reserved, the aircraft 60 requests a reservation for another spatial cell C. This prevents the aircraft 60 from staying in the same spatial cell C for a long period of time, and allows it to retreat to another spatial cell C. Therefore, other aircraft 60 will be able to move to the spatial cell C where the aircraft 60 is currently located in the future, allowing multiple aircraft 60 to move smoothly.

[0109] 9, when the permission unit 56 does not permit and rejects the movement of the aircraft 60 to a specific spatial cell, the determination unit 55 may present a spatial cell to which the aircraft 60 should move next. Specifically, the determination unit 55 identifies a spatial cell other than the rejected spatial cell C that is adjacent to the spatial cell C where the aircraft 60 is currently located, that does not fall within a no-fly area, and that has not been reserved by another aircraft 60. For this identification, information indicating the spatial cell C where the aircraft 60 is currently located, which is included in the first request, and information on the spatial cell and its reservation status stored in the memory 51 are used.

[0110] If the determination unit 55 identifies one spatial cell C, the permission unit 56 may reserve the spatial cell C identified by the determination unit 55 and notify the aircraft 60 of permission information related to the spatial cell. The aircraft 60 moves to the spatial cell based on the received permission information. This allows the flight management device 50 to reliably evacuate the aircraft 60.

[0111] If the determination unit 55 identifies multiple spatial cells C, the determination unit 55 may transmit information about the identified multiple spatial cells C to the air vehicle 60 using the communication unit 54. The air vehicle 60 selects one of the received multiple spatial cells C. Here, the air vehicle 60 may select a spatial cell that can form the shortest distance from the current location to the destination. Alternatively, the air vehicle 60 may select one spatial cell that is most advantageous in terms of battery consumption or travel time based on data such as the remaining battery level of the air vehicle 60, weather information (e.g., wind speed and direction information), and the current speed of the air vehicle 60. Details of this method are as described above. The air vehicle 60 transmits a request for permission to move to the newly selected spatial cell C to the flight management device 50. The flight management device 50 grants the request. This method is particularly effective when the air vehicle 60 does not share its real-time data with the flight management device 50.

[0112] Furthermore, when the determination unit 55 identifies a plurality of spatial cells C, the determination unit 55 may select one optimal spatial cell C from among the plurality of spatial cells C. As a method for the determination unit 55 to select one spatial cell C, the same method as the method for the aircraft 60 to select one spatial cell C can be applied.

[0113] Furthermore, the determination unit 55 may select a spatial cell C in a direction where the current or future density of other flying objects 60 is low, based on at least one of the current positions of the multiple flying objects 60 stored in the memory 51 and the reservation status of spatial cells reserved by other flying objects 60. In other words, the determination unit 55 can select a spatial cell C in a direction where the density is low. For example, in the example shown in FIG. 10 , assume that the flying object 60 is flying through spatial cell C1 and the determination unit 55 selects one of spatial cells C3 to C7. For spatial cell C3, the determination unit 55 calculates the number of flying objects 60 in a specific spatial cell C within a predetermined distance from spatial cell C3, the number of reserved cells, or both. The determination unit 55 performs similar calculations for each of spatial cells C4 to C7 and can select the spatial cell with the smallest calculation value among spatial cells C3 to C7. Furthermore, if a spatial cell whose surface is adjacent to spatial cell C3 is defined as the first adjacent cell of spatial cell C3, and a spatial cell whose surface is adjacent to that first adjacent cell is defined as the second adjacent cell of spatial cell C3, the determination unit 55 may calculate the above-mentioned value for an area including 1 to N adjacent cells (N is 1 or more) of spatial cell C3. The determination unit 55 may perform a similar calculation for each of spatial cells C4 to C7, and select the spatial cell with the smallest calculated value among spatial cells C3 to C7.

[0114] The flight management device 50 may reserve one selected spatial cell C and notify the air vehicle 60 of permission information related to that spatial cell. The air vehicle 60 then moves to that spatial cell based on the received permission information. Alternatively, the flight management device 50 may not reserve one selected spatial cell C, but may notify the air vehicle 60 of information about that spatial cell C. Based on the notified information, the air vehicle 60 may transmit a request to reserve the notified spatial cell C. At this time, the air vehicle 60 may transmit a request for a spatial cell adjacent to the currently located spatial cell C, other than the received spatial cell C or the initially requested spatial cell C.

[0115] In the above example, when the flight management device 50 permits a reservation for a specific spatial cell in step S37, the route generation unit 53 of the flight management device 50 determines the flight route of the flying object 60. However, other examples of flight route generation are also conceivable.

[0116] For example, when the flight management device 50 permits a reservation for a specific spatial cell in step S37, the route generation unit 53 of the flight management device 50 does not need to directly determine the flight route of each air vehicle. The route generation unit 53 functions as a route suggestion unit that proposes candidate flight routes starting from the permitted spatial cell and queries the air vehicle 60 via the communication unit 54 for approval or disapproval of the candidate flight routes. Here, the route generation unit 53 calculates the candidate flight routes so that the flight routes do not overlap with those of other air vehicles. Details of this calculation are the same as the flight route setting method described in (2-1). Then, when the air vehicle 60 receives the query, the request generation unit 63 determines whether to approve or disapprove of the candidate flight routes. Note that the flight management device 50 may similarly propose candidate flight routes and query the air vehicle 60 when transmitting rejection information to the air vehicle 60 in step S34. In particular, in this case, when the determination unit 55 identifies the spatial cell to which the flying object 60 will next move, the flight management device 50 can propose a candidate flight route that starts from that spatial cell.

[0117] At this time, the request generation unit 63 may determine whether the candidate flight route is feasible based on telemetry data. For example, based on information such as remaining battery charge and weather information, if it is calculated that the remaining battery charge will fall below a predetermined threshold during flight along the flight route, the request generation unit 63 may determine that the candidate flight route is not feasible; otherwise, the request generation unit 63 may determine that the flight route is feasible. Furthermore, the request generation unit 63 may determine that the candidate flight route is not feasible based on the detection results of a detection unit such as a sensor, radar, or camera mounted on the aircraft 60 if another aircraft is present on the candidate flight route near the aircraft, and may determine that the flight route is feasible otherwise. Furthermore, this consent or disagreement may be determined by the passenger of the aircraft 60 on their computer.

[0118] When the flying object 60 transmits a signal indicating consent, the request generation unit 63 stores the flight route in the memory 61 as a new flight route, or updates a previously stored flight route to the new route. When the flying object 60 transmits a signal indicating consent, the route generation unit 53 stores the flight route in the memory 51 as a new flight route, or updates a previously stored flight route to the new route.

[0119] Furthermore, if the route generation unit 53 receives a signal indicating disagreement from the flying object 60, the route generation unit 53 again proposes a candidate route that is different from the proposed route and satisfies the above-mentioned condition of not overlapping with the flight routes of other flying objects, and queries the flying object 60 about the proposed route. This query continues until a signal indicating agreement is received from the flying object 60. The request generation unit 63 may agree to the entire route proposed by the route generation unit 53. Furthermore, if there is a sub-route that the flying object 60 can fly as part of the route (a part of the route that is close to the current location of the flying object 60), even if it is not the entire route, the request generation unit 63 may transmit a signal indicating agreement regarding the sub-route. In this case, the flying object 60 will be able to fly at least along that sub-route.

[0120] The air vehicle 60 may also set the request target in a single request as a sub-route consisting of multiple cells that is part of its own flight route. The air vehicle 60 determines the cells to request so that a sub-route that satisfies the conditions is set based on the air vehicle 60's flight schedule, battery life, set intermediate points on the route, etc. Upon receiving this request, if none of the spatial cells of a certain sub-route are reserved, the flight management device 50 permits the allocation of the sub-route and reserves the corresponding cells. On the other hand, if any of the spatial cells of the sub-route are reserved by another air vehicle, the sub-route is rejected. In this case, the route generation unit 53 may generate another sub-route as an alternative set of spatial cells (a set of spatial cells that can be assigned to the air vehicle) consisting of all or part of the rejected sub-route. The first spatial cell of this alternative sub-route is a cell adjacent to a spatial cell that exists before the rejected sub-route on the route assigned by the air vehicle 60 (e.g., the current or future position of the air vehicle at the time the sub-route is rejected). The flight management device 50 receives information about the route from the air vehicle 60 in advance. The last space cell of the alternative sub-route will be the same as the last space cell in the rejected sub-route. The flight management device 50 sends the information about the generated alternative sub-route to the air vehicle 60 for proposal, along with the rejection information. The air vehicle 60 then sends a signal indicating agreement or disagreement with the proposal through the process described above. In the case of disagreement, the flight management device 50 uses the method described above to generate an alternative sub-route that is different from the sub-route rejected by the air vehicle 60 and the sub-route rejected by the air vehicle 60, and proposes it to the air vehicle 60. This process is repeated until the air vehicle 60 sends a signal of agreement.

[0121] If the air vehicle 60 agrees, the flight management device 50 reserves cells along all or part of the agreed-upon sub-route. The air vehicle 60 updates the route or sub-route set for itself so that it passes through the assigned spatial cells. In this way, the route generation unit 53 of the flight management device 50 can assist the air vehicle 60 in determining its route. Note that the entire route of the air vehicle 60, rather than just the sub-route, may also be determined by the flight management device 50 and the air vehicle 60 performing similar processing. In this way, the air vehicle 60 can fly by selecting a flight route or sub-route that is convenient for it from those presented.

[0122] In the above example, the route generation unit 53 inquires about one candidate flight route per inquiry, but it may also inquire about multiple candidate routes per inquiry. The request generation unit 63 of the flying object 60 determines whether or not there is a route that is flight-viable among the candidate routes, and if there is no such route, it transmits a signal indicating disagreement. Furthermore, if there is one flight-viable route, it transmits a signal indicating agreement with that route. Furthermore, if there are multiple flight-viable routes, the request generation unit 63 may select, for example, one route that optimizes at least one of battery usage, flight time, and distance for flight of the flight route, and transmit a signal indicating agreement with that route.

[0123] In this way, when the aircraft 60 needs to initially set or change its flight route, the request generation unit 63 can also function as a route determination unit that determines the flight route by agreeing to the flight route proposed by the route generation unit 53. The flight management device 50 has the computational power to visualize and analyze the reservation status of spatial cells and flight routes of all aircraft within the space under its management in real time using information stored in the memory 51. Therefore, this method allows the aircraft to determine a safer flight route that takes into account the status of other aircraft, rather than determining its own flight route based solely on its own data. In this case, the aircraft is the entity that determines its own flight route, and the flight management device functions as a traffic control device that assists the aircraft.

[0124] As another example, the flight management device 50 may not be provided with the route generation unit 53. For example, the air vehicle 60 may be provided with the route generation unit 43 as described in (2-1), and when the flight management device 50 permits a reservation for a specific spatial cell in step S37, the air vehicle 60 itself may generate a new flight route from the specific spatial cell for which the reservation has been permitted as a departure point to the destination. Alternatively, neither the flight management device 50 nor the air vehicle 60 may be provided with a route generation unit and may not formulate a flight route for the air vehicle. In either case, the flight management device 50 does not manage the flight route of the air vehicle 60. However, as described above, the flight management device 50 grasps the reservation status of each spatial cell and the current location of each air vehicle, and when it receives a request from the air vehicle 60 regarding a spatial cell in which the air vehicle is scheduled to fly, it executes processing to permit or deny movement to that cell.

[0125] Embodiment 4 In this embodiment, the reservation and release of the space cell C of the air vehicle 60 will be further described.

[0126] 12 is a block diagram of an aircraft 60 according to the fourth embodiment. This aircraft includes a memory 61, a communication unit 62, a request generation unit 63, a flight control unit 64, and a release unit 65. The components other than the release unit 65 are the same as those described in the third embodiment.

[0127] The flying object 60 reserves at least the spatial cell C in which it is currently located and an adjacent spatial cell C adjacent to the spatial cell C over which it will fly in the future, by a request generated by the request generation unit 63. When the flying object 60 passes through the spatial cell C in which it is currently located and enters the adjacent reserved spatial cell C, the release unit 65 generates a request (third request) to release the reservation of the spatial cell C that it has passed through. The communication unit 62 transmits the request to the flight management device 50. The flight management device 50, which receives the request via the communication unit 54, releases the reservation status of the spatial cell C that it has passed through in the reservation status stored in the memory 51.

[0128] In this way, the space cell C that the aircraft 60 has passed through can be reserved by other aircraft. This allows multiple aircraft to fly simultaneously within a given space, and also ensures the safety of the flight path of the aircraft from the cell currently occupied by the aircraft to the cell newly reserved by the aircraft.

[0129] Fifth embodiment Hereinafter, the fifth embodiment of the present disclosure will be described with reference to the drawings.

[0130] When multiple aircraft fly in space, it is safer for each aircraft to fly in the same axial direction in principle than to move in different directions within a plane made up of spatial cells at the same height. In the fifth embodiment, a method for managing such a space will be described.

[0131] 13 is a block diagram of a flight management device 50 in embodiment 5. This flight management device 50 includes a memory 51, a data acquisition unit 52, a route generation unit 53, a communication unit 54, a determination unit 55, a permission unit 56, and a traffic management unit 57 (movement management unit). The components other than the traffic management unit 57 are as described in embodiment 3.

[0132] The traffic management unit 57 manages the flight (traffic) of aircraft within a plane as follows.

[0133] FIG. 14 shows a first example of a traffic management method. In FIG. 14, four planes P1 to P4 having different heights are set in a space S1. The planes P1 to P4 are set at intervals of at least one spatial cell in the height direction, and one-way lanes with the same vector direction as the movement direction are set on each of the planes P1 to P4 by the traffic management unit 57. A start spatial cell C and an end spatial cell C are determined for each lane. Lanes D11 to D14 with the y direction as the movement direction are set on the plane P1, lanes D21 to D24 with the -y direction as the movement direction are set on the plane P2, lanes D31 to D34 with the -x direction as the movement direction are set on the plane P3, and lanes D41 to D44 with the x direction as the movement direction are set on the plane P4.

[0134] 15 is a schematic diagram showing a plane P1 and lanes D11 to D14. The thickness of the plane P1 in the z direction and the width of each of the lanes D11 to D14 in the x direction are one spatial cell C. An aircraft can fly in the y direction by passing through any of the lanes D11 to D14 that are continuous in the y direction. However, the thickness of the plane P1 in the z direction and the width of each of the lanes D11 to D14 in the x direction may be multiple spatial cells C. Furthermore, the number of lanes in one plane is not limited to four.

[0135] Lanes D11-D14 may each have the same reference speed, which indicates a reference speed for flight, or the reference speed of at least one lane may be different from the reference speed of the other lanes. The reference speed is the speed required for an aircraft to fly along the lane, and the aircraft must fly so that the absolute value of the difference between the aircraft's speed and the reference speed falls within a predetermined range. For example, the reference speeds of lanes D11, D12, D13, and D14 may be set to 30 km / h, 60 km / h, 90 km / h, and 120 km / h, respectively. In this case, if the aircraft needs to move at a higher speed while traveling along lane D12, the aircraft moves from lane D12 to lane D13 or D14 within plane P1. This allows the aircraft to move at a higher speed. If the aircraft needs to move at a lower speed, the opposite movement is performed. Planes P2-P4 and the lanes within each plane in FIG. 14 also have the same configuration as that shown in FIG. 15.

[0136] In this way, the traffic management unit 57 allows the flying object to move in a specific direction in a space and does not allow it to move in other directions. This allows the flying object to move safely within a plane. Also, by assigning different reference speeds to different lanes, traffic congestion can be alleviated. Furthermore, if the flying object is a flying car that carries people, it can also alleviate passenger frustration caused by congestion.

[0137] The space between each plane is used for moving from one plane to another. Also, when an aircraft moving within a plane cannot move because the next spatial cell C to which it is to move is already reserved, the aircraft may request the reservation of a spatial cell C above or below that plane. Alternatively, the flight management device may reserve a spatial cell C above or below that plane as an evacuation spatial cell and transmit information about the evacuation spatial cell to the aircraft. Details of these processes are as described in embodiment 3.

[0138] Furthermore, even if the flight route of the aircraft described in embodiment 2 is changed while the aircraft is flying within a plane (i.e., if the movement within the plane that was envisaged in the original flight route is no longer possible), the aircraft can move to a spatial cell C above or below the plane on which it is flying.

[0139] FIG. 16 is a diagram showing an example of a route taken by an aircraft when it flies from a departure point D on the ground to a destination E in the spatial configuration shown in FIG. 14. First, the aircraft ascends from the departure point D and arrives at spatial cell C21 on plane P1. The aircraft then moves to spatial cell C22 using lane D11. At this time, in order to move at a higher speed in the y-axis direction, the aircraft moves to spatial cell C23 in plane P1 and arrives at lane D12. The aircraft then moves to spatial cell C24 on lane D12.

[0140] To move in the x-direction, the aircraft ascends from space cell C24 and reaches space cell C25 on plane P4. The aircraft then moves to space cell C26 using lane D41. The aircraft descends from space cell C26 to land and arrives at destination E.

[0141] In this way, the aircraft move in the same direction on the same plane, except when changing lanes due to speed changes, so that multiple aircraft can move in an orderly manner on the same plane, allowing multiple aircraft to fly safely.

[0142] It should be noted that there may be multiple planes P1 to P4. Fig. 17 is a diagram showing that PA, which is a set of planes P1A to P4A, and PB, which is a set of planes P1B to P4B, have been set. Planes P1A to P4A and planes P1B to P4B are planes set with the same movement direction as planes P1 to P4 in Fig. 14, respectively. In this way, by setting multiple planes with the same movement direction of the flying objects, it becomes possible for a larger number of flying objects to move.

[0143] Fig. 18 shows a second example of a traffic management method. In Fig. 18, four planes P5 to P8 having different heights are set in space S2. Planes P5 to P8 are set at intervals of at least one spatial cell in the height direction, and four lanes are set on each of planes P5 to P8 by the flight management device. Plane P5 has lanes D51 to D54 whose movement direction is in the y-axis direction, i.e., the y-direction or -y-direction (lateral direction). Plane P6 has lanes D61 to D64 whose movement direction is in the x-axis direction, i.e., the x-direction or -x-direction (linear direction). Plane P7 has lanes D71 to D74 whose movement direction is in the y-direction or -y-direction. Plane P8 has lanes D81 to D84 whose movement direction is in the x-direction or -x-direction.

[0144] Plane P5 is a plane for defining the movement direction as the y direction or the -y direction, with the movement direction of lanes D51 and D52 being the y direction and the movement direction of lanes D53 and D54 being the -y direction. The reference speeds of lanes D51 and D52 may be the same or different. If the reference speeds of lanes D51 and D52 are different, as described above, it is permitted to move from one lane to the other to change speed. A similar configuration is also true for lanes D53 and D54.

[0145] Plane P6 is a plane for setting the movement direction to the x or -x direction, with lanes D61 and D62 moving in the -x direction and lanes D63 and D64 moving in the x direction. Plane P7 is a plane for setting the movement direction to the y or -y direction, with lanes D71 and D72 moving in the y direction and lanes D73 and D74 moving in the -y direction. Plane P8 is a plane for setting the movement direction to the x or -x direction, with lanes D81 and D82 moving in the -x direction and lanes D83 and D84 moving in the x direction. Furthermore, the reference speeds of the multiple lanes with the same movement direction on each of planes P6 to P8 may be the same or different. This is as explained for lanes D51 and D52. The space between each plane is used for moving from one plane to another. Only one of planes P5 and P7 may be provided. In addition to the planes P5 and P7, a plane may be provided in which the same movement direction as the plane P5 or P7 is set. Similar variations are possible for the planes P6 and P8.

[0146] In the first and second examples described in the fifth embodiment, if the flying object is a flying car with passengers aboard, the passengers will not see other flying objects approaching them from the front. This can reduce the passengers' sense of anxiety or fear during flight. Furthermore, in these examples, the flying object flies within a plane using a mechanism similar to that of a car traveling on a two-dimensional road. This provides the driver with the advantage of being able to fly the flying object in the same way as traveling on a road, making it easier to control the flying object.

[0147] In FIG. 17, the reference speed of a specific lane in plane P1A and a corresponding lane in plane P1B may be set higher than the reference speed of the latter. Alternatively, the average reference speed of the lanes in plane P1A and the average reference speed of the lanes in plane P1B may be set higher than the reference speed of the former. This allows the aircraft to decelerate as it approaches the ground when it needs to leave the plane and land due to an emergency, thereby enabling a safer landing. Similar settings are possible in FIG. 18.

[0148] Furthermore, when multiple lanes are set within a plane and there is a no-fly zone (e.g., a building) near a specific lane, the reference speed of the lane closest to the no-fly zone may be set to a low speed, and the reference speed of the lane far from the no-fly zone may be set to a high speed. This is to prevent the aircraft from entering the no-fly zone if it strays from its lane.

[0149] The above settings are stored in the memory of the flight management device 50, and the traffic management unit 57 uses these settings to manage traffic within the plane. The definition of one-way traffic in each lane is realized, for example, by setting a vector of the movement direction in the spatial cell C belonging to the lane. The validity or invalidity of each vector can be arbitrarily configured to restrict the movement of aircraft within and / or outside the cell. Such configuration can be realized algorithmically and / or manually by the operator of the flight management system based on various factors. In this case, it is preferable to avoid excessively invalidating vectors that cause congestion.

[0150] Based on the vector thus set, the traffic management unit 57 can generate a flight route for the aircraft moving within a plane along the vector. Alternatively, in response to a request for a specific spatial cell from the aircraft, the flight management device may determine whether the specific spatial cell is located in the direction of the vector set from the spatial cell where the aircraft is currently located. The flight management device can grant the request if the specific spatial cell is located in the direction of the vector, and can reject the request if the specific spatial cell is not located in the direction of the vector. The one-way traffic in each lane described above corresponds to the current highway lane system, which has a single travel direction.

[0151] In the examples shown in Figures 14, 15, and 18, multiple lanes on the same plane may be adjacent to each other, but for the sake of safe flight of aircraft, there may be a gap of one or more spatial cells between the lanes. This also applies to the examples shown in Figures 19, 21-23, which will be described later.

[0152] Furthermore, the traffic management unit 57 can give the vectors a function as "traffic lights" (stoplights) that instruct the aircraft to proceed or stop by controlling whether the vectors in the direction of movement are valid or invalid for each lane. By giving the vectors such a function, the flight management device can move multiple aircraft moving in different directions in a single space.

[0153] Figure 19 is a third example of a traffic management method that allows multiple flying objects to move in different directions on a single plane. In Figure 19, lanes D91 and D92 facing in the y direction, lanes D93 and D94 facing in the x direction, lanes D95 and D96 facing in the -y direction, and lanes D97 and D98 facing in the -x direction are set on plane P9. Plane P9 corresponds to a crossroads intersection on a typical road.

[0154] The flight management device that manages plane P9 performs the following control so that aircraft moving along lanes D91 to D98 can fly without coming abnormally close to each other. In Figure 19, the flight management device activates vectors pointing in the y direction in each spatial cell C of lane D91 and lane D101, which is an extension of lane D91, thereby moving the aircraft in lane D91 in the y direction along lane D101. Similarly, the flight management device activates vectors pointing in the -y direction in each spatial cell C of lane D95 and lane D103, which is an extension of lane D95, thereby moving the aircraft in lane D95 in the -y direction along lane D103.

[0155] Meanwhile, the flight management device sets a vector in spatial cell C of lane D102 in plane P9 so that an aircraft in spatial cell C at the y-direction end (end point) of lane D92 will turn within plane P9 and move to a lane heading in the x-direction that is adjacent to lane D98 and is an extension of lane D94.

[0156] 20A is an example of lane D102. In lane D102, the vectors of space cells C of lane D102 are configured so that the aircraft turns at an "intersection" by moving alternately through space cells of one square in the x and y directions.

[0157] Fig. 20B shows another example of lane D102. In Fig. 20B, the aircraft travels along lane D102, passing through region E1 extending in the x direction (two spatial cells in the example of Fig. 20B), then passing through region E2 extending in the y direction (five spatial cells in the example of Fig. 20B), and then passing through region E3 extending in the x direction (three spatial cells in the example of Fig. 20B).

[0158] The configuration of lane D102 is not limited to the examples shown in FIGS. 20A and 20B. It is expected that the fewer inflection points in lane D102 (i.e., the number of turns the aircraft makes on lane D102), the less battery power the aircraft consumes when traveling on lane D102. However, if lane D102 has one inflection point, the aircraft will first move straight in the y-axis direction on lane D102 and then move straight in the x-axis direction. Therefore, when the aircraft first moves straight in the y-axis direction on lane D102, it is more likely to approach an aircraft on lane D104 (described below). However, as shown in FIG. 20B, if lane D102 has two inflection points, the aircraft will first move in the x-axis direction on lane D102 along region E1, thereby reducing the area where lane D102 intersects with lane D104. This allows the aircraft on lane D102 to travel more safely through the "intersection."

[0159] In addition, in Figure 20B, when the distance between lanes D95 and D96 is one or more spatial cells, it is preferable for the safe flight of the aircraft on lane D102 that the area E2 in which lane D102 extends in the y-axis direction be located between the extension line of lane D95 and the extension line of lane D96 in the x-axis direction.

[0160] Lane D102 intersects with lane D103 through a spatial cell midway, so the flight management device controls the flight so that aircraft in lane D102 do not come abnormally close to other aircraft moving through lane D103.

[0161] For example, the flight management device activates the vectors of all spatial cells in lane D103. Meanwhile, the flight management device switches the vectors of spatial cells in lane D102 from active to inactive depending on the position of the air vehicle on lane D103 so that the air vehicle on lane D102 is not in the same spatial cell as the air vehicle on lane D103. When the air vehicle on lane D103 does not come into the intersecting spatial cell, the flight management device switches the vectors of spatial cells in lane D102 in the area where lane D102 intersects with lane D103 and its surrounding area from inactive to active.

[0162] Similarly, the flight management device sets a vector in spatial cell C of lane D104 in plane P9 so that an aircraft in spatial cell C at the -y end (end point) of lane D96 will turn within plane P9 to move to a lane heading in the -x direction that is adjacent to lane D94 and is an extension of lane D98.

[0163] In addition, the flight management device controls the movement of aircraft on lanes D93, D94, D97, and D98 by invalidating the vectors of the spatial cells in those lanes, so that they do not come abnormally close to other aircraft moving along lanes D101 to D104.

[0164] FIG. 21 shows the traffic state on plane P9 after time has passed since FIG. 19. In FIG. 21, the vectors of the spatial cells in lanes D91, D92, D95, and D96 are invalid, so aircraft on those lanes do not move. On the other hand, the vectors of the spatial cells in lanes D93, D97, D105, and D107 are valid, so aircraft on those lanes can move straight. The flight management device controls the validity / invalidity of the vectors of spatial cells C in lanes D94, D106 and lanes D98, D108 in the same way as the validity / invalidity of the vectors of spatial cells C in lanes D92, D102 and lanes D96, D104 shown in FIG. 19. This allows aircraft on lanes D94 and D98 to turn within the plane.

[0165] Thus, the flight control system can algorithmically stop traffic in one direction to allow traffic in another direction to pass.

[0166] In addition, the flight management device can set whether to allow or deny takeoff, landing, and spatial movement of the aircraft by setting the height vector to valid or invalid.

[0167] 22 and 23 are a fourth example of a traffic management method in which the lane movement direction is changed depending on the time of day. In FIG. 22, the city is in the y direction of plane P10, and the suburbs are in the -y direction. FIG. 22 shows the traffic flow on plane P10 during a specific time period in the morning (particularly during rush hour), depicting people commuting to work in the city using flying vehicles (flying cars). The vectors of the spatial cells for each lane are set so that lanes D111 to D113 are lanes heading in the y direction, and lane D114 is a lane heading in the -y direction.

[0168] 22, there are three lanes heading towards the city and one lane heading towards the suburbs. In this way, by setting more lanes heading towards the city than towards the suburbs during rush hour, congestion on plane P10 can be alleviated.

[0169] Figure 23 shows traffic flow on plane P10 during a specific time period in the evening and at night, depicting people using flying cars to return to their homes in the suburbs. The vectors of the spatial cells for each lane are set so that lane D111 is a lane heading toward the city, and lanes D112 to D114 are lanes heading toward the suburbs. Here, the flight management device alleviates congestion on plane P10 by setting more lanes heading toward the suburbs than lanes heading toward the city.

[0170] In the above example, the vectors of the spatial cells in each lane may be set to always be valid for "high" priority aircraft. For example, in the example shown in FIG. 19, if a "high" priority aircraft is present on lane D93, the flight management device sets the vectors of the spatial cells in lane D93 to be valid rather than invalid. This setting allows the flight route of this aircraft to be set and the spatial cells on that flight route to be reserved, enabling movement in the x direction. At this time, the vectors of the spatial cells in lanes D95, D96, D103, and D104 are temporarily invalidated, allowing "high" priority aircraft that intersect with lanes D103 and D104 to move safely. The flight management device can obtain priority information from the aircraft via a communication protocol or the like.

[0171] Furthermore, the flight management device may change the validity or invalidity of the spatial cell vectors in the lanes based on weather information. For example, in FIG. 22, the flight management device acquires from the network that the wind speed on plane P10 is equal to or greater than a predetermined value. At this time, the flight management device invalidates the spatial cell vector of lane D112 among lanes D111 to D113, thereby setting only lanes D111 and D113 to be operational. In this way, the spacing between the lanes increases, thereby improving flight safety.

[0172] The flight management device may set the vectors of the spatial cells for each lane taking into consideration at least one of time information and date information. For example, during rush hour on weekday mornings, lanes D111 to D113 on plane P10 may be set as lanes heading towards the city and lane D114 as a lane heading towards the suburbs, while on weekend mornings, lanes D111 and D112 may be set as lanes heading towards the city and lanes D113 and D114 as lanes heading towards the suburbs.

[0173] Sixth embodiment The flight management device may be configured to permit entry of "high" priority air vehicles into one or more predetermined spatial cells or one or more planes that it manages, while not permitting or refusing entry of "low" priority air vehicles. The flight management device may also be configured to not permit "low" priority air vehicles to exit one or more predetermined spatial cells or one or more planes that it manages, in directions that "high" priority air vehicles can exit.

[0174] For example, in the example shown in FIG. 14, in space cells other than the ends of lane D11, the vectors of the space cells may be set so that movement in at least one of the x direction or movement in the z direction (ascending or descending) of a low-priority aircraft is denied. This restricts movement around lane D11 of aircraft other than high-priority aircraft (emergency vehicles or vehicles with low battery levels), thereby ensuring flight safety around space P1. Similarly, in the example shown in FIG. 14, in space cells other than the ends of lane D31, the vectors of the space cells may be set so that movement in at least one of the y direction or movement in the z direction (ascending or descending) of a low-priority aircraft is denied.

[0175] The flight management device may always execute the above settings for aircraft with a "low" priority, or may execute them at least during a specified time period or date.

[0176] Embodiment 7 By connecting multiple flight management devices and making the spaces managed by these flight management devices continuous, it is also possible to manage the movement of flying objects in a wide space.

[0177] 24 is a conceptual diagram of a system configured by connecting multiple flight management devices. Flight management devices 50A to 50E have the same configuration as the flight management device 50 of the third embodiment, and manage spatial regions R1 to R5, respectively.

[0178] In Figure 24, spatial region R1 includes city 1, and spatial region R5 includes city 2. Spatial regions R2 to R4 are regions connecting city 1 and city 2, and flying body 60 moves from one spatial region R1 or R5 to the other via spatial regions R2 to R4.

[0179] In the following, in addition to the processing performed by the flight management device 50 described in embodiment 3, processing performed by the flight management device 50A will be described. While the flying object 60 traveling from city 1 to city 2 is flying in region R1, the flying object 60 transmits a request to the flight management device 50A regarding the spatial cell to which it should move next. The flight management device 50A accepts or rejects this request, as described above.

[0180] When the aircraft 60 enters a spatial cell in region R1 that is on or near the boundary with region R2, the aircraft 60 transmits a request to the flight management device 50B regarding the spatial cell in region R2 that is on the boundary with region R1. Furthermore, based on the request or GPS information acquired from the aircraft 60 by the data acquisition unit 52, the flight management device 50A recognizes that the aircraft 60 is at the edge of region R1, and transmits information to the flight management device 50B indicating that the aircraft 60 is approaching region R2. The transmitted information may include identification information of the approaching aircraft 60.

[0181] The flight management device 50B recognizes the flying object 60 flying toward the area R2 based on the information acquired from the flight management device 50A. Then, the flight management device 50B allows or denies the request received from the flying object 60.

[0182] If the flight management device 50B approves the request, the aircraft 60 can move from region R1 to R2. While flying in region R2, the aircraft 60 transmits a request to the flight management device 50B regarding the spatial cell to which it should move next. By performing similar processing at or near the boundaries of each region, the aircraft 60 can reach region R5 and arrive at city 2.

[0183] If the flight management device 50B rejects the request, the aircraft 60 can move (evacuate) to a space cell other than the requested space cell. The aircraft 60 transmits a request for the space cell to be evacuated to the flight management device 50A, which manages the space cell in the region R1 to be evacuated. For example, if the aircraft 60 is in a space cell on the boundary between region R1 and region R2, the aircraft 60 may transmit a request for movement to a space cell located above or below the space cell in which it is currently located. Details of this are as explained in embodiment 3 (particularly FIG. 9). Similar processing can be realized in flight management devices other than the flight management devices 50A and 50B.

[0184] As described above, by connecting multiple flight management devices 50, it is possible to continuously manage the flight of the aircraft 60 over a wide area. An overall system for managing a wide area can be configured by connecting multiple flight management devices, so that it is possible to manage the movement of aircraft over a local government unit such as a city, prefecture, or state, or over a wide area or national unit that includes multiple such units. In other words, the overall system for managing a wide area can be distributed or divided into different regions, each managed by multiple flight management devices. This improves the scalability and expandability of the system. The area managed by a flight management device is determined, for example, by geographic location or zoning established by the government.

[0185] In the example shown in FIG. 24, the flying object 60 can use the same communication protocol in communication with the flight management devices 50A to 50E.

[0186] Embodiment 8 Hereinafter, an eighth embodiment of the present disclosure will be described with reference to the drawings. The flight management device is capable of changing the size of the spatial cells (particularly, the length of one side). FIGS. 25A and 25B show an example in which the size of the spatial cells dividing the same spatial region is changed. In FIG. 25A, the spatial S A But one side is W A 6 by cube of 3On the other hand, in FIG. 25B, the space S A A space S with the same volume as B But one side is W B 3 by cube of 3 = 27 space cells. B The length of one side of is W A It is twice as long as that of

[0187] When the space cell is small, the number of aircraft that can exist in the same volume can be increased, but the number of requests that an aircraft sends while flying in one space S increases. For example, when an aircraft flies in the space S in FIG. 25A, A From the time of entering to the time of exiting, a minimum of six request processes are required between the aircraft and the flight management device. This increases the processing load on the entire flight management system. Furthermore, as described in the third embodiment, if the requested spatial cell is reserved by another aircraft, the aircraft must evacuate to another spatial cell. As a result, if the number of aircraft in the space increases, the aircraft are likely to take more evacuations when a request is rejected. This may increase the time required for the aircraft to fly through one space S.

[0188] When the space cell is large, the number of flying objects that can exist in the same volume is reduced, but the number of requests that the flying object can send while flying in one space S is reduced. For example, when the flying object is in the space S in FIG. 25B, B From the time an aircraft enters the space S until it leaves, the minimum number of requests required to be processed with the flight management device is three. This means that the fewer the number of aircraft in the space, the less likely it is that an aircraft will have to take evacuations when a request is rejected, which can shorten the time it takes for an aircraft to fly through one space S.

[0189] Due to the above characteristics, the flight management device can change the size of the spatial cells of the space it manages depending on the time of day. For example, the flight management device that manages the space shown in Figures 22 and 23 sets the size of the spatial cells to be small during specific time periods in the morning and evening (especially during rush hour) so that a large number of aircraft can move between the city and the suburbs. On the other hand, during other time periods (especially late at night), it is expected that there will be few aircraft moving between the city and the suburbs, so the size of the spatial cells is set to be large so that aircraft can move quickly.

[0190] The size of the spatial cells may also be set according to the characteristics of the area managed by the flight management device. For example, the flight management device may reduce the size of the spatial cells when managing the space of an area where many aircraft are expected to be congested, and may increase the size of the spatial cells when managing the space of an area where few aircraft are expected to be present. The former may be urban areas or areas related to junctions where aircraft moving from multiple directions converge. The latter may be rural areas, mountainous areas, sparsely populated areas connecting cities, etc.

[0191] For example, in Figure 24, flight management devices 50A and 50E can set small spatial cells, while flight management devices 50B-50D can set large spatial cells. This allows the speed at which flying object 60 flies through areas R2-R4 to be increased, making it possible to set areas R2-R4 like highways connecting urban areas. In this way, the flight management devices can control traffic flow.

[0192] In addition, the following variation is also possible. When the size of the space cell is large, the aircraft has more time to reach the next space cell to fly to, compared to when the size of the space cell is small. Therefore, when the size of the space cell is large, the time until the aircraft transmits a request for the next space cell to fly to the flight management device after entering the space cell may be longer, compared to when the size of the space cell is small. For example, in the case of space S in FIG. 25A, AIn the case of FIG. 25B, the aircraft immediately sends a request for the next space cell on its flight route after entering a space cell. B In the method, after an aircraft enters a spatial cell and travels a distance approximately half the length of one side of the spatial cell, the aircraft may transmit a request for the next spatial cell on its flight route.

[0193] In another example, if the size of the spatial cell is small, the air vehicle sends a first request, and if that request is rejected, the air vehicle sends a second request for the spatial cell to be evacuated. On the other hand, if the size of the spatial cell is large, the air vehicle may send multiple requests for the same spatial cell. Specifically, if the air vehicle sends a first request and that request is rejected, the air vehicle sends a second request for the same spatial cell as the first request after a predetermined interval. If that second request is also rejected, the air vehicle may send a third request for a spatial cell to be evacuated that is different from the requested spatial cell, or the air vehicle may send third and subsequent requests for the same spatial cell after a predetermined interval.

[0194] Even when the size of the spatial cell is small, the aircraft may transmit multiple requests for the same spatial cell. However, when the size of the spatial cell is large, the number of times the aircraft can transmit requests for the same spatial cell may be increased compared to when the size of the spatial cell is small. This allows the aircraft to fly without deviating from its original flight route as much as possible when the spatial cell is large, thereby shortening the flight time of the aircraft.

[0195] Embodiment 9 In this embodiment, we will explain the risk avoidance process performed by the aircraft and the flight management device in an emergency. An emergency situation refers to, but is not limited to, a situation where two or more aircraft are in the same cell, or a situation where an aircraft encounters a problem and is unable to fly any further, requiring an emergency landing for safety reasons.

[0196] (9-1) 26 is a block diagram showing the configuration of the flight management device 70. The flight management device 70 includes a memory 71, a data acquisition unit 72, an emergency management unit 73, and a communication unit 74. The memory 71 stores a plurality of space cells and their reservation status. The memory 71 may also store at least one of information such as information on no-fly zones, the flight routes of each aircraft, and vector setting information for the space cells. The data acquisition unit 72, like the data acquisition unit 32, acquires various data used to determine the flight route of the aircraft.

[0197] As will be described later, the emergency management unit 73 executes processing in response to an emergency request received from the flying object 80. The communication unit 74 is an interface through which the flight management device 70 communicates with the flying object 80.

[0198] FIG. 27 is a block diagram showing the configuration of the flying object 80. The flying object 80 includes a memory 81, a data acquisition unit 82, an emergency detection unit 83, a selection unit 84, a communication unit 85, and a flight control unit 86. Like the memory 61, the memory 81 stores information on spatial cells C, the current position of the flying object 60, the flight route of the flying object 60, and information on spatial cells C reserved by the flying object 60 along the flight route. The data acquisition unit 82 is composed of a detection unit such as a sensor, radar, or camera mounted on the flying object 80, and detects that another flying object is within a predetermined distance (e.g., less than 100 m). Like the request generation unit 63, the selection unit 84 selects a spatial cell adjacent to the spatial cell in which the flying object 60 is currently located to be reserved. Furthermore, when rejection information related to a request is transmitted from the flight management device 70, the selection unit 84 selects a spatial cell adjacent to the spatial cell in which the flying object 60 is currently located, excluding the rejected spatial cell. Furthermore, as described below, the selection unit 84 selects a spatial cell to which the flying object 60 should immediately evacuate in an emergency situation requiring immediate evacuation from the current spatial cell. The communication unit 85 is an interface through which the flying object 80 communicates with the flight management device 70. The flight control unit 86 controls the movement of the flying object 80.

[0199] A specific example of the processing will be described below. After the flying object 80 reserves a specific spatial cell, while flying through that spatial cell, the data acquisition unit 82 detects that another flying object is flying in the same spatial cell. Based on the results detected by the data acquisition unit 82, the emergency detection unit 83 determines that an emergency situation has occurred in which another flying object is approaching. Based on the determination by the emergency detection unit 83, the flying object 80 determines that it is necessary to evacuate the spatial cell in which it is currently located and reserve another spatial cell, and the selection unit 84 selects one or more spatial cells to evacuate to (evacuation cells).

[0200] For example, when the flying object 80 is flying on a predetermined plane, the selection unit 84 may select a spatial cell located above or below the plane, or both. Also, when the data acquisition unit 82 can detect the traveling direction and speed of another flying object in the same spatial cell, the selection unit 84 may select one or more escape cells such that the traveling direction vector of the flying object 80 does not overlap with the traveling direction vector of the other flying object. For example, when another flying object is located ahead of the flying object 80 and moving upward, the selection unit 84 may select a spatial cell located below the spatial cell in which the flying object 80 is currently located.

[0201] The flying object 80 uses the communication unit 85 to transmit an urgent request for movement of the spatial cell selected by the selection unit 84. At this time, the communication unit 85 may also transmit to the flight management device 70 information about the spatial cell in which the flying object 80 is currently located and detailed information about another flying object detected by the data acquisition unit 82 (for example, information about the direction of travel and speed).

[0202] The communication unit 74 of the flight management device 70 receives an emergency request from the flying vehicle 80. In response to the request, the emergency management unit 73 determines whether any of the one or more spatial cells related to the request has not been reserved in advance and is not located in a no-fly zone. If any spatial cell that meets these conditions exists, the emergency management unit 73 executes a reservation process for the spatial cell that meets the conditions and transmits, using the communication unit 74, information about the spatial cell for which the reservation process has been executed.

[0203] If there is no spatial cell that meets the conditions among the spatial cells related to the request, the emergency management unit 73 may further identify a spatial cell that is adjacent to the spatial cell where the aircraft 80 is currently located, that is not in a no-fly zone, and that is not reserved, based on the reservation status. Here, the emergency management unit 73 may identify one spatial cell based on real-time data, similar to the request generation unit 63 described above. The emergency management unit 73 executes reservation processing for the identified spatial cell, and transmits information about the spatial cell for which reservation processing has been executed, using the communication unit 74.

[0204] Based on the received information, the flying object 80 retreats to the reserved space cell as quickly as possible, thereby avoiding collision with other flying objects and enabling the flying object 80 to fly safely.

[0205] The flight management device 70 may further include the route generation unit 33 described in the second embodiment. After the emergency management unit 73 identifies a spatial cell to which the aircraft 80 will evacuate, the route generation unit 33 generates a new flight route for the aircraft 80 based on the original flight route of the aircraft 80 stored in the memory 71, the reservation status of the spatial cell, the location information of the identified spatial cell, and data on the no-fly zone. For example, the route generation unit 33 may generate a new flight route for the aircraft 80 to return to the original flight route after flying through a predetermined number of evacuation spatial cells (e.g., after flying through a spatial cell that is vertically separated from the plane on which the multiple aircraft are flying). At this time, the flight management device 70 may execute a reservation process for all or some of the spatial cells on the newly generated flight route. The flight management device 70 transmits information on the newly generated flight route or information on the newly reserved spatial cell to the aircraft 80. The aircraft 80 stores the information in the memory 81.

[0206] Alternatively, the flying object 80 may further include the route generation unit 43 shown in embodiment 2. After receiving information on the spatial cell for which reservation processing has been performed from the flight management device 70, the route generation unit 43 determines a new flight route for the flying object 80 using information on the original flight route stored in memory 41, the data acquired by the data acquisition unit 82, and data on no-fly areas. The method for determining the flight route is as described above. Then, the flying object 80 uses the communication unit 85 to transmit a request for movement of all or some of the spatial cells related to the newly determined flight route. The flight management device 70 performs reservation processing for the spatial cells by executing the processing described in embodiment 3 (particularly Figure 9).

[0207] In this way, the flight management device 70 or the flying vehicle 80 can generate a new flight route after evacuation and provide guidance to the flying vehicle 80.

[0208] (9-2) Next, an example of an emergency landing when the remaining battery charge of an aircraft is below a predetermined threshold will be described. The configurations of the flight management device 70 and aircraft 80 are as shown in FIGS.

[0209] First, the data acquisition unit 82 detects that a problem has occurred in the flying vehicle 80. The problem may be a remaining battery charge below a predetermined threshold, an abnormality in the flying vehicle 80's engine, or a sudden change in weather. A sudden change in weather may mean that the weather is unsuitable for flight due to, for example, at least one of the following: an amount of precipitation per hour exceeding a predetermined value, a strong wind with a wind speed exceeding a predetermined value, or a drop in air pressure exceeding a predetermined value. This information can be acquired by sensors attached to the battery or engine, or a sensor that detects weather information.

[0210] The emergency detection unit 83 determines that an emergency landing is necessary based on the detection result of the data acquisition unit 82. Then, the selection unit 84 selects one or more evacuation destination spatial cells (evacuation cells). For a quick emergency landing, the selection unit 84 may select a spatial cell located below the spatial cell in which the aircraft 80 is currently located. However, instead of or in addition to the spatial cell located below, the selection unit 84 may also select a spatial cell in front of or to the side of the spatial cell in which the aircraft 80 is currently located, based on the above-mentioned real-time data, which consumes less battery power for movement.

[0211] The flying object 80 uses the communication unit 85 to transmit an urgent request for movement of the spatial cell selected by the selection unit 84. At this time, the communication unit 85 may also transmit information about the spatial cell in which the flying object 80 is currently located to the flight management device 70.

[0212] The communication unit 74 of the flight management device 70 receives an emergency request for an emergency landing from the flying object 80. In response to the request, the emergency management unit 73 performs the same determination and reservation process as in (9-1) and transmits information about the reserved space cell to the flying object 80. The flying object 80 moves to the reserved space cell based on the received information.

[0213] The flight management device 70 may further include the route generation unit 33 described in the second embodiment. After the emergency management unit 73 identifies a spatial cell to which the aircraft 80 will retreat, the route generation unit 33 generates a new flight route for the aircraft 80 to make an emergency landing based on the location data of the spatial cell related to the location where an emergency landing is possible stored in the memory 71, the reservation status of the spatial cell, the location information of the identified spatial cell, and the data of the no-fly zone. The route generation unit 33 may generate a flight route that minimizes the time or battery consumption to reach the location where an emergency landing is possible. The flight management device 70 may also execute a reservation process for all or some of the spatial cells in the newly generated flight route. The flight management device 70 transmits information about the newly generated flight route or information about the newly reserved spatial cell to the aircraft 80. The aircraft 80 stores the information in the memory 81.

[0214] Alternatively, the flying object 80 may further include the route generation unit 43 shown in embodiment 2. After receiving information on the spatial cells for which reservation processing has been executed from the flight management device 70, the route generation unit 43 generates a new flight route for an emergency landing of the flying object 80 using the position data of the spatial cells related to the locations where emergency landing is possible stored in memory 81, the data acquired by the data acquisition unit 82, and the data on no-fly areas. Then, the flying object 80 transmits a request for all or some of the spatial cells on the newly determined flight route using the communication unit 85. The flight management device 70 performs the reservation processing of the spatial cells by executing the processing described in embodiment 3 (particularly FIG. 9).

[0215] In addition, in (9-1) and (9-2), if the flight management device 70 or the aircraft 80 detects or receives information that two or more aircraft are flying in the same cell, or that the remaining battery charge of the aircraft is below a predetermined value and an emergency landing is necessary, it may report the danger to the local authorities having jurisdiction over the area.

[0216] Also, in (9-1) and (9-2), when the emergency detection unit 83 detects an emergency, the aircraft 80 does not need to transmit a request for a specific space cell to the flight management device 70. The aircraft 80 notifies the flight management device 70 of the emergency information detected by the emergency detection unit 83 (such as a situation in which another aircraft is approaching the aircraft 80 or a situation in which the remaining battery charge is less than a predetermined value) and the emergency information including the location information of the space cell in which the aircraft 80 is flying. The emergency management unit 73 of the flight management device 70 selects a space cell for evacuation of the aircraft 80 based on the emergency information.

[0217] Here, when the aircraft 80 is close to another aircraft, the emergency management unit 73 may select a space cell that is not in a no-fly zone and that has not been reserved. This selection may be performed using the real-time data described above. Furthermore, the flight management device 70 may generate a new flight route for the aircraft 80 and reserve all or part of the space cells of that flight route.

[0218] Furthermore, when the remaining battery charge of the aircraft 80 is less than a predetermined value, the emergency management unit 73 may select an unreserved space cell that is not in a flight-prohibited area, (i) a space cell below the space cell where the aircraft 80 is currently located, or (ii) a space cell that requires the least battery consumption for movement from the current space cell. Furthermore, the flight management device 70 may generate a flight route for an emergency landing of the aircraft 80 and reserve all or part of the space cells of that flight route.

[0219] Furthermore, in (9-2), the flight management device 70 may set the priority of the flying object 80 that has transmitted the emergency landing request to "high." Then, the emergency management unit 73 of the flight management device 70 identifies the shortest route or the route with the least battery consumption from the spatial cell where the flying object 80 is currently located or the requested spatial cell to a spatial cell related to a location where an emergency landing is possible, regardless of the reservation status of the spatial cell. Then, the emergency management unit 73 reserves all or part of the spatial cells related to the identified route.

[0220] The emergency management unit 73 cancels the reservation in the memory 71 for other aircraft that have reserved the space cell related to the identified route (i.e., other aircraft that are currently flying on the route or will fly in the future), and notifies the other aircraft that the reservation has been canceled. Upon receiving the notification, the aircraft promptly moves from the space cell in which it is currently located or processes a request for the next space cell to move to.

[0221] Furthermore, the emergency management unit 73 may cancel the reservation in the memory 71 for other aircraft that have reserved the spatial cell corresponding to the location where an emergency landing is possible and / or a spatial cell adjacent thereto, and may notify the aircraft of the cancellation of the reservation. An "adjacent spatial cell" refers to, for example, a spatial cell that includes an area within a predetermined distance from the spatial cell corresponding to the location where an emergency landing is possible. In response to the received notification, the aircraft may re-determine the spatial cell to fly in and transmit a request for permission to fly in the spatial cell.

[0222] In this way, the flight management system 70 can improve the safety of an aircraft in an emergency and other aircraft.

[0223] Embodiment 10 This embodiment further illustrates that the flight management system may restrict or prohibit movement of the air vehicle into certain spatial cells.

[0224] (10-1) As in the first embodiment, if a structure such as a building exists within the space S, creating an area where flight is not permitted, the flight management device 10 may store that area as a no-fly area in the memory 11. However, the flight management device may also designate spatial cells that meet other conditions as no-fly areas. For example, other conditions may apply when the target spatial cell is a spatial cell that is fully or partially occupied by a densely populated area, an airport, a military facility, a government facility, etc., or a spatial cell in the vicinity (e.g., adjacent) of that cell. The no-fly area designation described above may be permanent or temporary, and the no-fly area designation for all or some spatial cells may be enabled or disabled automatically or manually (by an operator operating the flight management device). A spatial cell in which the no-fly area designation is enabled becomes an area where flight by an aircraft is prohibited, while a spatial cell in which the no-fly area designation is disabled becomes an area where flight by an aircraft is permitted.

[0225] The flight management device may also acquire weather information from weather sensors or an external network indicating that weather unsuitable for flight will occur in a predetermined area in the space it manages. Weather unsuitable for flight includes, for example, heavy rain, strong winds, lightning, tornadoes, etc. The flight management device may determine that weather unsuitable for flight will occur by determining from the weather information that precipitation per hour equal to or greater than a predetermined value, strong winds with a wind speed equal to or greater than a predetermined value, or a drop in air pressure equal to or greater than a predetermined value will occur.

[0226] When weather unsuitable for flight occurs in a specified area, the flight management device sets the spatial cells that make up the specified area as a no-fly area. This setting may be set during the period when such weather occurs and may be canceled (disabled) after the period ends. The setting may be canceled automatically or manually. For example, the flight management device may obtain weather information from an external network and, based on that information, determine the period when weather unsuitable for flight will occur.

[0227] The flight management device may also set a predetermined spatial cell, a plane on which the aircraft flies, or a space managed by the flight management device as a no-fly zone based on the number of flying aircraft. For example, the flight management device may set a predetermined spatial cell as a no-fly zone if the density of aircraft in surrounding spatial cells (e.g., spatial cells within a predetermined distance from the predetermined spatial cell) is equal to or greater than a threshold. The flight management device may also set a predetermined spatial cell as a no-fly zone if the density of aircraft in a predetermined plane or a space managed by the flight management device is equal to or greater than a threshold. This setting may be invalidated if the detected density falls below the threshold. The density threshold may be set arbitrarily and may optionally include hysteresis.

[0228] Furthermore, the flight management device in embodiment 8 may change the size of the spatial cells dividing the plane or space when the density of aircraft in the plane on which the aircraft fly or in the space managed by the flight management device exceeds a threshold value. For example, when the flight management device sets the size of the spatial cells as shown in FIG. 25B, the density of aircraft in the entire space exceeds 20 per 100 spatial cells. In this case, the flight management device reduces the size of the spatial cells as shown in FIG. 25A. This allows the flight management device to manage the flights of a large number of aircraft.

[0229] (10-2) In addition, if an aircraft attempting to take off satisfies certain conditions, the flight management device may stop the aircraft from taking off by restricting the aircraft from moving to a spatial cell above the location of the aircraft.

[0230] For example, the data acquisition unit 32 of the flight management device 30 in the second embodiment may acquire real-time data of the aircraft from the aircraft using a communication protocol before the aircraft takes off from the departure point. The real-time data is information about the status of the aircraft, including at least one of the remaining battery level, engine status, and aircraft maintenance status (e.g., whether or not the aircraft has undergone inspection within a predetermined period). If the aircraft is a flying car, the real-time data may also include the status of the driver's license (e.g., whether or not the license is suspended). The driver's license information, like other real-time data, is stored in the aircraft's memory. The data acquisition unit 32 also acquires data about the current location of the aircraft. The current location data is, for example, data about the spatial cell in which the aircraft is currently located, GPS data about the current location, etc.

[0231] The flight management device 30 is configured to reject reservation processing for an aircraft for a space cell located above the aircraft's current location when real-time data acquired from the data acquisition unit 32 meets predetermined conditions. The predetermined conditions include, for example, at least one of the following: the remaining battery charge is less than a predetermined value; the engine is in poor condition; the aircraft has not undergone a predetermined inspection within a predetermined period; and the driver's license is suspended or expired. Note that the flight management device 30 can lift the movement restriction when the aircraft no longer meets the predetermined conditions. In this way, by switching whether or not to allow movement into a space cell according to predetermined conditions, the flight management device can preliminarily restrict the flight of an aircraft that is deemed unsafe.

[0232] The spatial cell setting changes shown in the tenth embodiment are transmitted from the flight management device to the aircraft and stored in the aircraft's memory, so that they are shared with the aircraft. Furthermore, the flight restrictions on the spatial cells and the like shown above may be set using the vector setting method described in the fifth embodiment.

[0233] Embodiment 11 In this embodiment, a flight method of the flying object that is comfortable for the occupants aboard the flying object will be explained in more detail. In the previous embodiments, when the flying object changed direction during flight, it sometimes flew at a right angle or a nearly right angle in an attempt to move in accordance with the arrangement of the spatial cells. However, such a flight method was sometimes uncomfortable for the occupants.

[0234] In this embodiment, the following process is performed to prevent such a situation. That is, the route generation unit of the aircraft determines a flight route from its current location to the destination regardless of the physical properties (size and shape) of the spatial cell. This flight route can be determined based on the following factors as related information. For example, the flight route may be determined taking into consideration at least one of the flyable area other than the no-fly area in space S or weather information between the departure point and the destination (e.g., whether or not there is rain, and wind speed and direction information). Furthermore, the route generation unit may consider distance, battery consumption, and required time (travel time) as related information when setting the flight route. For example, the route generation unit can calculate a flight route with the shortest distance, a flight route with the lowest battery consumption, or a flight route with the shortest required time.

[0235] Furthermore, the aircraft may obtain from the flight management device the current and future reservation status of other aircraft on its flight route and surrounding spatial cells (e.g., spatial cells within a predetermined distance from a spatial cell on the flight route).Then, based on the related information, the aircraft's route generation unit may select, as the target of the flight route, spatial cells in which the density of aircraft in the surrounding spatial cells (e.g., spatial cells within a predetermined distance from the predetermined spatial cell) is below a threshold during the scheduled flight time period.In other words, the aircraft will be able to fly in uncrowded areas.An example of an aircraft generating its own flight route without relying on a flight management device is as described in (2-2) etc.

[0236] The aircraft then requests the flight management device to reserve one or more spatial cells that include the confirmed flight route. After the request is approved by the flight management device, the aircraft controls its flight so that the reserved spatial cells fly along the confirmed flight route. In other words, the aircraft determines the flight route and the spatial cells separately.

[0237] Below, in (11-1), a specific and simple example of this method will be explained, and in (11-2), an extended general-purpose example will be explained. Note that the configuration of the aircraft shown below is the same as the configuration of the aircraft 40 shown in (2-2), so the explanation will be omitted.

[0238] (11-1) FIG. 28A shows an example of a space in which an aircraft is located. Each cube in this diagram represents a spatial cell, with the current location (starting point) cell of aircraft 40 being C10 and the destination cell being D10. D10 is located 3 in the x direction, -2 in the y direction, and -1 in the z direction from C10. Here, a plane made up of spatial cells at the same position (same height) in the z direction as C10 is called UF, and a plane made up of spatial cells at the same position in the z direction as D10 is called LF. For simplicity's sake, it is assumed that all spatial cells shown in FIG. 28A are passable by aircraft 40.

[0239] In this state, the route generation unit 43 of the flying object 40 generates a flight route from C10 to D10. At this time, the route generation unit 43 defines a straight line passing from C10 to D10 as the shortest route from C10 to D10.

[0240] Figure 28B is a diagram of the determined route as seen from above in Figure 28A, and Figure 28C is a diagram of the route as seen from a side view in Figure 28A. The hatched spatial cells in Figures 28B and 28C are spatial cells that include the determined route and are reserved for the flight of aircraft 40. Note that the spatial cell of the current location also needs to be reserved, and is therefore hatched in these figures.

[0241] Figure 28D shows the spatial cells to be reserved in Figure 28A, hatched. As shown in Figure 28D, when the route is determined, the flying vehicle 40 requests the flight management device via the transmitter 44 to reserve a total of three spatial cells on the plane UF and a total of four spatial cells on the plane DF. Details of this request are as shown in (2-2). After the request is approved by the flight management device, the flight control unit 45 controls the flight so that the reserved spatial cells fly along the route shown in Figures 28B and 28C.

[0242] The above processing enables the flying object 40 to fly along a straight flight route, providing a more comfortable flight for its passengers.

[0243] In addition, when the aircraft 40 makes a request, if another aircraft has previously reserved at least one of the requested spatial cells, the flight management device can reject the request and transmit rejection information to the aircraft 40, as described in other embodiments. In this case, the route generation unit 43 of the aircraft 40 calculates and re-establishes a flight route that does not include the rejected spatial cells. For example, the route generation unit 43 may determine a route that does not include the rejected spatial cells, taking into account at least one of the flyable areas other than the non-flyable areas of the space S, weather information between the departure point and the destination, or information on uncrowded areas. Furthermore, the route generation unit 43 may set the flight route to be one of the following routes that do not include the rejected spatial cells: the flight route with the shortest distance, the flight route with the lowest battery consumption, or the flight route with the shortest required time. Details of this calculation method are as described above. The aircraft 40 again requests the flight management device to reserve the spatial cells that include the flight route. In this manner, the air vehicle generates a flight route and requests reservations of spatial cells along that flight route until the flight management system approves.

[0244] Furthermore, when requesting a reservation, the aircraft 40 may request the reservation of a spatial cell close to C10 that constitutes part of, but not all, of the flight route, such as a spatial cell adjacent to C10. In this case, the aircraft 40, after the request is approved by the flight management device and the aircraft 40 moves to the reserved spatial cell that is on the flight route and closest to D10, generates a flight route from that cell to D10 and requests the flight management device to reserve the spatial cells that constitute all or part of that route. This process has the effect of making it easier for the aircraft 40 to have its request approved and to move, compared to when the aircraft 40 attempts to reserve all the spatial cells required in a single request. Note that the number of spatial cells that can be reserved in a single request may be changed depending on the aircraft's priority, etc., as described in (2-2).

[0245] (11-2) Next, a generalized example will be described. Here, a three-dimensional region R10 is defined as a space bounded by the maximum dimensions of length (l) in the x-axis direction, width (w) in the y-axis direction, and height (h) in the z-axis direction. The x, y, and z directions are as shown in FIG. 28A. Assume that C is a set of all spatial cells in a single dimension along a single axis. This set starts from the origin of that axis and ends at the maximum dimension of that axis. Each spatial cell included in C has a predetermined size, structure, etc., and is shown here as a cube for convenience, but may have other structures, as described below. In this case, C is expressed as follows: C={C0, C1, . . . C n | C n is C n-1 is the spatial cell adjacent to , and n is an index (natural number) greater than or equal to 1}···(1) Also, the C shown below 3 Let be the set of all three-dimensional cells contained in the region R. C 3 ={C 0,0,0 , C 1,0,0 , C i,j,k | C i,j,k is C i-1,j,k、 C i,j-1,k and C i,j,k-1 are spatial cells adjacent to each other, and i, j, and k are indices (natural numbers) greater than or equal to 1}···(2)

[0246] Then, the space-time ST is defined as all cells C in the region R at any given time. 3 In this case, ST is defined as follows: ST={R0, R1, R n | n is the index of a preset time interval (a natural number greater than or equal to 1)} (3)

[0247] FIG. 29A is a schematic diagram of the space-time ST defined by (3). The regions R0, R1,... are arranged consecutively along the time axis. Also, each space cell (hereinafter also referred to as space-time cell) in the four-dimensional space-time taking into account the time element t is called C i,j,k,tIt is written as follows.

[0248] Next, the region R i Define a set F of all flying objects at a particular time in F={F1, F2, . . . F n | n is the number of aircraft in Ri} (4) F in (4) i is the region R t A specific spatial cell C i,j,k It is a single flying vehicle that occupies F i The aircraft moves along an appropriate flight route from a predetermined starting point to a predetermined end point. The aircraft can perform this movement either manually or by programmatically taking into account related information. As described in (11-1), related information refers to factors such as weather information, congestion, and travel time.

[0249] F i In the flight route of i,j,k,t However, if there are multiple routes that satisfy this condition, any one of them may be assigned as the flight route.

[0250] 29B and 29C are schematic diagrams showing the flight route of F1 in the space-time ST. The horizontal axis of each of the space-time cells C i,j,k,tFor simplicity, is represented as a two-dimensional square, and spatial cells that cannot be assigned due to the passage of other aircraft, etc., are indicated by diagonal hatching. Figure 29B shows that F1 travels from its departure point C11 to its destination D11 by passing through routes (sub-routes) V1, V2, and V3. Figure 29C shows that F1 travels from its departure point C11 to its destination D11 by passing through sub-routes V1' and V2'. Both sub-routes are configured to avoid spatial cells that cannot be assigned. Figure 29D shows that cells assigned as flight routes along sub-routes V1-V3 in Figure 29B are indicated by vertical dashed hatching.

[0251] The flight route FR of each aircraft can be expressed as follows using the sub-route V: FR={V1, V2, . . . V n | V n is a four-dimensional vector on ST representing a subroot}···(5) In particular, in (5), V1 is a four-dimensional vector representing the first sub-route from the starting point, and V n is a four-dimensional vector representing the last subroute that ends at the destination.

[0252] Also, space-time cell C i,j,k,t Aircraft F consisting of i The set of cells allocated along the path of i Set A is defined as i is defined as follows: A i ={C i,j,k,t , the same or adjacent (C i,j,k,t+1 ),···C n | n is a four-dimensional index consisting of the indices i, j, k, t in the sequence at the destination cell} (6) set A i consists of one or more space-time cells depending on factors such as the priority of the aircraft. i is the sub-root V nBefore passing through the sub-route, the flight management device must allocate the space cells that make up the sub-route, for example, by executing the reservation process described above. If the allocation to the cells required for the sub-route cannot be obtained, the flight management device must allocate the space cells that make up the sub-route. i can generate new sub-routes. i When the aircraft leaves the space cell in flight, it is necessary to release the allocation of the space cell by, for example, executing the release process for the flight management device as shown in the fourth embodiment.

[0253] Similarly, space-time cell C l,m,p,t Aircraft F consisting of j Here, the set of cells allocated along the path of B i It is defined as: B i ={C l,m,p,t , the same or adjacent (C l,m,n,p+1 ),···C n | n is a four-dimensional index consisting of the indices l, m, p, and t in the sequence at the destination cell} (7) And the flying object F i and F j In order to fly safely, set A i is set B i and mutually exclusive (A i ∩B i =0). This condition is satisfied by the set B i This condition must be satisfied not only for the set of space-time cells assigned to all other flying vehicles, but also for the set of space-time cells assigned to all other flying vehicles.

[0254] For example, the memory 41 of the aircraft 40 stores a plurality of space-time cells that divide the space and time through which the aircraft flies, in a format that can be identified by an index or the like. The route generation unit 43 acquires information on space-time cells assigned (reserved) to other aircraft from a flight management device or other aircraft. Based on the above method, the route generation unit 43 then sets a flight route consisting of space-time cells that are exclusive to the set of space-time cells assigned to all other aircraft, and assigns spatial cells that constitute the sub-route. This enables the aircraft 40 to fly along that flight route. The aircraft 40 can also determine a flight route that satisfies conditions such as weather information, distance, etc., as shown in (11-1). The flight control unit 45 controls the flight of the aircraft 40 so that it moves to the assigned spatial cell along the determined flight route.

[0255] As shown above, by expanding the domain for determining flight routes from three dimensions to four dimensions, including time, it becomes possible to have multiple reservations for a single 3D cell. Therefore, even if uncertainties arise due to the actual operation of the aircraft, such as changes in the aircraft's speed, the aircraft can easily adjust its own path accordingly. Furthermore, the above method simplifies the computational process by simply including the time dimension in the calculation components of standard matrix / vector operations in space.

[0256] The flight route determination for the aircraft described above may be performed by the flight management device according to each embodiment, rather than by the aircraft itself. The flight management device can assign (reserve) flight routes for multiple aircraft it manages using the method of embodiment 11, or can use the method of embodiment 11 to derive candidate flight routes to propose to the aircraft in embodiment 3. In the latter case, the request generation unit 63 of the aircraft 60 determines the flight route by agreeing to the proposed flight route. Then, the flight control unit 64 controls the flight of the aircraft 60 so that the aircraft 60 moves along the determined flight route to a space cell for which movement is permitted by the permission information received from the flight management device 50.

[0257] Embodiment 12 In this embodiment, variations of the space cell will be described. Each space cell for dividing space, set by the flight management device or the flying object, can have any structure as long as it can be adjacent to other space cells on all sides (i.e., a structure that can fill three-dimensional space without gaps).

[0258] Figure 30A shows a space-filling structure (honeycomb structure) in which the spatial cells are regular hexagonal prisms. In Figure 30A, the bottom surface of each spatial cell is on the xy plane, and the generatrix of the cell (regular hexagonal prism) is configured along the z axis (height direction). However, the bottom surface of each spatial cell may also be on the xz plane or yz plane.

[0259] FIG. 30B is a schematic diagram showing the advantages of using a regular hexagonal prism as the spatial cell, as shown in FIG. 30A. FIG. 30B shows a state in which an aircraft passes through multiple spatial cells along a sub-route V, where (1) shows the case in which the spatial cell is a regular hexagonal prism, and (2) shows the case in which the spatial cell is a cube. Although the direction and distance traveled by the aircraft are the same in (1) and (2), the number of cells passed by the aircraft is two in (1) and three in (2). This simplifies the spatial cell reservation process described in the above-described embodiment, leading to a reduction in computational resources.

[0260] Fig. 30C shows a space-filling structure in which the spatial cells are regular triangular prisms. In Fig. 30C, the base of each spatial cell is on the xy plane and the generatrix of the cell is along the z axis, but the base of each spatial cell may also be on the xz plane or yz plane.

[0261] In addition to the examples shown above, a cylinder whose base has a shape that can fill a plane can also be used as a space cell. However, by using a regular hexagonal cylinder as the space cell, it is possible to increase the number of adjacent space cells for one space cell, and as mentioned above, the number of cells that the aircraft passes through can be reduced even when flying the same distance and direction.

[0262] Embodiment 13 In this embodiment, a technology is described in which the spatial cell allocation (reservation) of each flight route of multiple flying vehicles is performed by communication between the flying vehicles without requiring the processing of a flight management device. Hereinafter, this technology is also referred to as distributed spatial cell technology.

[0263] FIG. 31 shows the configuration of an aircraft 40' according to embodiment 13. Compared to the configuration of the aircraft 40 shown in (2-2), the aircraft 40' has a communication unit 46 instead of the transmission unit 44. The communication unit 46 enables wireless communication with other aircraft, a flight management device, a server (described later), etc. The aircraft 40' also has an arbitration unit 47 that executes arbitration processing, which will be described in detail below. Below, in (13-1), a simple example of this method will be described, and further variations will be described from (13-2) onwards.

[0264] (13-1) FIG. 32A is a schematic diagram showing the positions of flying objects F1-F5 in space. For simplicity, each spatial cell is shown as a two-dimensional square. In this example, we focus on flying object F2. Flying object F2 and its neighboring flying objects form a distributed system for allocating each spatial cell. In FIG. 32A, flying objects F1-F4 in region 1 (shown by hatching) within three cells of the position of flying object F2 form a distributed system, and flying objects F1-F4 require joint adjudication to decide which spatial cell each of them will move to next within region 1. However, in FIG. 32A, flying object F4 can also move outside region 1.

[0265] FIG. 32B is a schematic diagram focusing on aircraft F4 in the positional state of the aircraft shown in FIG. 32A. In FIG. 32B, aircraft F1-F4 in region 2 (shown by hatching) located within three cells of the position of aircraft F4 constitute a distributed system, and aircraft F1-F4 require arbitration involving all participants to determine which spatial cell each aircraft F1-F4 will move to next within region 2. Hereinafter, participating aircraft will also be referred to as "participants." However, in FIG. 32B, aircraft F1-F3 can also move outside region 2. Note that this distributed system within region 2 is a separate system from the distributed system within region 1 described above.

[0266] Arbitration in each distributed system may be made by a vote in which each flying object has equal rights, or by a vote with different weighting depending on predetermined conditions, as described below. This process does not require a flight management device (external server; particularly a central server) that calculates the next destinations of all flying objects; the allocation process is completed within the system. For this purpose, flying objects in the surrounding environment that form the distributed system act as a flight management system (particularly a flight management device), that is, the role of arbitrating the allocation of space cells. Arbitration in each distributed system is performed using blockchain or its variant technology. Here, the distributed assets of the distributed system refer to the allocation status of space cells within the area. Furthermore, the result of the arbitration process refers to a response of approval or denial to the space cell allocation request. This response is similar to the response in the flight management device described above.

[0267] Each aircraft constituting a distributed system can obtain each other's location information by broadcasting its own location via wireless communication using the communication unit 46. The area covered by the distributed system is the range within which each aircraft can establish and maintain peer-to-peer (P2P) communication with each other to perform arbitration. Furthermore, since aircraft move, the participants constituting each distributed system change over time. This P2P communication can be performed using a broadcast (multicast) network protocol such as UDP (User Datagram Protocol), and is widely used.

[0268] Each aircraft has priority and status information in its memory, which are used to weight votes in arbitration. The status information includes real-time data such as remaining battery power (operating time) and whether or not an emergency exists. An emergency situation corresponds to the detection of a problem as described in (9-2). Note that a state in which the remaining battery power falls below a predetermined threshold may be reflected by increasing the priority of the aircraft, or may be reflected as the occurrence of an emergency. At least one of the priority and the status information is taken into consideration in arbitration. Therefore, for example, if multiple aircraft request overlapping allocation cells, arbitration is made so that the request of the aircraft with the highest priority is more likely to be accepted.

[0269] To give a specific example, an aircraft located near a spatial cell that is an "airport" where the aircraft takes off and lands (e.g., an aircraft located within three spatial cells of the spatial cell) is likely to be in the middle of taking off or landing. Therefore, to ensure that the flight of the aircraft is prioritized, the aircraft or other aircraft that form the same distributed system as the aircraft may set a higher priority for the aircraft than for other aircraft. Furthermore, for aircraft located near an "airport," the aircraft or other aircraft that form the same distributed system as the aircraft may assign a higher priority to aircraft at lower altitudes than aircraft at higher altitudes. The priority settings described above make it easier for aircraft taking off or landing to continue their operations, thereby facilitating safer flight.

[0270] The arbitration unit 47 may use any one of the following factors or any combination of multiple factors to determine the weighting of the votes, but the factors listed below are only examples and are not limited to these. (a) Each aircraft's flight route: If a target cell (a spatial cell located near each aircraft and subject to allocation through voting) is not on the flight route of a certain aircraft, the weight of that aircraft's vote for the target cell can be reduced compared to another aircraft that has the target cell on its flight route. (b) Direction of travel: If a vehicle is moving away from the target cell, it may be given a lower voting weight for that target cell compared to another vehicle moving towards the target cell. (c) Distance from the aircraft to the target cell: The closer the aircraft is to the target cell, the greater the weight of the aircraft's vote for the target cell. (d) Aircraft status information: For example, the shorter the battery life of an aircraft, the greater the weight of the aircraft's vote for the target cell can be increased for safety reasons. (e) Priority (f) Cell Occupancy: Preferably, a vehicle that already occupies an existing cell within the requested time frame has a large weight (e.g., the largest weight within the distributed system) in the award of that existing cell. (g) Cell Allocation State: Preferably, an air vehicle that already has an allocation state for a requested cell, determined before receiving a new allocation request, also has a large weight (e.g., the largest weight in the distributed system) in the award of that requested cell.

[0271] It is more preferable to apply the distributed space cell technology to areas where the number of participants in the distributed system is relatively small (e.g., 10-20), that is, areas where the density of flying objects in space is generally considered to be low (e.g., rural areas), because it is thought that the time required for the arbitration process can be shortened compared to areas where the number of participants in the distributed system is larger (e.g., 50 or more).

[0272] Additionally, the voting process for the target cell preferably considers only votes received by participants within a specified period (required time frame, eg, in seconds) to be valid.

[0273] Furthermore, after one of the participating aircraft calculates the arbitration for each target cell, it broadcasts the results to all participants. This allows arbitration to be reached by consensus among all participants. The arbitration unit 47 uses blockchain technology in this process, which has the effect of strengthening resistance to data tampering and reducing the possibility of the arbitration process being stopped due to a malfunction, etc.

[0274] FIG. 32C is a schematic diagram showing the arbitration in the space between two flying bodies F1 and F2, and a specific example of the arbitration process will be explained below with reference to this diagram. In FIG. 32C, the space is expressed in two dimensions for simplification, and the space is divided into 8 x 10 spatial cells. At the same time, flying body F1 is in the position of C 3,2 Located in the space cell of C 3,6 The arrows in Figure 32C indicate the flight routes of each aircraft. Areas A1 and A2 are the areas near aircraft F1 and F2, respectively, and are set by each aircraft as areas for arbitration. As described above, aircraft F1 and F2 are aware of each other's positions and can establish communication with each other via P2P, enabling them to participate in the arbitration process.

[0275] In this example, areas A1 and A2 are C 2,4 , C 2,5 , C 3,4 , C 3,5 , C 4,4 , C 4,5 , C 5,4 , C 5,5 The flying bodies F1 and F2 grasp the overlapping relationship in each area through broadcast communication. Therefore, the flying body F2 can participate in the arbitration process regarding the flying body F1 for these spatial cells. For example, the flying body F1 can 4,4Assuming that F2 allocates the spatial cell to F1 in a time slot that overlaps with F1, F2 will broadcast the request to F2. In this example, it is F2's intention to also request allocation of the same spatial cell, and F2 can respond with a weighted vote of "No." F2 also allocates C 4,4 Each of the aircraft can individually initiate its own allocation request for F1, which is broadcast to F1, and F1 can also respond in turn with a weighted vote of "No." F1 and F2 calculate the result of the initiated voting process based on an algorithm involving the weight of the requester's vote, which includes elements (a) to (g), and the weight of the answerer's vote, which includes elements (a) to (g), and publish the result. Now, since the requests, responses, and final results of the voting process of both aircraft are public, the aircraft to be allocated becomes the object whose result of the initiated voting process has the greatest weight. Then, the successful allocation of this spatial cell is rebroadcast to all participants (F1, F2) in this arbitration. Note that if a participant is not interested in the voting results, they can abstain from the voting process.

[0276] As the flying vehicles F1 and F2 continue to move along their respective flight routes, their areas A1 and A2 will overlap more than in the state shown in Figure 32C. As a result, the number of spatial cells in which each flying vehicle participates in the arbitration process will increase. This state will continue until their flight routes begin to diverge from each other.

[0277] The sizes of the regions A1 and A2 may be changed based on at least one of the elements (a) to (g) above. Furthermore, the positions of the aircraft F1 and F2 within the regions A1 and A2 may be offset based on at least one of these elements (e.g., flight route). In other words, the aircraft F1 and F2 do not need to be positioned at the center of each region.

[0278] In the example shown above, for simplicity we have considered the case where the number of participants is two, but the following example shows how the number of participants increases and arbitration becomes more complicated.

[0279] FIG. 32D is a schematic diagram showing arbitration in space between four flying bodies F3-F6, and further specific examples will be described below with reference to this figure.

[0280] In Figure 32D, the coordinate settings of the space and the space cell are the same as in Figure 32C. At the same time, the flying object F3 is 3,2 Located in the space cell of C 3,6 Located in the space cell of C 3,3 Located in the space cell of C 5,4 In Figure 32D, the arrows extending from each aircraft indicate the flight route of each aircraft. Areas A3-A6 are the areas near aircraft F3-F6, respectively, and are set by each aircraft as areas for arbitration. Furthermore, aircraft F3-F6 are aware of each other's positions and can participate in the arbitration process by establishing communication with each other via P2P. Below, the spatial cell C by F3 and F6 is 4,3 and C by F4 3,5 The arbitration process for the allocation of the following will be described.

[0281] In this example, areas A3, A5 and A6 are cell C 4,3 Since there is an overlap in cell C, 4,3 F3, F5, and F6 will participate in the decision on the allocation of the 4,3 F4 is not a participant in this adjudication process because it does not cover C. At this time, F3 is 4,3 F6 also initiates an allocation request. 4,3 Initiate an allocation request.

[0282] C 4,3Since C is not present in F5's route, the weight of F5's vote may be reduced accordingly. However, F5 may still choose to abstain or vote for F3, F6, or both, depending on its preferences. In one scenario, based on factors (a) through (g) presented by each requester, F5 may choose F6 because F6's route is more divergent from F5's route than F3's route, and possibly other factors, thereby considering safety, responding "No" to F3 and "Yes" to F6. F6 is presumed to respond with a weighted vote of "No" to F3's request, and F3 is presumed to respond with a weighted vote of "No" to F6's request. F3 and F6 then combine each participant's weighted vote and C via the algorithm related to (a) through (g). 4,3 Calculate the result of each request for the assignment including the weight of each request for C 4,3 Each participant broadcasts the results of the arbitration process for each request for C. In this case, F5 may prioritize F6 over F3, allowing F6 to publish the most heavily weighted result and win the allocation. 4,3 Each participant may update its own memory with the arbitrated allocation state of the cell. Using blockchain technology here, participants can reach consensus on potential changes to the spatial cell allocation state represented in their individual memory at any given time. Each participant may also calculate the arbitration of all votes of all participants on behalf of each requestor and publish its results, leading to a blockchain-like "consensus" process.

[0283] Also, areas A4 and A5 are cell C 3,5 Since there is an overlap in cell C, 3,5 F4 and F5 participate in the decision on the allocation of cell C. Also, since areas A3 and A6 do not cover this cell at the time of this vote, F3 and F6 are not participants in this decision process. 3,5Since F5 is not on its flight path, its vote is weighted lightly and is likely to have little impact on the ruling. In contrast, F4's vote is weighted heavily, which means that F4 is likely to make a ruling on this cell and broadcast its allocation assessment for the cell.

[0284] The above process has shown that arbitration of space cells can be performed even when a large number of flying objects are located nearby. By voting based on the above factors (a) to (g), flying objects can arbitrate space cells where they do not want other flying objects to enter.

[0285] Participants can also choose to opt out of the adjudication entirely for a particular spatial cell if they are not interested in the outcome of that adjudication. For example, in the example shown in Figure 32D, both F3 and F6 are in cell C. 4,3 are located very close to each other, so they are trying to allocate this cell to themselves at roughly the same time. F3 and F6 broadcast requests to allocate this cell, and F5 receives that information. Based on that information, F5 realizes that F3 and F6 want the cell, and determines that F3 is the preferred candidate for allocation based on the priorities of F3 and F6 it has obtained in return (and possibly other factors). Therefore, by prioritizing F3 over F6 for the cell ("siding with F3"), F5 is able to determine that it is itself in the running position of cell C. 4,3 can effectively influence the outcome of the arbitration without having A5 be its target cell. F5 can thus participate in the arbitration because its region A5 covers this cell.

[0286] Also, in the example of Figure 32D, F3 is cell C 4,3 Assuming that F4 has been assigned to cell C, 4,3 and another adjacent spatial cell, e.g., C 5,3、 C 6,3又は C 6,4 or change its route to award the allocation of cell C4,3 Within the time frame (additional time) that does not overlap with the allocation of F3 in Cell C 4,3 The SEC may choose to either re-award the allocation of the

[0287] Additionally, the voting format for arbitration may resemble so-called "cumulative voting," where each participant can choose to vote for each spatial cell arbitration request or abstain, meaning that the participant has no interest in the outcome of the arbitration.

[0288] The arbitration process in each flying object described above is realized by the arbitration unit 47 of the flying object 40' selecting whether or not to vote, determining the voting content, and performing allocation processing for each spatial cell based on the information stored in the memory 41 and the information acquired from the communication unit 46. In this case, the flight management device according to other embodiments exists in a virtualized state between the flying objects as a blockchain-type system, rather than as a physical server. Therefore, the allocation structure of various components (spatial cells, routes and subroutes, allocation status, etc.) has the same characteristics as those disclosed in other embodiments.

[0289] (13-2) In the process shown in (13-1), multiple aircraft performed arbitration using P2P communication. However, since P2P communication is open to anyone, there is a possibility that a third party may launch an attack against the communication (denial of service attack, snooping, etc.). Therefore, in this example, we introduce the concept of a supernode in networking to improve the robustness of the network composed of a distributed system.

[0290] For example, in the example shown in (13-1), a supernode server SN may be further provided to verify the certificate of the air vehicle and associate the air vehicle with a valid certificate in an arbitration process with other air vehicles located nearby. For this purpose, the server SN needs to recognize the location of each air vehicle. The server SN may also be a server dedicated to this purpose.

[0291] The "vicinity of an aircraft" here is generated uniquely by the server SN for each aircraft, and the vicinity may include other aircraft that are likely to fly in the vicinity in the future (i.e., have an "interest" in the spatial cell located nearby) based on any of the elements (a) to (g) of the aircraft (e.g., their flight route or direction of travel is close to that of the aircraft, etc.).

[0292] The radius of the neighborhood area can be set arbitrarily by the server SN, or can be changed based on factors such as the priority of any of the elements (a) through (g) of the aircraft, the location of the target spatial cell, and other factors. For example, if the target spatial cell is located in a sparsely populated area (e.g., a rural area), the server SN may set this radius wider than if the target spatial cell is located in a densely populated area (e.g., a large city). For example, in FIG. 32D, the server SN can assign areas A3-A6 to each aircraft based on the factors listed above.

[0293] (13-3) FIG. 32E shows a further example of arbitration. The coordinate settings of the space and space cells in FIG. 32E are the same as those in FIG. 32C. However, FIG. 32E shows the space of an airport and its surrounding area. At the same time, the flying object F7 is located at C 2,1 Located in the space cell of C 6,9 In Fig. 32E, arrows extending from each flying object indicate the flight route of each flying object, and areas A7 and A8 are the vicinity areas of flying objects F7 and F8, respectively.

[0294] 32E, a regional controller server 90 is further provided to manage the airspace around the airport. Area A9 is a nearby area of ​​the regional controller server 90. Here, the server SN assigns areas A7-A9, which are areas for arbitration, to the flying vehicles F7 and F8 and the regional controller server 90, respectively.

[0295] 32F is a block diagram of the flight management system M2 in this example. The flight management system M2 includes flying vehicles F7 and F8 and a regional controller server 90. The configuration of flying vehicles F7 and F8 is as described above, so a detailed description will be omitted. The regional controller server 90 includes a memory 91, a communication unit 92, a data acquisition unit 93, and an arbitration unit 94.

[0296] The memory 91 stores information on a plurality of spatial cells C that can be identified by coordinates, etc., and the reservation status of the spatial cells for a plurality of aircraft. The memory 91 may also store information on the no-fly zones mentioned above as information related to the spatial cells C. Furthermore, a super priority (i.e., a higher priority than all other aircraft within the area A9) is set as the priority, and this is stored in the memory 91.

[0297] The communication unit 92 is an interface through which the regional controller server 90 performs P2P communication with the aircraft F7 and F8. The data acquisition unit 93 is composed of detection units such as sensors, radar, and cameras, and acquires information about air traffic such as general aircraft within the area A9 (information about aircraft other than the aircraft F7 and F8).

[0298] The arbitration unit 94 executes arbitration for each space cell C shown in Fig. 32E based on the information acquired from the memory 91 and the communication unit 92. Here, since the super priority is set for the regional controller server 90, the regional controller server 90 can effectively control the results of arbitration for the space cells for all flying objects within its area A9.

[0299] Air vehicles F7 and F8 are able to participate in the arbitration process by knowing each other's locations and establishing P2P communication with each other. The regional controller server 90 is also able to participate in the arbitration process by establishing P2P communication with air vehicles F7 and F8.

[0300] The arbitration process of the arbitration unit 94 will be described below as an example. For example, the flying object F7 is a safe flying object selected by an airport air traffic controller to be permitted to enter the airport area. The arbitration unit 94 can perform the above-mentioned arbitration control so that the placement of the flying object F7 does not overlap with other aircraft. Also, the flying object F8 is located in the spatial cell C 6,8 Assuming that the requesting aircraft is a privately owned aircraft, the arbitrator 94 may deny the request and transmit a denial in response to the request. This decision may be based on information regarding the reservation status of the airspace cell and air traffic.

[0301] In either case, the arbitration unit 94 can virtually decide the result of the arbitration based on the super priority. Therefore, the flying object F7 can land at the airport by moving to the space cell assigned to it in accordance with the arbitration of the regional controller server 90. Also, the flying object F8 can recalculate its flight route based on the non-permission information received from the regional controller server 90 and land at the airport. 6,8 This different cell may be outside the domain of the regional controller server (e.g., C 7,9 ), the regional controller server 90 is not a participant in the arbitration of this cell. 6,8 This can prevent the object from moving to the next step.

[0302] It is expected that a large number of aircraft will be present around the airport for takeoff and landing. In such cases, the regional controller server 90 that manages the airport can be given special priority and participate in the distributed system, thereby efficiently controlling the airspace arbitration process around the airport. Furthermore, the regional controller server 90 only manages the local area A9, and the allocation of space cells in other areas with a low density of aircraft (e.g., outside A9) is handled by the distributed system among the aircraft, as shown in (13-1) and (13-2). Therefore, the computational load is distributed among the participants in any arbitration, eliminating the need for a large-scale computer system as a management server. Such a system is considered particularly useful for regional airports, for example, where there is a large difference in the density of aircraft per unit volume between the airport and the rest of the area.

[0303] Figure 32G is an image diagram of a system showing an example of such a situation. Flight management devices 50F and 50G have a configuration similar to that of the flight management device 50 of embodiment 3, and manage spatial regions R6 and R7, respectively. In Figure 32G, spatial region R6 includes airport 1, and spatial region R7 includes airport 2. Spatial region R8 is a region connecting airport 1 (spatial region R6) and airport 2 (spatial region R7), and aircraft 40" moves from one spatial region R6 or R7 to the other via spatial region R8.

[0304] Here, the aircraft 40" has the configuration of the aircraft 40' described above, as well as the configuration of the aircraft 60 according to embodiment 7. Therefore, in spatial regions R6 and R7, the aircraft 40" flies in those spatial regions by obtaining permission to reserve spatial cells from the flight management devices 50F and 50G. Details of this are as described in embodiment 3. In contrast, in spatial region R8, the aircraft 40" is not under such management, and forms a distributed system with surrounding aircraft as described in embodiment 13, and flies while performing arbitration regarding the surrounding spatial cells.

[0305] In this way, the spatial regions managed by the flight management devices 50F, 50G do not need to be adjacent, and may be separate regions. In this case, the flight management devices 50F and 50G may or may not be connected. This is because the spatial regions R6, R7 are not adjacent, and therefore it is not necessarily necessary for the flight management devices 50 to share information about the flying vehicle 40". Furthermore, variations similar to those described in the seventh embodiment can be applied to this example.

[0306] In addition, the following variations can also be adopted in the thirteenth embodiment. For example, the data acquisition unit 42 can further include a detection unit such as a sensor, radar, or camera mounted on the aircraft 40', and can detect that another aircraft is within a predetermined distance (e.g., less than 100 m). In this way, when another aircraft is abnormally close to the aircraft 40', the aircraft 40' broadcasts that information to the distributed system (P2P network) and supernodes that constitute the other aircraft, and performs avoidance operations as necessary. This operation may be similar to that disclosed in (9-1).

[0307] Aircraft 40' may broadcast a pulse signal containing its own identification information to other air vehicles. For example, in FIG. 32D, air vehicle F3 broadcasts the pulse signal, and other air vehicles F4-F6 and the server SN detect the signal with their own communication units, thereby detecting the presence of air vehicle F3. If air vehicle F3 is unable to communicate with other air vehicles due to a malfunction of its communication unit or other equipment, the other air vehicles F4-F6 and the server SN detect the unexpected disappearance of the pulse signal and recognize that air vehicle F3, whose presence should have been detectable, has become undetectable (entering an AWOL (absent without leave) state). Based on this recognition, air vehicles F4-F6 and the server SN issue a warning by further broadcasting this information to other air vehicles with which they can communicate. Note that air vehicles F4-F6 and the server SN may also include information about the location where the last pulse from air vehicle F3 was detected in the warning if the location can be identified using data from their own communication units or data acquisition units.

[0308] To more effectively control air traffic around the airport, the regional controller server 90 may further include an airport air traffic control unit in addition to the unit configuration shown in FIG. 32F. The airport air traffic control unit can analyze air traffic information acquired by the data acquisition unit 93 based on airport-specific guidelines and regulations stored in memory 91 and update the no-fly zone information stored in memory 91. For example, the airport air traffic control unit can designate air cells used by general aircraft as no-fly zones. The airport air traffic control unit can also acquire weather information from a data acquisition unit, such as a camera or sensor, installed over a network or locally, and update the no-fly zone information based on the weather information. For example, if strong winds with a wind speed above a predetermined value are blowing in area A9, the airport air traffic control unit can designate air cells in the air where the strong winds make approaching the airport dangerous as no-fly zones. This allows the arbitration unit 94 to make arbitration decisions (assign air cells to aircraft) based on the updated no-fly zone information, thereby enabling safe and efficient takeoff and landing of aircraft. This method is also simple and low-cost, and can suppress large-scale calculations required for flight control.

[0309] Embodiment 14 In the above-described embodiment, the flight management device grasps the position of the aircraft, accepts requests for spatial cells from the aircraft, determines whether to permit or deny the request, and notifies the aircraft of the result. In this embodiment, in order to conceal the location of the aircraft during flight, the purpose is to achieve an encrypted spatial representation by using public key cryptography for communication between the aircraft and the flight management device.

[0310] Figure 33A is a block diagram of the flight management system M3. The flight management system M3 includes air vehicles F9 and F10 and a flight management device 50. When air vehicles F9 and F10 send a request to the flight management device 50 for permission to move to a selected spatial cell, they send encrypted location information of the spatial cell C in which they are currently located and the spatial cell to which they wish to move in the request. The flight management device 50 receives the encrypted location information, determines whether the specific spatial cell that is the subject of the request has already been reserved, and sends permission or denial information for the request to the air vehicles F9 and F10.

[0311] FIG. 33B shows the configuration of the flying vehicle 60' that constitutes the flying vehicles F9 and F10. Compared to the configuration of the flying vehicle 60 shown in embodiment 3, the flying vehicle 60' further includes a cryptographic processing unit 66. The cryptographic processing unit 66 encrypts the current location information of the flying vehicle 60' and the location information that is the target of a movement request using a public key acquired in advance, and the communication unit 62 transmits the encrypted location information to the flight management device 50. Furthermore, when the cryptographic processing unit 66 receives location information from the flight management device 50, it decrypts this information using a private key acquired in advance. Information on the public key and private key is stored in memory 61.

[0312] The configuration of the flight management device 50 is roughly as described in embodiment 3. However, in the flight management device 50, encrypted information of position coordinates is stored in memory 51 as information on space cell C, the reservation status of the space cell, and information on the flight route of each aircraft, rather than information on the actual position coordinates of the cell, and the flight management device 50 uses this information to execute the processing described in embodiment 3. In other words, the flight management device 50 executes processing using information on encrypted space, rather than on real space.

[0313] The processing performed by the flight management system M3 will be described below. Note that the detailed description of the following is the same as that described in the third embodiment, and will not be repeated. First, the same public key and private key are distributed in advance to all flying objects to be managed. These public key and private key are generated by a key generation server and stored in a safe location.

[0314] Each flying object 60' encrypts its current location information and the desired location information using a public key in the cryptographic processing unit 66, and transmits the encrypted information together with a first request for cell reservation to the flight management unit 50. The flight management unit 50 receives the request and, using the encrypted information included in the request as is, refers to the reservation status stored in the memory 51 to determine whether the specific space cell related to this request has already been reserved.

[0315] Figure 33C is a schematic diagram showing an example of the state of space cells in encrypted space and real space. (A) in the figure shows the state of space cells in encrypted space, and (B) shows the state of space cells in real space. Each square in (A) and (B) represents one space cell, and space cells marked F9-F11 indicate the cells where each flying object is currently located. Furthermore, space cells marked E indicate unreserved cells.

[0316] (1) First, the flying object F9 encrypts and transmits information about the spatial cell of its current location and the spatial cell to which it wishes to move in order to move downward in real space from the spatial cell in which it is currently located. Based on the encrypted information, the flight management device 50 determines the reservation status of the spatial cell related to the request.

[0317] As can be seen from Figure 33C, the flight management device 50 cannot determine where the requested spatial cell is located in real space. However, the flight management device 50 can determine whether the requested cell has already been reserved using information stored in memory 51. As shown in the figure, the determination unit 55 determines that the requested cell has already been reserved and occupied by F10. Therefore, the permission unit 56 does not permit the flight vehicle F9 to move to that spatial cell and uses the communication unit 54 to send denial information to F9 denying the move.

[0318] When the flying object F9 receives the refusal information via the communication unit 62, the request generation unit 63 selects another space cell based on a predetermined algorithm and generates a second request (a second request) for permission to move to that space cell. The communication unit 62 transmits this request to the flight management device 50.

[0319] (2) The communication unit 54 of the flight management device 50 receives the second request. Based on this request, the determination unit 55 of the flight management device 50 determines whether the requested spatial cell has already been reserved using the reservation status stored in the memory 51. In this case, since the requested spatial cell is "E," the permission unit 56 permits the flying object 60 to move to the new specific spatial cell. The permission unit 56 uses the communication unit 54 to transmit permission information permitting the move to the flying object F9, and the flying object F9 moves toward the spatial cell based on the permission information.

[0320] When transmitting refusal information to F9 to reject the movement, the flight management device 50 may or may not have the determination unit 55 identify a candidate spatial cell (e.g., cell "E") to which the air vehicle F9 will move next and transmit the candidate spatial cell to the air vehicle F9. Depending on how the encrypted space is provided, the flight management device 50 may not know which spatial cell is adjacent to the spatial cell in the allocation request, and the flight management device 50 may not have any knowledge of candidate spatial cells that could replace the requested one. Therefore, the flight management device 50 does not necessarily need to identify a candidate spatial cell to which the air vehicle F9 will move next. Therefore, the flight management device 50 does not necessarily need to identify a candidate spatial cell to which the air vehicle F9 will move next. The coordinate information of the spatial cell transmitted at this time is encrypted, and the air vehicle F9, which receives the information, decrypts the information using the encryption processing unit 66 to determine the position in real space of the spatial cell presented by the flight management device 50. The air vehicle F9 then performs the same processing as described in the third embodiment. Furthermore, when position information of a flight route is sent and received between the flight management device 50 and the flying vehicle 60, as in the case of position information in a spatial cell, the flying vehicle 60 can be configured to understand the flight route in real space and the flight management device 50 can be configured to understand the flight route in encrypted space using public key cryptography.

[0321] In the fourteenth embodiment, since the location information is encrypted and decrypted in this manner, even if the flight management device 50 is hacked, it becomes difficult for an attacker to ascertain the location information of the aircraft managed by the flight management device 50. Therefore, a more favorable effect can be obtained from the viewpoints of personal information protection and cybersecurity. Note that a server (not shown), which is a trusted entity that knows the private key, may be further provided for the administrator, so that the actual location of each aircraft can be decrypted using the private key.

[0322] The present disclosure is not limited to the above-described embodiment, and modifications may be made as appropriate without departing from the spirit and scope of the present disclosure. For example, the priority of aircraft is not limited to two levels, and may be set to three or more levels. As an example, in the case of three levels of priority, an emergency vehicle or a general aircraft whose remaining battery charge is less than a first threshold th1 may be set as the aircraft with the highest priority, a general aircraft whose remaining battery charge is less than a second threshold th2 (>th1) may be set as the aircraft with the second highest priority, and a general aircraft whose remaining battery charge is equal to or greater than the second threshold th2 may be set as the aircraft with the lowest priority.

[0323] In the above-described embodiments, the data that can be acquired or stored by an aircraft include GPS information, radar information, identification information, engine status, remaining battery power, weather information (such as rainfall, wind speed and direction, and atmospheric pressure), maintenance status, driver's license information, and speed information. However, the aircraft may acquire other information, such as acceleration data, using sensors. The aircraft may also store flight rules. Furthermore, in the above-described embodiments, proximity between aircraft may be detected by communicating between aircraft via V2V (Vehicle-to-Vehicle).

[0324] In the above-described embodiment, the data stored in the memory of the flight management device are listed as spatial cell information, reservation status information (traffic information), and no-fly zone information. However, other data such as the current time, date, weather information, and flight management rules may also be stored in addition to these. Furthermore, the memory may be provided as a database external to the flight management device, and the flight management device may acquire data by communicating with the database. The variations of the flight management device described above can also be applied to a regional controller server.

[0325] FIG. 34 is a block diagram showing an example of the hardware configuration of a flight management device, an air vehicle, or a regional controller server described in any of the embodiments. Referring to FIG. 34, an information processing device 900, which collectively refers to the flight management device, the air vehicle, or the regional controller server described above, includes a network interface 901, a processor 902, and a memory 903. The network interface 901 can transmit and receive data to and from other devices via wireless communication. Alternatively, in the case of a flight management device, a regional controller server, or an external server (e.g., weather, traffic, etc.), the network interface 901 can transmit and receive data via wired communication.

[0326] The processor 902 reads and executes software (computer programs) from the memory 903 to perform the processing of the flight management device, the flying object, or the regional controller server described in the above embodiments. The processor 902 may be, for example, a microprocessor, an MPU (Micro-Processing Unit), or a CPU (Central Processing Unit). The processor 902 may include multiple processors.

[0327] The memory 903 is configured by a combination of volatile memory and non-volatile memory. The memory 903 may include storage located remotely from the processor 902. In this case, the processor 902 may access the memory 903 via an I / O (Input / Output) interface (not shown).

[0328] 34, the memory 903 is used to store software modules. The processor 902 reads and executes these software modules from the memory 903, thereby performing the processes described in the above embodiments.

[0329] As explained using Figure 34, each of the processors of the flight management device, the aircraft, or the regional controller server in the above-mentioned embodiments executes one or more programs including instructions for causing a computer to execute the above-mentioned algorithm, thereby realizing the processing described in the above-mentioned embodiment.

[0330] In the above examples, the program can be stored and supplied to a computer using various types of non-transitory computer-readable media. Non-transitory computer-readable media include various types of tangible storage media. Examples of non-transitory computer-readable media include magnetic recording media (e.g., flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Compact Disk Read Only Memory), CD-Rs (Compact Disk Recordable), CD-R / Ws (Compact Disk Rewritable), and semiconductor memories (e.g., mask ROM, PROMs (Programmable ROM), EPROMs (Erasable PROMs), flash ROMs, and RAMs (Random Access Memory)). The program may also be supplied to a computer by various types of transitory computer-readable media. Examples of transitory computer-readable media include electrical signals, optical signals, and electromagnetic waves. The temporary computer-readable medium can supply the program to the computer via a wired communication path (for example, an electric wire or an optical fiber) or a wireless communication path.

[0331] Although the present disclosure has been described above with reference to the embodiments, the present disclosure is not limited to the above description. Various modifications that can be understood by a person skilled in the art can be made to the configuration and details of the present disclosure within the scope of the disclosure.

[0332] This application claims priority based on International Patent Application PCT / JP2020 / 040323, filed on October 27, 2020, the disclosure of which is incorporated herein in its entirety. [Explanation of symbols]

[0333] 10 Flight management device 11 memory 12 determination unit 13 permission unit 20 Flying Objects 21 request generation unit 22 transmission unit 23 flight control unit 30 Flight management device 31 memory 32 data acquisition unit 33 route generation unit 34 Transmitter 40 aircraft 40' aircraft 41 Memory 42 Data acquisition unit 43 Route generation unit 44 Transmitter 45 Flight control unit 46 Communication unit 47 Tribunal 50 Flight management device 51 memory 52 data acquisition unit 53 route generation unit 54 Communication Department 55 Judgment Department 56 Permission Department 57 Traffic Management Department 60 aircraft 60' aircraft 61 memory 62 communication unit 63 request generation unit 64 Flight control unit 65 Decryption unit 66 Encryption processing unit 70 Flight management device 71 Memory 72 Data acquisition unit 73 Emergency Management Department 74 Communications Department 80 Flying Objects 81 memory 82 data acquisition unit 83 emergency detection unit 84 Selection unit 85 Communication unit 86 Flight control unit 90 Regional Controller Server 91 Memory 92 Communication unit 93 Data acquisition unit 94 Tribunal 900 Information Processing Equipment 901 Network Interface 902 Processor 903 Memory

Claims

1. Equipped with multiple flying vehicles, Each of the plurality of flying vehicles is a first communication unit that communicates with one or more other aircraft using a peer-to-peer communication method to form a distributed system including the aircraft itself and the one or more other aircraft; a first arbitration unit that causes the first communication unit to transmit a vote of its own aircraft, with a predetermined weight attached, indicating whether a request for allocation to the specific spatial cell in space is permitted or denied, to one or more of the other air vehicles, and to receive votes from one or more of the other air vehicles, with a predetermined weight attached, indicating whether a request for allocation to the specific spatial cell is permitted or denied, with the specific spatial cell attached; A flight control unit that moves the airframe of the flying vehicle; a memory for storing information on a plurality of space cells into which the space is divided, the first arbitration unit performs arbitration to determine which one of the plurality of air vehicles will be assigned to the particular space cell based on the vote of the own aircraft with a predetermined weighting and votes from one or more of the other air vehicles, each of which is assigned a predetermined weighting; when the result of the determination indicates that the specific spatial cell has not been assigned to the aircraft, the flight control unit changes the flight path of the aircraft so that another spatial cell adjacent to the specific spatial cell is assigned to the aircraft, and the specific spatial cell and the other spatial cell are included in the plurality of spatial cells; The first communication unit, the first arbitration unit, and the flight control unit of the aircraft repeatedly execute the respective processes for each space cell into which the space during movement is divided until the aircraft moves from the departure point of the aircraft to the destination. Distributed systems.

2. Equipped with multiple flying vehicles, Each of the plurality of flying vehicles is a first communication unit that communicates with one or more other aircraft using a peer-to-peer communication method to form a distributed system including the aircraft itself and the one or more other aircraft; a first arbitration unit that causes the first communication unit to transmit a vote of the aircraft itself, with a predetermined weight attached, indicating whether a request for allocation to the specific spatial cell in space is permitted or denied, to one or more of the other air vehicles, and to receive votes from one or more of the other air vehicles, with a predetermined weight attached, indicating whether a request for allocation to the specific spatial cell is permitted or denied, with respect to the specific spatial cell; the first arbitration unit causes the first communication unit to transmit a vote of the aircraft to assign the specific space cell to another aircraft; the first arbitration unit performs arbitration to determine which one of the plurality of air vehicles will be assigned to the specific space cell, based on the vote of the own aircraft with a predetermined weighting and votes from one or more of the other air vehicles, each with a predetermined weighting. Distributed systems.

3. the first arbitration unit of each flying object selects, from among one or more of the other flying objects that transmit votes regarding the specific spatial cell, the other flying object to which the specific spatial cell is to be assigned, based on at least one of a priority of the flying object or a flight route; The distributed system of claim 2 .

4. the first arbitration unit of each air vehicle, when the result of the arbitration indicates that the specific space cell has not been assigned to the air vehicle, causes the first communication unit to transmit the vote of the air vehicle with the predetermined weighting for the specific space cell within a time frame that does not overlap with the assignment of other air vehicles to the specific space cell; A distributed system according to claim 2 or 3.

5. the first communication unit of each air vehicle broadcasts the result of the arbitration to one or more of the other air vehicles; A distributed system according to any one of claims 1 to 4.

6. The predetermined weight that the aircraft assigns to its own vote can be changed by the aircraft while the aircraft is moving. A distributed system according to any one of claims 1 to 5.

7. The first arbitration unit of each flying object determines the predetermined weight using at least one of the flight route, heading direction, distance to the specific spatial cell, status information, occupancy status of the specific spatial cell, or allocation status of the specific spatial cell of the flying object. A distributed system according to any one of claims 1 to 6.

8. the first arbitrator of each flying object performs the arbitration by calculating the result of each flying object's request for allocation, including each flying object's own predetermined weight and the weight of each flying object's request for the particular spatial cell; A distributed system according to any one of claims 1 to 7.

9. The first arbitration unit of each flying object decides which one flying object will be assigned the specific spatial cell by voting based on at least one of the flight route, direction of travel, distance to the specific spatial cell, status information, occupancy status of the specific spatial cell, or assignment status of the specific spatial cell of one or more of the other flying objects. A distributed system according to any one of claims 1 to 8.

10. If the aircraft receives the vote within a specified time period, the vote is valid for the award. A distributed system according to any one of claims 1 to 9.

11. Each aircraft sets up a ruling area, The first communication unit of each air vehicle transmits the area of ​​the arbitration of the air vehicle to one or more of the other air vehicles; when the specific space cell is an overlapping area between the arbitration area of ​​the air vehicle and one or more arbitration areas of one or more of the other air vehicles, the first arbitration unit of each air vehicle causes the first communication unit to transmit its own vote with the predetermined weighting for the specific space cell, and causes the first communication unit to receive the votes with the predetermined weighting for the specific space cell from one or more of the other air vehicles; the first arbitration unit of each air vehicle executes the arbitration to determine which one of the air vehicles is assigned to the particular spatial cell; A distributed system according to any one of claims 1 to 10.

12. The first arbitration unit of each flying object determines the size of the arbitration area of ​​the flying object using at least one of the flight route, direction of travel, distance to the specific spatial cell, status information, priority, occupancy status of the specific spatial cell, or allocation status of the specific spatial cell. The distributed system of claim 11.

13. If the first communication unit of the air vehicle transmits the most heavily weighted vote among the weighted votes of the plurality of air vehicles, the first arbitration unit of the air vehicle performs arbitration to determine which one air vehicle will be assigned the particular spatial cell. A distributed system according to any one of claims 1 to 12.

14. the distributed system further comprises a control server; Each of the plurality of flying vehicles is a request generation unit that determines a flight route of the aircraft and generates a first request for permission to move to a space cell in the space that is on the flight route; a transmitting unit that transmits the first request generated by the request generating unit to the control server; a flight control unit that moves the aircraft to the space cell when the space cell has not been reserved by another aircraft and permission information permitting movement to the space cell has been received from the control server, and that does not move the aircraft to the space cell when the space cell has already been reserved by another aircraft and permission information prohibiting movement to the space cell has been received from the control server, The control server a receiving unit that receives the first request from one of the plurality of air vehicles for permission to move into the spatial cell; a determination unit that, when the receiving unit receives the first request, determines whether the spatial cell has already been reserved by another air vehicle among the plurality of air vehicles based on a reservation status of the spatial cell; a permission unit that permits the movement of the one aircraft to the space cell when the determination unit determines that the space cell is not reserved by another aircraft, and that does not permit the movement of the one aircraft to the space cell when the determination unit determines that the space cell is already reserved by another aircraft, Each of the plurality of flying vehicles is configured such that, when the spatial cell is within a predetermined area, the request generation unit, the transmission unit, and the flight control unit execute their respective processes, and, when the spatial cell is outside the predetermined area, the first communication unit and the first arbitration unit execute their respective processes; the control server is configured so that, when the spatial cell is within the predetermined area, the receiving unit, the determining unit, and the permitting unit execute their respective processes, and, when the spatial cell is outside the predetermined area, the receiving unit, the determining unit, and the permitting unit do not execute their respective processes. A distributed system according to claim 2 or 3.

15. The control server further includes a memory for storing reservation states of a plurality of space cells into which the space is divided. The distributed system of claim 14.

16. The control server a second communication unit that communicates with the plurality of air vehicles using a peer-to-peer communication method; a second arbitration unit that causes the second communication unit to transmit its votes, with a predetermined weight attached, to the plurality of air vehicles regarding the specific spatial cell, indicating whether a request for allocation to the specific spatial cell is approved or not, and to receive votes, with a predetermined weight attached, from the plurality of air vehicles regarding the specific spatial cell, indicating whether a request for allocation to the specific spatial cell is approved or not, the second arbitration unit of the control server performs arbitration to determine which one of the plurality of air vehicles is assigned to the particular spatial cell; If either the first communication unit of the air vehicle or the second communication unit of the control server transmits the most heavily weighted vote, either the first arbitration unit of the air vehicle or the second arbitration unit of the control server performs arbitration to determine which one of the plurality of air vehicles will be assigned the particular spatial cell. A distributed system according to claim 14 or 15.

17. The distributed system comprises three or more flying vehicles; The first arbitration unit for each air vehicle: causing the first communication unit to transmit a vote of the aircraft with a predetermined weighting for the specific space cell to a plurality of the other air vehicles, and to receive the votes with a predetermined weighting for the specific space cell from the plurality of the other air vehicles; performing arbitration to determine which one of the plurality of air vehicles will be assigned the particular spatial cell based on the vote of the own aircraft with the predetermined weighting and the votes of the plurality of other air vehicles, each of which is assigned the predetermined weighting; The distributed system of claim 1 .

18. The specific spatial cell is different from the spatial cell in which the aircraft is located and is within a predetermined number of spatial cells from the spatial cell. The distributed system of claim 1 .

19. The first arbitration unit of each aircraft executes the arbitration using blockchain technology. The distributed system of claim 1 .

20. An aircraft, a communication unit that forms a distributed system of multiple aircraft including the aircraft itself and one or more other aircraft by communicating with one or more other aircraft using a peer-to-peer communication method; an arbitration unit that causes the communication unit to transmit a vote of the other aircraft indicating whether a request for allocation to a specific spatial cell in space is permitted or denied, with a predetermined weight attached, to one or more of the other air vehicles, and to receive votes from one or more of the other air vehicles indicating whether a request for allocation to the specific spatial cell is permitted or denied, with each vote attached a predetermined weight attached, with respect to the specific spatial cell; A flight control unit that moves the airframe of the flying vehicle; a memory for storing information on a plurality of space cells into which the space is divided, the arbitration unit performs arbitration to determine which one of the plurality of air vehicles will be assigned to the specific space cell based on the vote of the aircraft itself with the predetermined weighting and votes from one or more of the other air vehicles, each of which is assigned a predetermined weighting; when the result of the determination indicates that the specific spatial cell has not been assigned to the aircraft, the flight control unit changes the flight path of the aircraft so that another spatial cell adjacent to the specific spatial cell is assigned to the aircraft, and the specific spatial cell and the other spatial cell are included in the plurality of spatial cells; The communication unit, the arbitration unit, and the flight control unit repeatedly execute the respective processes for each space cell into which the space during movement is divided until the aircraft moves from the departure point of the aircraft to the destination. Flying vehicle.

21. a communication unit that forms a distributed system of multiple aircraft including the aircraft itself and one or more other aircraft by communicating with one or more other aircraft using a peer-to-peer communication method; an arbitration unit that causes the communication unit to transmit a vote of the aircraft itself, with a predetermined weight attached, indicating whether a request for allocation to the specific spatial cell in space is permitted or denied, to one or more of the other air vehicles, and to receive votes from one or more of the other air vehicles, with a predetermined weight attached, indicating whether a request for allocation to the specific spatial cell is permitted or denied, the arbitration unit causes the communication unit to transmit a vote of the aircraft to assign the specific space cell to another aircraft; the arbitration unit performs arbitration to determine which one of the plurality of air vehicles will be assigned to the specific space cell, based on the vote of the own aircraft with the predetermined weighting and votes from one or more of the other air vehicles, each of which is assigned a predetermined weighting. Flying vehicle.

22. A method carried out by an air vehicle, comprising: a storage step of storing information on a plurality of space cells into which the space is divided; forming a distributed system of a plurality of aircraft including the aircraft itself and one or more other aircraft by communicating with the one or more other aircraft using a peer-to-peer communication method; a transmitting step of transmitting a vote of the aircraft, with a predetermined weighting, indicating whether a request for allocation to the specific space cell is approved or not to one or more of the other air vehicles, with respect to the specific space cell in space; receiving, from one or more of the other air vehicles, votes with a predetermined weighting for the particular spatial cell, indicating whether or not a request for allocation to the particular spatial cell is approved; an arbitration step for performing arbitration to determine which one of the plurality of air vehicles will be assigned to the particular spatial cell based on the vote of the own air vehicle with a predetermined weighting and votes from one or more of the other air vehicles, each of which is also assigned a predetermined weighting; a modification step of modifying a flight path of the aircraft so that another spatial cell adjacent to the specific spatial cell is assigned to the aircraft when the result of the determination indicates that the specific spatial cell has not been assigned to the aircraft, the specific spatial cell and the other spatial cell being included in the plurality of spatial cells; The forming step, the transmitting step, the receiving step, the determining step, and the changing step are repeatedly executed for each space cell into which the space during movement is divided until the aircraft moves from the departure point of the aircraft to the destination. The way the flying object performs.

23. A method carried out by an air vehicle, comprising: forming a distributed system of a plurality of aircraft including the aircraft itself and one or more other aircraft by communicating with the one or more other aircraft using a peer-to-peer communication method; a transmitting step of transmitting a vote of the aircraft itself, with a predetermined weighting, indicating whether a request for allocation to the specific spatial cell is approved or denied to one or more of the other air vehicles, with respect to the specific spatial cell in space, the vote of the aircraft itself being a vote for allocating the specific spatial cell to the other air vehicles; receiving, from one or more of the other air vehicles, votes with a predetermined weighting for the particular spatial cell, indicating whether or not a request for allocation to the particular spatial cell is approved; and an arbitration step of performing arbitration to determine which one of the plurality of air vehicles will be assigned the particular spatial cell based on the vote of the own air vehicle with a predetermined weighting and votes from one or more of the other air vehicles, each of which is assigned a predetermined weighting. The way the flying object performs.

24. A method carried out by an air vehicle, comprising: a storage step of storing information on a plurality of space cells into which the space is divided; forming a distributed system of a plurality of aircraft including the aircraft itself and one or more other aircraft by communicating with the one or more other aircraft using a peer-to-peer communication method; a transmitting step of transmitting a vote of the aircraft, with a predetermined weighting, indicating whether a request for allocation to the specific space cell is approved or not to one or more of the other air vehicles, with respect to the specific space cell in space; receiving, from one or more of the other air vehicles, votes with a predetermined weighting for the particular spatial cell, indicating whether or not a request for allocation to the particular spatial cell is approved; an arbitration step for performing arbitration to determine which one of the plurality of air vehicles will be assigned to the particular spatial cell based on the vote of the own air vehicle with a predetermined weighting and votes from one or more of the other air vehicles, each of which is also assigned a predetermined weighting; a modification step of modifying a flight path of the aircraft so that another spatial cell adjacent to the specific spatial cell is assigned to the aircraft when the result of the determination indicates that the specific spatial cell has not been assigned to the aircraft, the specific spatial cell and the other spatial cell being included in the plurality of spatial cells; The forming step, the transmitting step, the receiving step, the determining step, and the changing step are repeatedly executed for each space cell into which the space during movement is divided until the aircraft moves from the departure point of the aircraft to the destination. A program that causes a computer to carry out a method.

25. A method carried out by an air vehicle, comprising: forming a distributed system of a plurality of aircraft including the aircraft itself and one or more other aircraft by communicating with the one or more other aircraft using a peer-to-peer communication method; a transmitting step of transmitting a vote of the aircraft itself, with a predetermined weighting, indicating whether a request for allocation to the specific spatial cell is approved or denied to one or more of the other air vehicles, with respect to the specific spatial cell in space, the vote of the aircraft itself being a vote for allocating the specific spatial cell to the other air vehicles; receiving, from one or more of the other air vehicles, votes with a predetermined weighting for the particular spatial cell, indicating whether or not a request for allocation to the particular spatial cell is approved; and an arbitration step of performing arbitration to determine which one of the plurality of air vehicles will be assigned the particular spatial cell based on the vote of the own air vehicle with a predetermined weighting and votes from one or more of the other air vehicles, each of which is assigned a predetermined weighting. A program that causes a computer to carry out a method.

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