Operation control device

Abstract

To provide a flying object navigation management device capable of determining a flight path where noise is not an issue by a small amount of calculation.SOLUTION: A navigation management device determines a flight path of a flying object and manages the navigation of the flying object. The navigation management device is preliminarily set with airframe noise level information indicative of an airframe noise level, which is a level of noise emitted by the flying object, per flying object. The navigation management device identifies a flyable region indicative of an airspace where the flying object can fly according to an airframe noise level of the flying object subject to the determination of the flight path. The navigation management device also determines the flight path of the flying object on the basis of the identified flyable region.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to an aircraft traffic control device. [Background technology]

[0002] Under Japan's current Aviation Act, for example, BVLOS flights of unmanned aircraft such as drones are permitted and approved on the condition that an assistant is present to monitor third-party access control measures, monitor the aircraft and manned aircraft, and monitor the weather around the aircraft. There is a movement to permit and approve BVLOS flights without an assistant in the future, but this will require at least the role of the assistant to be fulfilled by the aircraft or ground facilities. Therefore, in the future, a traffic management system that manages the aircraft to ensure safe and efficient operation will be essential. The traffic management system is required to determine the aircraft's flight path to ensure safe and efficient flight. This type of traffic management system or its functions is also known as UTM (Unmanned Aerial System Traffic Management).

[0003] In the future, as BVLOS flights are approved and aircraft become more widespread, noise emitted by aircraft is expected to become a problem. Patent Document 1 is known as prior art for determining the flight path of an aircraft from the perspective of noise. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-21616 Summary of the Invention [Problem to be solved by the invention]

[0005] The technology disclosed in Patent Document 1 needs to evaluate the noise level at each of multiple points on the candidate route in order to determine the flight route taking into account the sound environment of the area along the flight route. Therefore, when there are many candidate flight routes, the technology disclosed in Patent Document 1 needs to evaluate the noise level at many points, which results in a huge amount of calculation by the traffic management device.

[0006] The present invention has been made in consideration of the above, and aims to provide an aircraft traffic control device that can determine a flight path in which noise is not a problem with a small amount of calculation. [Means for solving the problem]

[0007] In order to solve the above problems, the traffic management device of the present invention is an traffic management device that determines the flight path of an aircraft and performs traffic management of the aircraft, and is characterized in that aircraft noise level information indicating the aircraft noise level, which is the level of noise emitted by the aircraft, is set in advance for each aircraft, and a flight area indicating the airspace in which the aircraft can fly is identified according to the aircraft noise level of the aircraft for which the flight path is to be determined, and the flight path of the aircraft is determined based on the identified flight area. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide an air traffic control system that can determine a flight route in which noise is not a problem with a small amount of calculation. Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. [Figure 2] FIG. 2 is a diagram illustrating the functional configuration of the traffic management device shown in FIG. 1. [Figure 3] FIG. 3 is a diagram illustrating the hardware configuration of the traffic management device shown in FIG. 2. [Figure 4]3 is a flowchart showing a process executed by the traffic management device shown in FIG. 2; [Figure 5] FIG. 10 is a diagram illustrating an example of dividing an airspace into voxels. [Figure 6] FIG. 6 is a diagram illustrating a flight plan created based on the voxels shown in FIG. 5. [Figure 7] FIG. 1 is a diagram illustrating an example of dividing an airspace by corridors. [Figure 8] FIG. 8 is a diagram illustrating a flight plan created based on the corridor shown in FIG. 7. [Figure 9] FIG. 4 is a diagram illustrating flight area information. [Figure 10] FIG. 4 is a diagram for explaining flight path determination based on flyable area information. [Figure 11] FIG. 10 is a diagram showing a table defining the relationship between aircraft noise level and separation distance. [Figure 12] FIG. 10 is a diagram illustrating the separation distance taking into account the presence or absence of a wall near the aircraft. [Figure 13] FIG. 10 is a diagram showing a table defining the relationship between aircraft noise level and separation distance when there is a wall close to the aircraft in the horizontal direction of the aircraft. [Figure 14] FIG. 10 is a diagram illustrating a separation distance taking into account the flight phase of an aircraft. [Figure 15] FIG. 1 is a diagram illustrating the isolation distance taking into account the directionality of noise emitted from an aircraft. [Figure 16] FIG. 2 is a diagram illustrating limitations on the flight altitude of an aircraft. [Figure 17] FIG. 10 is a diagram illustrating an example of installing an aircraft landing and takeoff port in a location close to the site. [Figure 18] A diagram illustrating an example of installing a takeoff and landing port for an aircraft on the balcony of an apartment building. [Figure 19] FIG. 10 is a diagram illustrating an example of installing a takeoff and landing port for an aircraft in an apartment building. [Figure 20] FIG. 10 is a diagram illustrating an example in which an aircraft flies in an airspace above a road. [Figure 21] 21 is a view seen in the direction of the arrow X in FIG. 20. [Figure 22] A diagram explaining the difference in flight path depending on aircraft noise level. [Figure 23] FIG. 1 is a diagram illustrating a traffic management device that performs route pricing. [Figure 24] FIG. 24 is a diagram for explaining the billing information shown in FIG. 23. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that components or functions denoted by the same reference numerals in each embodiment have the same components or functions in each embodiment unless otherwise specified, and description thereof will be omitted.

[0011] [Example 1] In the first embodiment, a basic embodiment of the traffic management device will be described. Fig. 1 is a diagram illustrating the traffic management device. Fig. 2 is a diagram illustrating the functional configuration of the traffic management device shown in Fig. 1.

[0012] The traffic management device 100 is a device that performs traffic management and flight control of an air vehicle 200, including an unmanned aerial vehicle such as a drone. The traffic management device 100 may be a ground facility that constitutes a UTM. The traffic management device 100 can also be called a control device for the air vehicle 200.

[0013] The traffic management device 100 performs traffic management and flight control of the aircraft 200 based on the flight area information 310 and the airframe noise level information 320. Specifically, the traffic management device 100 creates a flight plan 330 including the flight path of the aircraft 200 based on the flight area information 310 and the airframe noise level information 320. The traffic management device 100 then approves and registers the created flight plan 330 to finalize the flight plan 330. The traffic management device 100 then guides and controls the aircraft 200 so that it flies in accordance with the finalized flight plan 330. To this end, the traffic management device 100 includes a flight plan creation unit 110, a flight plan determination unit 120, and a guidance control unit 130, as shown in FIG. 2.

[0014] The flight plan creation unit 110 creates a flight plan 330 for the aircraft 200. The flight plan 330 includes at least a flight route from the departure point (including the airspace above, also referred to as the departure point) of the aircraft 200 to the arrival point (including the airspace above, also referred to as the arrival point) and scheduled times of passage (including scheduled times of departure and arrival) of airspaces passed through on the flight route. The flight plan creation unit 110 determines the flight route based on the aviation zone information 310 and the aircraft noise level information 320, and creates the flight plan 330. That is, the flight plan creation unit 110 determines the flight route of the aircraft 200 based on the aviation zone corresponding to the aircraft noise level of the aircraft 200 in question, and creates the flight plan 330.

[0015] The airframe noise level information 320 is information indicating the level of noise emitted by the airframe 200 (hereinafter also referred to as "airframe noise level") for each airframe 200. The airframe noise level information 320 is set and stored in advance in the traffic management device 100. The airframe noise level may be a noise (sound pressure) level measured at a position a predetermined distance away from the airframe 200. In particular, the airframe noise level may be a noise (sound pressure) level measured using frequency weighting characteristics that take human hearing into consideration. The frequency weighting characteristics that take human hearing into consideration may be represented by, for example, equal loudness level curves defined in ISO 226:2003.

[0016] The airframe noise level may also be the acoustic power level of the flying object 200. The acoustic power level indicates the amount of acoustic energy per unit time emitted from the flying object 200, which is the sound source. The acoustic power level is calculated by integrating the area of ​​the acoustic intensity on a closed surface that surrounds the flying object 200, which is the sound source. In this embodiment, three or more stages of airframe noise levels are used as the airframe noise level information 320.

[0017] The flight area information 310 is information that indicates the area within the airspace managed by the traffic management device 100 where the aircraft 200 can fly (hereinafter also referred to as the "flight area"). The flight area information 310 is expressed by information on voxels (or corridors), which are unit airspaces that divide the airspace. The flight area information 310 may also include information on restriction levels that restrict the flight of the aircraft 200. The restriction levels are used to set no-fly areas, such as around (including the airspace above) facilities that need to be protected from noise or around (including the airspace above) important facilities. The flight area information 310 is set in advance for each aircraft noise level.

[0018] FIG. 3 is a diagram illustrating the hardware configuration of the traffic management device shown in FIG.

[0019] 3 shows the system configuration of the traffic management system 1, which includes a traffic management device 100. The traffic management device 100 is connected to an aircraft 200 and a group of terminal devices 140 via a network 150. The traffic management device 100 is realized by a computer, for example, a server device in a cloud or local system. The traffic management device 100 has a processing device 101, a communication device 102, a main memory device 103, and an auxiliary memory device 104. These are connected to each other via a communication path.

[0020] The processing device 101 is realized by a processor such as a CPU (Central Processing Unit), etc. The processing device 101 executes calculations in accordance with a traffic management program 105 stored in an auxiliary storage device 104.

[0021] The communication device 102 realizes an interface function with the outside of the traffic management device 100. The communication device 102 receives input from users at the terminal device group 140 and transmits content to be displayed on the terminal device group 140 via the network 150.

[0022] The communication device 102 communicates with the air vehicle 200 via the network 150 or directly. Specifically, the communication device 102 transmits a control signal to the air vehicle 200 to guide the flight of the air vehicle 200 in accordance with the calculations of the processing device 101. The communication device 102 receives information from the air vehicle 200 indicating the flight status (including the flight position, route, attitude, etc.).

[0023] The main memory device 103 stores the traffic management program 105 stored in the auxiliary memory device 104 and information used for calculations by the processing device 101. The auxiliary memory device 104 is implemented by a so-called storage. The auxiliary memory device 104 may be implemented by various storage media such as an external hard disk drive (HDD), solid state drive (SSD), or memory card. The auxiliary memory device 104 may be implemented by a device separate from the traffic management device 100, such as a file server. The auxiliary memory device 104 stores the traffic management program 105, flight area information 310, aircraft noise level information 320, and flight plan 330. The auxiliary memory device 104 also stores other information such as flight-related information, which will be described later. The flight area information 310, aircraft noise level information 320, and flight plan 330 may be stored in a device separate from the traffic management device 100.

[0024] The traffic management program 105 is modularized for each function, and may be composed of a flight plan creation module 106, a flight plan determination module 107, and a guidance and control module 108. Each of these modules is realized by an individual program or a combination thereof. The traffic management device 100 may be realized by multiple devices divided according to their functions.

[0025] The flight plan creation module 106, the flight plan determination module 107, and the guidance control module 108 correspond to the flight plan creation unit 110, the flight plan determination unit 120, and the guidance control unit 130, respectively, shown in Fig. 2. The processing device 101 can realize the functions of the flight plan creation unit 110, the flight plan determination unit 120, and the guidance control unit 130 by executing the flight operation management program 105.

[0026] The terminal device group 140 is a group of terminal devices operated by a user and is realized by a computer. In this embodiment, the terminal device group 140 is made up of a plurality of terminal devices, but the terminal device group 140 may also be made up of a single terminal device.

[0027] FIG. 4 is a flowchart showing the processing executed by the traffic management device shown in FIG.

[0028] In step S1, the traffic management device 100 acquires flight-related information for the flying object 200. The flight-related information indicates information that is a prerequisite for creating a flight plan 330 for the flying object 200. The flight-related information includes, for example, information on the departure point, scheduled departure time, arrival point, and scheduled arrival time of the flying object 200. The flight-related information includes, for example, the remaining amount of fuel or battery on board the flying object 200, the weight of the flying object 200, and weather information. The traffic management device 100 may acquire the flight-related information by receiving a portion of the flight-related information input by a user to the terminal device group 140 or by reading a portion of the flight-related information that has been stored in advance.

[0029] In step S2, the flight planning unit 110 of the traffic management device 100 identifies the airframe noise level corresponding to the flight-related information acquired in step S1, using the airframe noise level information 320. Specifically, the flight planning unit 110 searches for the airframe noise level information 320 that corresponds to the acquired flight-related information, and identifies the airframe noise level indicated by it.

[0030] In step S3, the flight plan creation unit 110 identifies a flight area that corresponds to the aircraft noise level identified in step S2, using the flight area information 310. Specifically, the flight plan creation unit 110 identifies the positional conditions of voxels that match the identified aircraft noise level. Then, the flight plan creation unit 110 identifies the restriction level of voxels that correspond to the identified positional conditions, using the flight area information 310. Then, the flight plan creation unit 110 extracts voxels that are part of the flight area, taking into account the identified restriction level.

[0031] When extracting voxels that are flight areas, the flight plan creation unit 110 identifies the separation distance of the flight object 200 from a site adjacent to the airspace based on the aircraft noise level of the flight object 200. Then, the flight plan creation unit 110 extracts voxels that are flight areas based on the identified separation distance. Details of the separation distance will be described later in Example 5.

[0032] In step S4, the flight plan creation unit 110 determines a flight route by combining the voxels extracted in step S3, i.e., the aviation feasible area. Specifically, the flight plan creation unit 110 identifies voxels within each controlled airspace from the extracted voxels so that the voxels are continuous or adjacent from the departure point to the destination included in the flight-related information, and identifies a route formed by combining the identified voxels as a flight route candidate. If there are multiple flight route candidates, the flight plan creation unit 110 evaluates the multiple flight route candidates to determine the flight route. When evaluating the flight route candidates, the flight plan creation unit 110 can use a short distance, a low restriction level, or a combination of these as evaluation criteria. In this way, the flight plan creation unit 110 can determine a flight route from the departure point to the destination.

[0033] Furthermore, if there are no flight route candidates, the flight plan creation unit 110 outputs a message indicating that flight is not possible to the communication device 102, which then transmits the message to the terminal device group 140. The flight plan creation unit 110 may also output information prompting the user to create a flight plan to the communication device 102, which then transmits the message to the terminal device group 140. Thereafter, the flight plan creation unit 110 ends the processing shown in FIG. 4.

[0034] When the flight path is determined, the flight plan creation unit 110 performs processing such as adding identification information of the aircraft 200 and the scheduled time of passage to each voxel that makes up the determined flight path, and creates a flight plan 330.

[0035] In step S5, the flight plan determination unit 120 of the traffic management device 100 outputs the flight plan 330 created in step S4 to the communication device 102, which then transmits the flight plan 330 to the terminal device group 140. When the terminal device group 140 accepts approval input from a user and the communication device 102 receives the approval input, the flight plan determination unit 120 determines that the flight plan 330 has been approved. The flight plan determination unit 120 registers the approved flight plan 330 in the auxiliary storage device 104. As a result, the flight plan determination unit 120 determines the flight plan 330.

[0036] In step S6, the guidance control unit 130 of the traffic management device 100 creates a control signal according to the flight plan 330 confirmed in step S5. Then, the guidance control unit 130 outputs the created control signal to the communication device 102, which transmits it to the flying object 200. The flying object 200 will fly according to the confirmed flight plan 330. At this time, the guidance control unit 130 outputs a control signal so that the flying object 200 flies through each voxel at the scheduled passage times included in the flight plan 330. Thereafter, the guidance control unit 130 ends the processing shown in FIG. 4.

[0037] 4 , the flight management system 100 may have the flight plan creation unit 110 determine or create multiple flight routes or multiple flight plans 330, and the flight plan determination unit 120 or the guidance control unit 130 select one that corresponds to the aircraft 200 from among them. When making this selection, the flight plan determination unit 120 or the guidance control unit 130 may employ the method for evaluating flight route candidates described in step S4. If the flight plan determination unit 120 or the guidance control unit 130 cannot select one that corresponds to the aircraft 200 from among them, the flight plan creation unit 110 may determine or create a new flight route or flight plan 330. Alternatively, the flight plan creation unit 110 may determine or create a flight route or flight plan 330 for each flight of the aircraft 200.

[0038] As described above, the traffic management device 100 is a traffic management device that determines the flight path of the flying object 200 and performs traffic management of the flying object 200. Aircraft noise level information 320 that indicates the airframe noise level, which is the level of noise emitted by the flying object 200, for each flying object 200 is set in advance in the traffic management device 100. The traffic management device 100 identifies a feasible flight area that indicates the airspace in which the flying object 200 can fly, according to the airframe noise level of the flying object 200 for which the flight path is to be determined. The traffic management device 100 determines the flight path of the flying object 200 based on the identified feasible flight area.

[0039] As a result, before calculating candidate flight paths for the aircraft 200 for which the flight path is to be determined, the traffic management device 100 can determine the flight path by identifying in advance the flight-safe area in which noise from the aircraft 200 is not a problem. Therefore, the traffic management device 100 can limit the number of voxels or corridors to be calculated when determining a flight path for which noise is not a problem. Therefore, the traffic management device 100 can determine a flight path for which noise is not a problem with a small amount of calculation.

[0040] Furthermore, in the traffic management system 100, the airframe noise level is a noise level measured using frequency weighting characteristics that take into account human hearing.

[0041] This allows the traffic management device 100 to accurately identify a flight area where noise is not a problem for the flying object 200 for which the flight path is to be determined. Therefore, the traffic management device 100 can determine a flight path where noise is not a problem with high accuracy and with a small amount of calculation.

[0042] [Example 2] In Example 2, an example of a flight plan will be described. Fig. 5 is a diagram illustrating an example of dividing an airspace by voxels. Fig. 6 is a diagram illustrating a flight plan created based on the voxels shown in Fig. 5.

[0043] The airspace managed by the traffic management device 100 is divided into multiple voxels, as shown in Figure 5. The flight path can be represented as a set of voxels occupied by the aircraft 200 at each time. In this case, the flight plan 330 is also represented as a set of voxels occupied by the aircraft 200 at each time, as shown in Figure 6. Specifically, the flight plan 330 is represented as a set of date and time 331, voxel ID 332, aircraft ID 333, and authentication signature 334. In other words, it indicates that the aircraft ID 333 occupies voxel ID 332 at date and time 331. The voxel ID is represented by the (X, Y, Z) coordinates of the voxel.

[0044] 5 and 6 show that the aircraft 200 occupies the voxels (1,1,0), (1,1,1), (1,1,2), (1,1,3), (1,1,4), (1,1,5), (1,1,6), (1,1,7), (1,1,8), (1,0,8), (1,0,9), (0,0,9), and (0,0,10) as time passes from 00:00:07 on December 12, 2022. Note that at 00:00:07 on December 12, 2022, the aircraft 200 occupies three adjacent voxels: (1,1,7), (1,1,8), and (1,0,8). Similarly, at 00:00:08 on December 12, 2022, the flying object 200 occupies two adjacent voxels, (1,0,9) and (0,0,9).

[0045] In order to prevent collisions between flying bodies 200, it is necessary that the occupation of voxels by the flying bodies 200 is spatially and temporally exclusive, that is, that the date and time 331 and voxel ID 332 are assigned to each flying body 200 so as not to overlap. In other words, the flight plan creation unit 110 determines the flight path and creates the flight plan 330 so that the date and time 331 and voxel ID 332 are not assigned to multiple flying body IDs 333 in an overlapping manner.

[0046] Each time the flight plan 330 is created or updated, the flight plan determination unit 120 confirms that the date and time 331 and voxel ID 332 are unique (not assigned to multiple aircraft IDs 333) and writes an authentication signature 334 as evidence of the confirmation. A predetermined code may be used as the authentication signature 334. Alternatively, the authentication signature 334 may be a sum check of information such as the date and time 331, voxel ID 332, and aircraft ID 333, or a calculated value of a predetermined polynomial using the information. In this way, it is possible to determine whether the flight plan 330 is valid by determining whether the authentication expected value given by information such as the date and time 331, voxel ID 332, and aircraft ID 333 matches or does not match the authentication signature 334.

[0047] The guidance control unit 130 controls and guides the aircraft 200 based on the flight plan 330. Specifically, the guidance control unit 130 provides a control signal to the aircraft 200 in accordance with the date and time 331, voxel ID 332, and aircraft ID 333 included in the flight plan 330. If there is a possibility that the flight of the aircraft 200 will deviate from the flight plan 330, the guidance control unit 130 provides a control signal to the aircraft 200 to correct the flight of the aircraft 200.

[0048] [Example 3] In Example 3, an example in which an airspace is divided by a corridor will be described. Fig. 7 is a diagram illustrating an example in which an airspace is divided by a corridor. Fig. 8 is a diagram illustrating a flight plan created based on the corridor shown in Fig. 7.

[0049] The airspace managed by the traffic management device 100 may be divided into multiple corridors, as shown in Fig. 7. A flight path can be represented as a collection of corridors occupied by the aircraft 200 at each time. In this case, the flight plan 330 is also represented as a collection of corridors occupied by the aircraft 200 at each time, as shown in Fig. 8. Specifically, the flight plan 330 is represented as a collection of date and time 331, corridor ID 332', aircraft ID 333, and authentication signature 334. In other words, it indicates that the aircraft ID 333 occupies the corridor ID 332' at the date and time 331.

[0050] 7 and 8 show that the flying body 200 will occupy corridor 13 at 00:00:00 on December 12, 2022, and will occupy corridor 23 at 00:00:10 on December 12, 2022. The flight plan creation unit 110 and the flight plan determination unit 120 create and determine the flight plan 330, similar to the second embodiment. The guidance control unit 130 performs guidance control of the flying body 200, similar to the second embodiment.

[0051] It is also possible to represent airspace near airports and flight route branch points using voxels as shown in Figure 5, and routes connecting these using corridors as shown in Figure 7. In this case, it is possible to share the same fields for voxel ID 332 and corridor ID 332', and add an identifier to identify whether the ID indicates a voxel or a corridor. For example, in the case of voxel ID 332, the identifier "V" is prefixed to the field, and in the case of corridor ID 332', the identifier "C" is prefixed to the field.

[0052] [Example 4] In Example 4, an example of flight area information will be described. Fig. 9 is a diagram illustrating flight area information. Fig. 10 is a diagram illustrating flight route determination based on flight area information.

[0053] The flight area information 310 represents the flight area using the coordinates of unit airspace (voxel or corridor) on the airspace map or the ID of the unit airspace (voxel ID or corridor ID). In this embodiment, the flight area information 310 includes the coordinates of protection targets 311, 312, 313, such as facilities or important attitudes that need to be protected from noise, and the coordinates of no-fly zones 314, 315, 316, ..., and no-fly zones 317, 318, 319 of level L1 that correspond to the protection targets 311, 312, 313, respectively.

[0054] The above describes an example of the flight zone information 310 in which no-fly zones are set in advance on an airspace map. However, the flight zone information 310 may also include coordinates of protected areas on the airspace map and restriction levels that restrict the flight of the aircraft 200, and the flight plan creation unit 110 may set no-fly zones (coordinates) for each restriction level from the flight zone information 310.

[0055] FIG. 10 shows an example of determining a flight path based on aviation area information 310. When flying from point P to point Q within an airspace, the flight path must be separated from protected objects, etc. along the path by a specific distance (X1 to X4 [m], where X1≦X2≦X3≦X4) depending on the aircraft noise level of the aircraft 200. Therefore, the flight path when flying from point P to point Q is determined as route R4, route R3, route R2, and route R1, in descending order of aircraft noise level of the aircraft 200. When flying from point P to point Q, an aircraft 200 with a lower aircraft noise level can fly a shorter flight path. Determining the flight path as route R0, which flies over important facilities, etc. (including flights for maintenance and inspection of important facilities), is limited to cases where the aircraft noise level of the aircraft 200 is extremely low, the failure rate is low, and the security level is high.

[0056] [Example 5] An embodiment of the aircraft noise level and the separation distance will be described in Example 5. Fig. 11 is a diagram showing a table that defines the relationship between the aircraft noise level and the separation distance.

[0057] The flight area indicated by the flight area information 310 is set by the separation distance of the aircraft 200 from a site adjacent to the airspace. The separation distance indicates the distance by which the aircraft 200 must be separated from the site in order to satisfy environmental standards related to noise regulations. According to the Ministry of the Environment of Japan (https: / / www.env.go.jp / kijun / oto1-1.html), for example, environmental standards related to noise regulations are stipulated according to the use or type of site and the time of day (daytime or nighttime).

[0058] FIG. 11 shows a table that defines the relationship between the aircraft noise level of the aircraft 200 and the separation distance from the site of the aircraft 200. In FIG. 11, the separation distance is set assuming that the aircraft 200 is a point sound source that emits omnidirectional noise. As shown in FIG. 11, the separation distance is set to a different value depending on the use or type of the site adjacent to the airspace. The separation distance is set to a different value depending on the flight time period (daytime or nighttime) of the aircraft 200.

[0059] In Figure 11, the site use or type "AA" indicates a site located in an area where quietness is particularly important, such as an area where nursing homes or social welfare facilities are concentrated. The environmental standards for noise control for sites classified as "AA" are, for example, 50 dB or less during the day and 40 dB or less at night. In Figure 11, the site use or type "A" indicates a site located in an area used primarily for residential purposes. The environmental standards for noise control for sites classified as "A" are, for example, 55 dB or less during the day and 45 dB or less at night. In Figure 11, the site use or type "B" indicates a site located in an area used primarily for residential purposes. The environmental standards for noise control for sites classified as "B" are, for example, 55 dB or less during the day and 45 dB or less at night. In Figure 11, the site use or type "C" indicates a site located in an area used for commercial or industrial purposes in addition to a considerable number of residential buildings. The environmental standards for noise regulation for sites classified as "C" are, for example, 60 dB or less during the day and 50 dB or less at night. In Figure 11, "Road-facing A" listed as the site use type indicates a site in an area of ​​"A" facing a road with two or more lanes. The environmental standards for noise regulation for sites classified as "Road-facing A" are, for example, 60 dB or less during the day and 55 dB or less at night. In Figure 11, "Road-facing B" listed as the site use type indicates a site in an area of ​​"B" facing a road with two or more lanes. The environmental standards for noise regulation for sites classified as "Road-facing B" are, for example, 65 dB or less during the day and 60 dB or less at night. In Figure 11, "Road-facing C" listed as the site use type indicates a site in an area of ​​"C" facing a road with lanes. The environmental standards for noise control on sites classified as "road facing C" are stipulated as, for example, 65 dB or less during the day and 60 dB or less at night. In Figure 11, "facing a main road" listed as the site use type indicates sites in areas facing a road that carries major traffic.The environmental standards for noise control on sites classified as "facing major roads" are set at 70 dB or less during the day and 65 dB or less at night.

[0060] Here, the noise (sound pressure) level of the flying object 200 is generally defined as the noise level Lr1 [dB] when the flying object is at a distance r1 [m] away. If the distance to the object to be protected from noise is r2 [m] and the noise level to be regulated is Lr2 [dB], then the following equation (1) holds: Lr1-Lr2=20log 10 (r2 / r1) …(1)

[0061] Dividing both sides of equation (1) by 20 gives the following equation (2). (Lr1-Lr2) / 20=log 10 (r2 / r1) …(2)

[0062] Taking the power of 10 on both sides of equation (2) gives the following equation (3). 10 {(Lr1-Lr2) / 20} =(r2 / r1) …(3)

[0063] Multiplying both sides of equation (3) by r1 gives the following equation (4). r2=r1×10 {(Lr1-Lr2) / 20} …(4)

[0064] The table shown in Figure 11 can be created based on equation (4). If the noise directionality is omnidirectional, the sound power level is calculated by integrating the noise (sound pressure) level over the area of ​​a closed surface. Therefore, 4π(r1) 2 times, r1=1[m], then 10log 10 Since (4π)=10.99≈11 [dB], the acoustic power level shown in FIG. 11 can be calculated by adding 11 [dB] to the noise (sound pressure) level.

[0065] The traffic management device 100 pre-stores a table shown in Fig. 11. The flight plan creation unit 110 of the traffic management device 100 uses the table shown in Fig. 11 to identify a separation distance according to the airframe noise level of the flying object 200. Then, the flight plan creation unit 110 extracts voxels that form the flyable area based on the identified separation distance, and determines a flight path by combining the extracted voxels.

[0066] That is, a separation distance indicating the distance by which the aircraft 200 should be separated from sites adjacent to the airspace is preset for each aircraft noise level in the traffic management device 100. The traffic management device 100 identifies the feasible flight area of ​​the aircraft 200 based on the separation distance corresponding to the aircraft noise level of the aircraft 200 for which the flight path is to be determined.

[0067] This allows the traffic management device 100 to identify, with high accuracy and with even less calculation effort, a flight area where noise is not a problem for the flying object 200 for which the flight path is to be determined. Therefore, the traffic management device 100 can determine a flight path where noise is not a problem with high accuracy and with even less calculation effort.

[0068] Furthermore, in the traffic management device 100, the separation distance is set to different values ​​depending on the use or type of the site.

[0069] This allows the traffic management system 100 to more accurately identify a flight area where noise from the aircraft 200 for which the flight path is to be determined is not a problem, based on the use or type of the adjacent site. Therefore, the traffic management system 100 can determine a flight path where noise is not a problem with more accuracy and with a smaller amount of calculation.

[0070] Furthermore, in the traffic management device 100, the separation distance is set to different values ​​depending on the flight time zone of the flying object 200.

[0071] This allows the traffic management device 100 to more accurately identify, according to the flight time zone, a flight area where noise is not a problem for the flying object 200 for which the flight route is to be determined. Therefore, the traffic management device 100 can determine a flight route where noise is not a problem with more accuracy and with a smaller amount of calculation.

[0072] FIG. 12 is a diagram illustrating the separation distance taking into consideration the presence or absence of a wall surface close to the aircraft.

[0073] 12 shows an example in which the noise (sound pressure) level is measured at a measurement point a distance r (r>>d) from the aircraft 200 while the aircraft 200 is flying at a position a distance d horizontally from a wall surface. The noise emitted from the aircraft 200 propagates to the measurement point along path R5, and is also reflected by the wall along path R6 before propagating to the measurement point. The worst-case reflection rate of the noise from the wall surface is set to 1.0, and it is assumed that there is no phase inversion due to reflection from the wall surface.

[0074] 12, if the noise emitted from the flying object 200 is an incoherent sound wave such as white noise or pink noise, the noise (sound pressure) level at the measurement point will be +3 dB higher than when there is no reflection from the wall surface. This is because the acoustic energy (acoustic power) of the noise per unit time will be concentrated on the side without the wall surface.

[0075] Furthermore, if the noise emitted from the flying object 200 is a coherent sound wave, such as a sine wave, and the sound wave propagating directly to the measurement point and the sound wave reflected from the wall are in phase (2d = nλ), the noise (sound pressure) level at the measurement point will be +6 dB higher than when there is no reflection from the wall. If the sound wave propagating directly to the measurement point and the sound wave reflected from the wall are out of phase (2d = (n + 1)λ / 2), the noise (sound pressure) level at the measurement point will be ∞ dB lower (-∞ dB higher) than when there is no reflection from the wall. Although there are variations depending on the direction, the acoustic energy per unit time (acoustic power level) of the noise integrated over the hemisphere on the side without the wall is +3 dB higher, the same as in the case of incoherent sound waves.

[0076] FIG. 13 is a diagram showing a table that defines the relationship between the aircraft noise level and the separation distance when there is a wall close to the aircraft in the horizontal direction of the aircraft.

[0077] Fig. 13 shows a table illustrating the relationship between the airframe noise level and the separation distance when the noise emitted from the flying object 200 is reflected by a wall surface and the noise level increases by +3 dB as shown in Fig. 12. Fig. 13 corresponds to Fig. 11.

[0078] Here, when r1[m], r2[m], Lr1[dB], and Lr2[dB] are defined in the same way as in FIG. 11, the following equation (5) holds. Lr1+3-Lr2=20log 10 (r2 / r1) …(5)

[0079] Dividing both sides of equation (5) by 20 gives the following equation (6). (Lr1+3-Lr2) / 20=log 10 (r2 / r1) …(6)

[0080] Taking the power of 10 on both sides of equation (6), the following equation (7) holds. 10 {(Lr1+3-Lr2) / 20} =(r2 / r1) …(7)

[0081] Multiplying both sides of equation (7) by r1 gives the following equation (8). r2=r1×10 {(Lr1+3-Lr2) / 20} …(8)

[0082] The table shown in Fig. 13 can be created based on equation (8). As in Fig. 11, the acoustic power levels shown in Fig. 13 can be set to values ​​obtained by adding 11 dB to the noise (sound pressure) levels.

[0083] The traffic management device 100 pre-stores not only the table shown in Fig. 11 but also the table shown in Fig. 13. The flight plan creation unit 110 uses the table shown in Fig. 11 or the table shown in Fig. 13 to identify the separation distance according to the airframe noise level of the flying object 200.

[0084] That is, in the traffic management device 100, the separation distance is set to a different value depending on whether or not there is a wall surface close to the flying object 200.

[0085] This allows the traffic management device 100 to more accurately identify a flight area where noise from the flying object 200, for which a flight path is to be determined, is not a problem, depending on whether there are walls close to the flying object 200. Therefore, the traffic management device 100 can determine a flight path where noise is not a problem with more accuracy and with a smaller amount of calculation.

[0086] The traffic management device 100 can also determine the separation distance when multiple flying bodies 200 fly closely together at the same time, taking into account that noise levels are added. For example, when two flying bodies 200 with the same noise level fly closely together at the same time, the traffic management device 100 can determine the separation distance according to the airframe noise levels of the flying bodies 200 using the table shown in Fig. 13 so as to ensure the separation distance shown in Fig. 13. If the separation distance shown in Fig. 13 cannot be ensured, the traffic management device 100 creates a flight plan 330 so that the multiple flying bodies 200 fly at an interval so as not to fly closely together.

[0087] FIG. 14 is a diagram illustrating the separation distance taking into account the flight phase of the aircraft.

[0088] The output of the aircraft 200 (the number of rotations of the blades of the aircraft 200) varies depending on the flight phase (ascent, cruising, descent) of the aircraft 200. The noise (sound pressure) level emitted from the aircraft 200 varies depending on the flight phase of the aircraft 200. Therefore, in the aircraft traffic management device 100, the separation distance is set to a different value depending on the flight phase of the aircraft 200. For example, as shown in FIG. 14, the separation distance ru in the ascent phase is set to be larger than the separation distance rc in the cruising phase. The separation distance rd in the descent phase is set to be smaller than the separation distance rc in the cruising phase.

[0089] This allows the traffic management device 100 to more accurately identify a flight area in which noise from the flying object 200, for which a flight path is to be determined, is not a problem, according to the flight phase of the flying object 200. Therefore, the traffic management device 100 can determine a flight path in which noise is not a problem with more accuracy and with a smaller amount of calculation.

[0090] Furthermore, the output of the aircraft 200 (the number of rotations of the blades of the aircraft 200) varies depending on the total weight of the aircraft 200. The noise (sound pressure) level emitted from the aircraft 200 varies depending on the total weight of the aircraft 200. Therefore, in the aircraft traffic management device 100, the separation distance is set to a different value depending on the total weight of the aircraft 200. For example, the separation distance is set to be greater when the total weight of the aircraft 200 is large than when the total weight is small.

[0091] This allows the traffic management device 100 to more accurately identify a flight area where noise from the flying object 200, for which a flight path is to be determined, is not a problem, in accordance with the total weight of the flying object 200. Therefore, the traffic management device 100 can determine a flight path where noise is not a problem with more accuracy and with a smaller amount of calculation.

[0092] FIG. 15 is a diagram illustrating the separation distance taking into consideration the directionality of noise emitted from an aircraft.

[0093] It is conceivable that noise emitted from the flying object 200 is not propagated isotropically but propagates with directionality. Therefore, in the traffic management device 100, the separation distance is set to a different value depending on the directionality of the noise emitted from the flying object 200. For example, as shown in FIG. 15 , it is conceivable that noise emitted from the flying object 200 has directionality in the downward direction of the flying object 200 and is more likely to propagate downward than horizontally or upwardly of the flying object 200. In this case, the separation distance rv in the downward direction of the flying object 200 is set to be greater than the separation distance r in the horizontal direction.

[0094] This allows the traffic management device 100 to more accurately identify, in accordance with the directionality of the noise, a flight area where noise is not a problem for the flying object 200 for which the flight path is to be determined. Therefore, the traffic management device 100 can determine a flight path where noise is not a problem with more accuracy and with a smaller amount of calculation.

[0095] If the noise emitted from the flying object 200 is directional, the noise (sound pressure) level will vary depending on the direction, but the sound power level is defined as the area integral of the sound intensity on a closed surface surrounding the sound source, and is therefore a constant value without the concept of directivity. This is because the sound power level is an index for evaluating the overall sound power of the noise generated by a sound source, regardless of directivity. Therefore, when setting the separation distance to a different value depending on the noise directionality, it is preferable to use the noise (sound pressure) level rather than the sound power level.

[0096] It is also possible to implement an ANC (Active Noise Cancelling) function in the aircraft 200, which cancels out noise by surrounding the propeller of the aircraft 200 with a duct or emitting sound waves from a speaker that are out of phase with the noise, thereby controlling the directionality of the noise. ANC appears to be able to cancel out and reduce noise. However, in an aircraft 200 equipped with an ANC function, the noise (sound pressure) level increases in the direction of the in-phase sound, and the acoustic power level increases by the amount of acoustic energy (acoustic power) per unit time from the speaker. Therefore, ANC should be considered a means of controlling the directionality of noise, rather than a means of reducing noise.

[0097] [Example 6] In the sixth embodiment, an example in which an aircraft flies above a site will be described. Fig. 16 is a diagram illustrating restrictions on the flight altitude of an aircraft.

[0098] Regarding the relationship between unmanned aerial vehicle flights and land ownership, for example, the Japanese government is considering the matter as described in the URL below. http: / / www.kantei.go.jp / jp / singi / kogatamujinki / kanminkyougi_dai16 / betten4.pdf In other words, the Japanese Civil Code stipulates that "ownership of land extends above and below the land, within the limits of laws and regulations" (Article 207 of the Civil Code). The extent of the space on the land to which ownership extends is generally considered to be the "limits of the interests of the person who owns the land." Therefore, it is understood that it is not always necessary to obtain the landowner's consent to fly a drone over a third party's land. In this case, it is difficult to uniformly determine the specific extent of the landowner's "limits of the interests of the person," and it will be determined on a case-by-case basis in light of the specific use of the land, such as the status of buildings and structures installed on the land.

[0099] For the reasons described above, when the aircraft 200 flies over a site, it is desirable that the environmental standards related to noise regulations be met within the "limits of benefits" of the site. Therefore, the traffic management system 100 limits the flight altitude of the aircraft 200 so that the aircraft 200 flies above the "limits of benefits" at least the separation distance rv in the vertical direction, as shown in FIG. 16 . Note that when the aircraft 200 flies over a site, it is extremely rare for there to be a wall close to the aircraft 200 in the horizontal direction. Therefore, the flight plan creation unit 110 of the traffic management system 100 may in most cases use the table shown in FIG. 11 to determine the separation distance according to the aircraft noise level of the aircraft 200.

[0100] The specific scope of the "limits where benefits exist" can be considered, for example, to be the range of building height restrictions stipulated in Japan's City Planning Act, which stipulates that building height restrictions in Type 1 low-rise exclusive residential areas and Type 2 low-rise exclusive residential areas are 10m or 12m.

[0101] For example, suppose the building height limit on the site is 10 m, the site use or type is "AA," and the noise (sound pressure) level at a position 1 m away from the aircraft 200 is 75 dB. In this case, according to the table shown in FIG. 11, the separation distance rv is 17.78 m during the day and 56.23 m at night. Therefore, the flight altitude of the aircraft 200 flying above the site is limited to 27.78 m or more during the day and 66.23 m or more at night. In other words, when determining the flight path of the aircraft 200 flying above the site, the flight plan creation unit 110 identifies a feasible area from airspace with a flight altitude of 27.78 m or more during the day and 66.23 m or more at night, and determines the flight path.

[0102] FIG. 17 is a diagram illustrating an example of installing a landing port for an aircraft in a location adjacent to the site.

[0103] For example, suppose the building height limit is 10 m, the site use or type is "Road Facing A," and the noise (sound pressure) level 1 m away from aircraft 200 is 75 dB. In this case, according to the table shown in FIG. 11, the separation distance rv is 10.00 m during the day and 17.78 m at night. Therefore, the flight altitude of aircraft 200 flying above the site is limited to 20.00 m or more during the day and 27.78 m or more at night. Furthermore, according to the table shown in FIG. 11, if there is no nearby noise-reflecting wall, the horizontal separation distance r is 10.00 m during the day and 17.78 m at night. If there is a nearby noise-reflecting wall, according to the table shown in FIG. 13, the horizontal separation distance r is 14.13 m during the day and 25.12 m at night. Therefore, the land on which the arrival and departure port is to be installed must have a short side length of 2r or more.

[0104] Fig. 18 is a diagram illustrating an example of installing a takeoff and landing port for an aircraft on a balcony of an apartment building. Fig. 19 is a diagram illustrating an example of installing a takeoff and landing port for an aircraft in an apartment building.

[0105] For example, suppose the use or type of the lot on which apartment building 50 is built is "facing a major road," the noise (sound pressure) level 1 meter away from aircraft 200 is 75 dB, and there are no nearby walls that reflect noise. In this case, according to the table shown in Figure 11, the separation distance is 1.78 m during the day and 3.16 m at night. Therefore, the width of the balcony must be at least 3.56 m for daytime flights only and at least 6.32 m for nighttime flights as well. The distance between the balcony and the floors above and below it must be at least 1.78 m for daytime flights only and at least 3.16 m for nighttime flights as well. Alternatively, if a landing port is installed overhanging the balcony, the overhang length must be at least 1.78 m for daytime flights only and at least 3.16 m for nighttime flights as well.

[0106] Fig. 20 is a diagram illustrating an example of an aircraft flying in an airspace above a road. Fig. 21 is a view taken in the direction of the arrow X in Fig. 20. Fig. 22 is a diagram illustrating differences in flight paths depending on aircraft noise levels.

[0107] 20 and 21, multiple corridors 11 to 18 are set above road 1. For example, assume that the use or type of a site adjacent to road 1 is "facing a main road," the distance d1 from the site to corridors 11, 14, 15, and 18 is 1.78 m, the distance d2 from the site to corridors 12, 13, 16, and 17 is 3.16 m, and there are no nearby walls that reflect noise. Of the multiple corridors 11 to 18, corridors 11, 14, 15, and 18 are those that are closest to the site. Of the multiple corridors 11 to 18, corridors 12, 13, 16, and 17 are those that are farther from the site than corridors 11, 14, 15, and 18. In this case, according to the table shown in FIG. 11, aircraft 200 with an aircraft noise level of 75 dB or less at a distance of 1 meter can fly on corridors 11, 14, 15, and 18 during the daytime. Aircraft 200 with an aircraft noise level of 80 dB or less at a distance of 1 meter can fly on corridors 12, 13, 16, and 18 during the daytime. Aircraft 200 with an aircraft noise level exceeding these levels cannot fly on the corridors 11 to 18 established above Road 1. In other words, aircraft 200 must fly horizontally at a separation distance r from the site. If the width of the corridor is wc, aircraft 200 cannot fly above Road 1 unless the road width of Road 1 is W = (2r + wc) or greater.

[0108] FIG. 22 shows the flight path of aircraft 200 when it flies from point P to point Q via one of roads 1 to 4 close to the site. In order to meet the environmental standards related to noise regulations, as mentioned above, a road width of W = (2r + wc) or more is required. If the aircraft noise level of aircraft 200 is high, aircraft 200 can only fly over roads 1, 2, and 3, which have a road width of W or more. If the aircraft noise level of aircraft 200 is low, aircraft 200 can also fly over road 4, which has a width of less than W. Aircraft 200 with an aircraft noise level that allows it to fly over road 4 can fly from point P to point Q via the shortest route.

[0109] [Example 7] In the seventh embodiment, an example of route pricing in which a fee is charged for a flight along a flight route will be described. Fig. 23 is a diagram illustrating an operation management device that performs route pricing.

[0110] As shown in Fig. 23, the traffic management device 100 performs traffic management and flight control of the aircraft 200 based on flight area information 310, airframe noise level information 320, and billing information 340. Specifically, the traffic management device 100 creates a flight plan 330 including the flight path of the aircraft 200 based on the flight area information 310, airframe noise level information 320, and billing information 340. The traffic management device 100 then approves and registers the created flight plan 330 to finalize the flight plan 330. The traffic management device 100 then guides and controls the aircraft 200 so that it flies in accordance with the finalized flight plan 330.

[0111] FIG. 24 is a diagram for explaining the billing information shown in FIG.

[0112] As shown in FIG. 24 , the billing information 340 defines information on the airspace (or flight path) for which a charge or refund is made and information on the amount of the charge or refund, in correspondence with each other, for each airframe noise level of the flying object 200. In the billing information 340 shown in FIG. 24 , for an airframe noise level 5 dB lower than the airframe noise level that satisfies the environmental standards related to noise regulations, "0" is entered, indicating an airframe noise level for which no charge or refund is made. In the billing information 340 shown in FIG. 24 , for an airframe noise level 10 dB lower than the airframe noise level that satisfies the environmental standards related to noise regulations, "-1" is entered, indicating an airframe noise level for which a refund is made. In the billing information 340 shown in FIG. 24 , for an airframe noise level 15 dB lower than the airframe noise level that satisfies the environmental standards related to noise regulations, "-2" is entered, indicating an airframe noise level for which a refund is made. In the billing information 340 shown in FIG. 24 , for an airframe noise level that satisfies the environmental standards related to noise regulations, "+1" is entered as the airframe noise level for which a charge is made. In the billing information 340 shown in FIG. 24, for aircraft noise levels that do not meet environmental standards related to noise regulations, an "x" is entered, indicating that the aircraft noise level is not flyable.

[0113] For example, in the examples of Figures 20 and 21, in corridors 11 and 14, an aircraft 200 with an aircraft noise level of 75 dB or less at a distance of 1 meter can fly during the daytime. That is, when an aircraft 200 flies through corridors 11 and 14 during the daytime, the aircraft noise level that satisfies the environmental standards related to noise regulations is 75 dB, according to the examples of Figures 20 and 21. Therefore, when an aircraft 200 with an aircraft noise level of 75 dB flies through corridors 11 and 14 during the daytime, the traffic management device 100 charges the aircraft 200 only "+1." When an aircraft 200 with an aircraft noise level of 65 dB flies through corridors 11 and 14 during the daytime, the traffic management device 100 refunds the aircraft 200 only "-1."

[0114] As a result, the traffic management device 100 can provide an incentive for flying the aircraft 200 along a corridor closer to the center of the road, where the amount of charge is smaller or the amount of refund is larger, even if the aircraft noise level is the same. Therefore, the traffic management device 100 can further reduce noise on premises close to roads, and in the long term, can promote the introduction of quieter aircraft 200.

[0115] In the above first to seventh embodiments, the traffic management system 100 that determines the flight path of the flying object 200 flying in the air, which is a three-dimensional space, has been described. However, the traffic management system 100 can also be applied to cases where it determines the movement paths of various moving objects, such as vehicles or robots that move in a two-dimensional space.

[0116] [others] The present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations.

[0117] Furthermore, the above-described configurations, functions, processing units, processing means, etc. may be partially or entirely realized by hardware, for example, by designing them as integrated circuits. The above-described configurations, functions, etc. may also be realized by software, in which a processor interprets and executes a program that realizes each function. Information such as the program, tape, and file that realizes each function can be stored in a memory, a recording device such as a hard disk or solid state drive (SSD), or a recording medium such as an IC card, SD card, or DVD.

[0118] In addition, the control lines and information lines shown are those that are considered necessary for the explanation, and do not necessarily show all the control lines and information lines in the product. In reality, it can be assumed that almost all components are interconnected. [Explanation of symbols]

[0119] 100... flight control device, 200... aircraft, 310... flight area information, 320... aircraft noise level information, r, rv... separation distance

Claims

1. An air traffic control device that determines a flight path of an aircraft and performs air traffic control of the aircraft, Aircraft noise level information indicating an airframe noise level, which is the level of noise emitted by the airframe, for each of the airframes is set in advance; a separation distance indicating a distance by which the aircraft should be separated from a site adjacent to the airspace is set in advance for each aircraft noise level; A flight area indicating an airspace in which the aircraft can fly is identified based on the separation distance corresponding to the aircraft noise level of the aircraft for which the flight path is to be determined, and the flight path of the aircraft is determined based on the identified flight area. An operation management device characterized by:

2. The separation distance is set to different values ​​depending on the use or type of the site.

2. The operation management device according to claim 1 .

3. The separation distance is set to a different value depending on whether or not there is a wall close to the aircraft.

2. The operation management device according to claim 1 .

4. The separation distance is set to a different value depending on the flight time of the aircraft.

2. The operation management device according to claim 1 .

5. The separation distance is set to a different value depending on the directionality of the noise emitted from the aircraft.

2. The operation management device according to claim 1 .

6. The separation distance is set to a different value depending on the flight phase of the aircraft.

2. The operation management device according to claim 1 .

7. The separation distance is set to a different value depending on the total weight of the aircraft.

2. The operation management device according to claim 1 .

8. The aircraft noise level is the level of the noise measured using frequency weighting characteristics that take into account human hearing.

2. The operation management device according to claim 1 .

Images