Flight control device and flight control method

Abstract

To provide a navigation management device that can reduce discomfort and anxiety feelings of a resident by minimizing an influence of noise when a flying object such as small unmanned aircraft and a small vertical takeoff and landing aircraft flies near a living area of a person.SOLUTION: A flying object navigation management device 1 or 401 comprises: a meteorological information acquisition unit 2 that acquires meteorological information for a flight route 41 or 441 of a flying object 10; a flying object information storage unit 3 that stores flying object information on a structure and performance of the flying object 10; a map information storage unit 4 that stores map information including living area and topographic information; a noise influence range estimating unit 6 that calculates an influence range of noise generated by the flying object 10 based on at least the meteorological information, the flying object information on the structure and performance of the flying object 10, the map information, and a flight plan; and a flight route design unit 7 that modifies the flight route 41 or 441 based on the noise influence range calculated by the noise influence range estimating unit 6.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an operation management device and an operation management method for managing the operation of a flying object such as a vertical takeoff and landing aircraft.

Background Art

[0002] Conventionally, in an aircraft or the like, there is known a system for managing operation by presetting a flight route and a flight time and flying along the flight route during flight. In such a system, there is a technique disclosed in Patent Document 1 or the like for setting a flight route based on information such as terrain information and map information.

[0003] In recent years, the need for small unmanned aircraft used for aerial photography, transportation means, and small electric vertical takeoff and landing aircraft expected as next-generation air transportation means has been increasing. These aircraft have the feature that they can fly various routes including vertical takeoff and landing by individually controlling motors provided on each of a plurality of rotors.

[0004] Although such an aircraft is assumed to fly in a lower airspace than a conventional aircraft, an operation management method is used in which it flies based on a flight route based on terrain information and map information and a flight plan in which takeoff and landing times are set, similar to a conventional aircraft.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] As mentioned earlier, small unmanned aircraft and small vertical take-off and landing aircraft fly at lower altitudes than conventional aircraft, and in the future, they are expected to fly over urban areas to improve convenience. Therefore, they will fly closer to people's living areas than conventional aircraft. Consequently, it is predicted that the noise generated by small unmanned aircraft and small vertical take-off and landing aircraft will likely cause discomfort and anxiety to residents.

[0007] Conventional technologies, such as those described in Patent Document 1, do not take into consideration measures to prevent discomfort and anxiety among residents caused by noise generated by aircraft such as small unmanned aircraft and small vertical take-off and landing aircraft.

[0008] Therefore, the object of the present invention is to provide an aircraft operation management device and operation management method that can minimize the impact of noise when aircraft such as small unmanned aircraft and small vertical take-off and landing aircraft fly near areas where people live, thereby reducing discomfort and anxiety among residents. [Means for solving the problem]

[0009] To achieve the above objectives, the present invention is configured as follows.

[0010] The squadron management system includes: a weather information acquisition unit that acquires weather information for the flight path of an aircraft; an aircraft information storage unit that stores information on the structure and performance of the aircraft; a map information storage unit that stores map information including information on living areas and terrain; a noise impact range estimation unit that calculates the impact range of noise generated by the aircraft based on at least the weather information, the aircraft information on the structure and performance of the aircraft, the map information, and the flight path; and a flight path design unit that modifies the flight path based on the impact range of the noise calculated by the noise impact range estimation unit. The noise impact range estimation unit determines the boundary of the noise impact range based on the noise threshold, which is the permissible value of the noise magnitude in each densely populated area, calculates the noise impact range, and sets the noise threshold by dividing the densely populated area into multiple areas according to population density and changing it according to the level of population density. .

[0011] Also , flyThe system obtains weather information for the aircraft's flight path, calculates the area affected by noise generated by the aircraft based on at least the weather information, aircraft information regarding the aircraft's structure and performance, map information, and flight plan, and modifies the flight path based on the calculated area affected by the noise. In the operation management method for the flight management device, the boundary of the area affected by the noise is determined by a noise threshold, which is an allowable value for the magnitude of the noise in each densely populated area, the area affected by the noise is calculated, and the noise threshold is set by dividing the densely populated area into multiple areas according to the population density and changing it according to the level of population density. [Effects of the Invention]

[0012] According to the present invention, it is possible to provide an aircraft operation management device and operation management method that can minimize the impact of noise when aircraft such as small unmanned aircraft and small vertical take-off and landing aircraft fly near areas where people live, thereby reducing discomfort and anxiety among residents. [Brief explanation of the drawing]

[0013] [Figure 1] This is a functional block diagram showing an example configuration of the flight management system in Example 1. [Figure 2] This is a schematic diagram showing the noise level distribution when a flat terrain is assumed in a uniform space in Example 1. [Figure 3] This is a schematic diagram showing how the noise impact area around an aircraft changes depending on wind conditions. [Figure 4A] This is a schematic diagram showing how the noise impact range around an aircraft changes with temperature. [Figure 4B] This is a schematic diagram showing how the noise impact range around an aircraft changes with temperature. [Figure 5] This schematic diagram shows the relationship between a map of the aircraft and its surrounding area as seen from above, and a pre-designed flight path for the aircraft. [Figure 6] This flowchart shows the redesign process of the flight path plan based on the noise impact range by the flight control system when a flight plan exists in advance, as in Example 1. [Figure 7] This is a schematic diagram showing the relationship between the aircraft in Example 1 and the surrounding area as seen from above, and the redesigned flight path for the aircraft. [Figure 8]It is a flowchart showing another example of the redesign process of the flight route plan based on the noise influence range by the operation management device when there is a prior flight plan in Example 2. [Figure 9] It is a schematic diagram showing the relationship between the map of the flying object and the surrounding area in Example 2 as seen from above and the redesigned flight route for the flying object. [Figure 10] It is a flowchart showing another example of the redesign process of the flight route plan based on the noise influence range by the operation management device when there is a prior flight plan in Example 3. [Figure 11] It is a schematic diagram showing the relationship between the map of the flying object and the surrounding area in Example 3 as seen from above and the redesigned flight route for the flying object. [Figure 12] It is a functional block diagram showing a configuration example of the operation management device in Example 4. [Figure 13] It is a schematic diagram showing the relationship between the map of the flying object and the surrounding area in Example 4 as seen from above and the redesigned flight route for the flying object. [Figure 14] It is a flowchart showing the redesign process of the flight route plan and the flight speed plan based on the noise influence range by the operation management device during flight in Example 4.

Modes for Carrying Out the Invention

[0014] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that various components of the present invention do not necessarily have to exist independently of each other. It is allowed that one component is composed of a plurality of members, a plurality of components are composed of one member, a certain component is a part of another component, or a part of a certain component overlaps with a part of another component, etc.

Embodiment

[0015] (Example 1) <Schematic Configuration of Operation Management Device> Figure 1 is a conceptual diagram showing an aircraft operation management device 1 according to Embodiment 1 of the present invention. This aircraft operation management device 1 sets a flight plan, including the flight path and flight time, before the start of flight. Based on the flight plan, the aircraft operation management device 1 corrects the aircraft to an appropriate path during the planning stage or during flight, and guides the aircraft, thereby minimizing the impact of noise when flying near urban areas.

[0016] The flight control device 1 is installed, for example, in a section of the facilities of a flight control operator.

[0017] The flight control system includes a weather information acquisition unit 2 that acquires weather information around the flight area in which the aircraft 10 flies, an aircraft information storage unit 3 that stores structure, performance, identification information and specification information of the aircraft 10 whose operation is to be managed, and a map information storage unit 4 for storing topographic information and information such as residential areas of the area in which the aircraft 10 flies. Residential areas refer to areas where people live. Residential areas include, for example, houses, office buildings, and residential neighborhoods. The flight control system also includes a flight plan storage unit 5 that stores a flight plan including the flight path and flight speed set for the aircraft whose operation is to be managed, and a noise impact range estimation unit 6 that estimates the noise impact range around the flight path generated by the aircraft 10 based on at least weather information, information on the structure and performance of the aircraft, map information, and the flight plan. Furthermore, the flight control system includes a flight path design unit 7 that modifies (redesigns) the flight path based on the noise impact range estimated by the noise impact range estimation unit 6, and a communication means 8 that transmits changes to the flight path to the aircraft or the operator operating the aircraft.

[0018] Here, the weather information acquisition unit 2 acquires current weather information such as wind direction, wind speed, and temperature from the ground to the upper atmosphere, collected by multiple weather sensors such as anemometers and thermometers installed around the flight area. It also acquires this information as predicted weather information, which is future weather information for the aircraft's flight area, using analysis and other methods.

[0019] Furthermore, the information stored or registered in the map information storage unit 4 should include the aircraft's registration number, aircraft type (multicopter, tiltrotor, fixed-wing, etc.), propulsion system specifications (output, rotor type, etc.), and the aircraft's noise level during flight (maximum value, value for each rotor speed, etc.). This information should be registered by the aircraft operator 9, the flight operator, etc., during the pre-flight planning stage.

[0020] The method for setting the noise impact area using the noise impact area estimation unit 6 will now be explained. Here, the noise impact area refers to the area of ​​impact on the ground, including buildings.

[0021] The noise impact range estimation unit 6 sets the noise impact range from the predicted weather information for the flight time period scheduled in the flight plan, the aircraft information, map information, and the flight plan. The noise value (sound pressure), which is the magnitude of the noise from the aircraft 10 (shown in Figure 2) that is the noise source, is used if it is registered as aircraft information. Alternatively, instead of registered information, it may be derived by calculation using mathematical formulas or analysis from information such as the configuration information and propulsion system specifications of the aircraft 10. In other words, the aircraft information storage unit 4 has information on the propulsion performance of the aircraft 10 as aircraft information, and the noise impact range estimation unit 6 can be configured to calculate the impact range of the noise generated by the aircraft 10 that is the noise source based on the propulsion performance information of the aircraft 10.

[0022] Next, the magnitude of the noise propagating to the ground surface decreases in proportion to the logarithm of the distance from the noise source. Therefore, assuming a simple, uniform space on a flat ground surface, as shown in Figure 2, the same noise levels are distributed concentrically, as shown in the noise level P1 range 21 (dotted line) and the noise influence range 22 (dashed line), which is the range of noise level P2.

[0023] Furthermore, the upper limit of noise levels near residential areas is set as the noise threshold Pth. The noise threshold Pth should be set based on, for example, regulatory values ​​determined by environmental standards or the permissible noise level estimated from surveys of surrounding residents. For example, in Figure 2, if the noise threshold Pth is P2, the area inside the dashed line 22 is defined as the noise impact area.

[0024] Furthermore, noise propagation is also affected by weather conditions. Figure 3 shows how the noise impact area changes due to differences in wind speed. In Figure 3, the arrows in the wind speed distribution 23 indicate the vertical wind speed distribution directed upwards from a single point on the ground, and generally, the wind speed is higher at higher altitudes. When the wind speed at higher altitudes is higher, the noise impact area 22a near the ground surface propagates widely downwind, as shown in Figure 3. Therefore, it is advisable to calculate an expansion coefficient for the propagation range according to the wind speed difference through prior analysis, and then set the noise impact area 22 to expand downwind according to the wind direction and wind speed, which are based on wind condition information (included in meteorological information) that contains forecast information for wind speed and wind direction. In other words, meteorological information can include wind condition information that contains forecast information for wind speed and wind direction, and the noise impact area estimation unit 6 can be configured to set the noise impact area based on an expansion coefficient for the noise propagation range according to the wind speed.

[0025] Furthermore, Figures 4A and 4B show the changes in the noise impact range 22 according to the temperature distribution near the ground and in the upper atmosphere, indicated by the intensity of the colors. Figure 4A shows the temperature distribution 24a when the temperature in the upper atmosphere is lower than that near the ground, and Figure 4B shows the temperature distribution 24b when the temperature in the upper atmosphere is higher than that near the ground. In the situation shown in the left figure, the noise impact range near the ground becomes narrower compared to when there is no temperature difference, as shown by noise impact range 22b. In the situation shown in the right figure, the noise propagates further and becomes wider compared to when there is no temperature difference, as shown by noise impact range 22c.

[0026] Therefore, the noise propagation range change coefficient is calculated in advance through analysis or other means, based on the temperature difference between the temperature on the ground and the temperature at the flight altitude of the aircraft 10. The noise impact range estimation unit 6 then sets the noise impact range 22 based on the temperature difference information included in the weather information. In other words, the weather information includes information on the temperature difference between the temperature on the ground and the temperature at the flight altitude of the aircraft 10, and the noise impact range estimation unit 6 sets the noise impact range based on the temperature difference information.

[0027] As described above, it is possible to simply set the expansion or contraction of the noise impact area 22 based on weather information such as wind conditions and temperature, but it is also possible to determine the accurate noise impact area by performing a three-dimensional analysis using weather information and topographic information as boundary conditions.

[0028] <Flight 10 and flight status> Figure 5 schematically shows the pre-designed flight path 41 for the aircraft 10 on a map of the aircraft 10 and its surroundings as seen from above. In the area shown in Figure 5, the airspace above the river 42 is designated as a flyable flight area 46, and densely populated residential areas 43 are located on both banks of the river 42.

[0029] Furthermore, the upper-air wind 44 is shown blowing from the upper left to the lower right in Figure 5. The flight path 41 is composed of multiple waypoints 45 that indicate coordinates on the map, and it is shown that multiple weight points 45 are set in the center of the flight area 46 which is set above the river 42 during the pre-planning of the flight path. In addition, multiple weather sensors 47 are installed around the flight area 46. These weather sensors 47 are connected to the flight control device 1 by communication means such as the internet.

[0030] <An example of the design process for the flight path 21 during the pre-flight flight planning stage> Next, the design method for the flight path 41 of the aircraft 10 during flight planning will be explained using the flowchart in Figure 6.

[0031] Assuming that the initial flight plan has been designed in advance and is stored in the flight plan storage unit 5 at the start of the flowchart shown in Figure 6,

[0032] In step S11, the system retrieves pre-configured flight plan information stored in the flight plan storage unit 5, obtaining flight plan information such as the flight area 46, flight path 41, and flight time. Next, in step S12, the system collects current weather information using weather sensors 47 installed around the flight area, and then proceeds to step S13.

[0033] In step S13, weather forecast information is calculated using the collected current weather information. Next, in step S14, the aircraft information stored and registered in the aircraft information storage unit 3 is acquired. Next, in step S15, map information of the area around the flight path 41 is acquired from the map information storage unit 4. This map information includes 3D terrain information including ground structures and information on densely populated areas such as residential areas. The noise impact area estimation unit 6 sets the noise impact area 22 based on the ground structures and terrain information around the flight path 41.

[0034] Next, in step S16, the noise impact range estimation unit 6 is used to estimate the noise level on the ground using the estimation method described above. Then, in step S17, based on the noise level calculated in step S16, the area where the estimated noise level P around the flight path 41 is equal to or greater than the noise threshold Pth (estimated noise level P ≥ noise threshold Pth) is set as the noise impact range 22.

[0035] Next, in step S18, information on densely populated areas, such as residential areas, obtained from map information is referenced to check for overlap between the densely populated areas and the noise impact area 22. If there is an overlap, the process proceeds to step S19. Here, the information on densely populated areas may also be considered in relation to changes over time. For example, population density information around the flight path 41 at the time scheduled in the flight plan is referenced, and if the population density exceeds a certain value, it is set as a densely populated area.

[0036] Next, in step S19, if there is an overlap between the densely populated area and the noise impact area 22, the flight path 41 is redesigned. More specifically, the flight path 41 is moved within the flight area 46 in a direction that moves waypoint 45 away from residential areas, etc. Then, steps S16 to S19 are repeated until there is no overlap between the densely populated area and the noise impact area 22. Once there is no overlap between the densely populated area and the noise impact area 22, step S20 is executed.

[0037] In step S20, the redesigned flight path 41 or waypoint 45 is saved and updated in the flight plan storage unit 3. Then, in step S21, the flight path 41 or waypoint 45 is transmitted to the aircraft 10 or the operator of the aircraft 10.

[0038] Figure 7 shows the result of modifying the flight path 41 as a result of the flight control device 1 of this embodiment 1 executing the process based on the flowchart in Figure 6, on a map of the same area as in Figure 5, viewed from above. The same numbers are used for components identical to those shown in the example in Figure 5, and their explanations are omitted.

[0039] As shown in Figure 7, the waypoint 45 and flight path 41 are redesigned so that the noise impact area 22, taking weather effects into account, does not overlap with residential areas.

[0040] In this way, by estimating the noise impact area 22 according to predicted weather information during flight planning and designing the flight path 41 so that it does not overlap with densely populated areas, the impact of noise from the aircraft 10 on people can be kept to a minimum.

[0041] Therefore, it is expected that this will reduce discomfort and anxiety among residents and increase social acceptance of flights near urban areas.

[0042] Furthermore, although the noise threshold Pth is described as a constant value, it may be changed depending on the time of day and the area in which the flight is taking place. For example, since residents' tolerance for noise is higher during the day than at night, and traffic noise may be high along roads at certain times of the day, changing the noise threshold Pth according to the time of day and area will increase the flexibility of flight path design.

[0043] According to Example 1, it is possible to provide an aircraft operation management device 1 and an operation management method for an aircraft 10, such as a small unmanned aircraft or a small vertical takeoff and landing aircraft, that can minimize the impact of noise when the aircraft 10 flies near areas where people live, thereby reducing discomfort and anxiety among residents.

[0044] (Example 2) Next, Embodiment 2 of the present invention will be described with reference to Figures 8 and 9. The configuration of the flight control device 1 in Embodiment 2 of the present invention is the same as that of Embodiment 1 shown in Figure 1. Figure 8 is a flowchart showing an example of the design process of the flight path 41 during the flight planning stage before flight using the flight control device 1 according to Embodiment 2. Components common to Embodiment 1 are denoted by the same reference numerals, and their detailed descriptions are omitted.

[0045] In the flowchart of Figure 8 for Example 2, steps S11 to S15 are the same as in Example 1, while the next steps, S201 to S204, differ in Example 2. Therefore, the explanation of steps S11 to S15 will be omitted.

[0046] In step S201, the noise impact area estimation unit 6 calculates the noise propagation conditions generated by the aircraft 10 when it flies over each point in the flight area, based on predicted weather information and map information, and estimates the noise level when it flies over each point.

[0047] Next, in step S202, the minimum distance between the aircraft 10 and the densely populated area is determined such that the estimated noise level P is less than or equal to the noise threshold Pth (estimated noise level P ≤ noise threshold Pth), and the approach limit lines 210a and 210b for the aircraft 10 relative to the densely populated area are derived. Then, the area on the densely populated area side of the approach limit lines 210a and 210b is set as the intrusion avoidance area (inside the approach limit lines 211a and 211b) where the aircraft 10 should avoid entering. Prediction information regarding the densely populated area 43 is stored in the map information storage unit 4.

[0048] Next, in step S203, it is checked whether there is any overlap between the intrusion avoidance area (areas inside the approach limit line 211a, 211b) and the flight path 41. If there is an overlap, in step S204, the flight path design unit 7 redesigns the waypoint 45 of the flight path 41 so that it does not overlap with the intrusion avoidance area (areas inside the approach limit line 211a, 211b). In other words, the flight path design unit 7 designs the flight path 41 while avoiding the overlap between the noise impact area estimated by the noise impact area estimation unit 6 and the densely populated area 43. Steps S20 and S21, which are executed thereafter, are the same as in Embodiment 1.

[0049] The approach limit lines 210a and 210b to the densely populated area and the intrusion avoidance area (inside the approach limit lines 211a, 211b) derived in steps S201 and S202 will be explained using Figure 9. Figure 9 is a map of the same area as in Figures 5 and 7, viewed from above, showing the result of the flight path 41 being modified by the flight control device 1 executing the process based on the flowchart in Figure 8. In Figure 9, components identical to those shown in Figures 5 and 7 are given the same numbers, and their explanations are omitted.

[0050] The approach limit lines 210a and 210b for the aircraft 10 to the densely populated area 43 (in this case, a residential area) in Figure 9 can be derived, for example, by connecting the flight positions of the aircraft 10 with lines, assuming that the noise influence range 22 derived in Example 1 is arranged so as not to overlap with the periphery of the densely populated area 43. Alternatively, the approach boundary lines 210a and 210b may be defined as the minimum distance between the densely populated area 43 and the aircraft 10 at which the noise in the densely populated area 43 falls below the noise threshold Pth, based on a three-dimensional noise analysis using weather information, map information, etc., for the entire flight area of ​​the aircraft 10 as boundary conditions.

[0051] By processing in this manner, the impact of noise from the aircraft 10 on densely populated areas 43 (residential areas) can be minimized, similar to Example 1, thereby reducing discomfort and anxiety among residents.

[0052] Example 2 can also obtain the same effects as Example 1.

[0053] (Example 3) Next, Embodiment 3 of the present invention will be described with reference to Figures 10 and 11. The configuration of the flight control device 1 in Embodiment 3 is the same as in Embodiment 1.

[0054] Figure 10 is a flowchart showing an example of the design process for the flight path 41 during pre-flight flight planning by the flight management device 1 according to Embodiment 3. Components common to Embodiment 1 are denoted by the same reference numerals, and their detailed descriptions are omitted.

[0055] In the flowchart of Figure 10 for Example 3, steps S11 to S19, S20 and S21 are the same as in Example 1, but steps S301 and S302 are added after the processing in step S18, which is the difference from Example 1.

[0056] If, in step S18, the densely populated area and the noise impact area do not overlap, the process proceeds to step S301. In step S301, the flight path design unit 7 confirms the overlap between the flight path 41 and the high-risk area, which is the no-fly zone 303. An example of the high-risk area, which is the no-fly zone 303, is shown in Figure 11. The no-fly zone 303 may be, for example, an area where there is a high possibility of being blown by the wind and coming into contact with a building, or an area where an event is planned and a high density is expected.

[0057] The no-fly zone 303 should be set based on information detected by the aircraft's sensors or based on prior event information. Such no-fly zones 303 must prioritize the safety of the aircraft 10 and the ground.

[0058] Therefore, if an overlap between the flight path 41 and the no-fly zone 303 is confirmed in step S301, the process proceeds to step S302, where the flight path design unit 7 designs the flight path 41 to avoid overlap between the flight path 41 and the no-fly zone 303, while allowing overlap between the noise-affected area 22 and the densely populated area 43. In this case, designing the flight path 41 so that the overlapping area between the noise-affected area 22 and the densely populated area 43 is as small as possible can reduce the impact of noise.

[0059] By adding this type of processing, it is possible to design safer flight paths 41 by lowering the priority of noise reduction during flight depending on the situation, thereby ensuring flight safety.

[0060] According to Example 3, in addition to obtaining the same effects as in Example 1, if there is a no-fly zone 303, the flight path 41 can be avoided and the flight path 41 can be designed so that the overlapping area between the noise impact zone 22 and the densely populated area 43 is as small as possible.

[0061] In the example shown in Figure 11, there is a two-dimensional overlap between the noise impact area 22 and the noise impact area 22 of the aircraft 10 with the densely populated area 43 (residential area). In this case, it is also possible to adjust the altitude of the aircraft 10 to increase its height relative to the densely populated area 43 and reduce the impact of the noise.

[0062] However, if there is a limit to the flight altitude of the aircraft 10, the altitude of the aircraft 10 will be adjusted within that limit.

[0063] (Example 4) Next, Embodiment 4 of the present invention will be described with reference to Figures 12, 13, and 14.

[0064] Figure 12 shows the configuration of the flight control device 401 of this embodiment 4, which differs from the flight control device 1 described in embodiment 1 in that it includes a flight position detection unit 402 for detecting the flight position of the aircraft 10 in flight and a flight speed design unit 403 for designing the flight speed plan of the aircraft 10.

[0065] The flight position detection unit 402 detects flight position information obtained by the aircraft 10 using GNSS (Global Navigation Satellite System) and other means, and transmitted to the flight monitoring device 401 via communication, as well as position information of the aircraft 10 obtained by ground-based sensors, radar, etc. The flight speed design unit 403 modifies the flight speed of the aircraft 10 in order to suppress variations in the time of arrival at the destination according to the flight state of the aircraft 10. Here, the flight plan is assumed to be planned in advance, similar to the route plan.

[0066] Figure 13 schematically shows the pre-designed flight path 441 for the aircraft 10 on a map of the aircraft 10 and its surroundings as seen from above. In the area shown in Figure 13, areas other than densely populated areas 43 (residential areas) are designated as the flight area 446 where flight is permitted.

[0067] Also, similar to Figure 5, multiple weather sensors 47 are installed in the flight area 446.

[0068] The flight path 441 is composed of multiple waypoints 445 that indicate coordinates on a map, and the waypoints 445 are set to avoid the densely populated area 43. In Figure 13, the waypoints 445 in the pre-change waypoint area 448 (within the area enclosed by the dashed line) to the right of the densely populated area 43 are the waypoints 445 that were set before the execution of the process in this embodiment 4, and the waypoints 445 in the post-change waypoint area 449 (within the area enclosed by the dashed line 449) to the left of the densely populated area 43 are the waypoints 445 that were changed after the execution of the process in this embodiment 4.

[0069] Figure 14 is a flowchart showing the processing flow related to flight path correction and flight speed correction of the aircraft 10 during flight by the flight control device 401 in this embodiment 4. Processes identical to those in the flowchart shown in Figure 6 of Embodiment 1 are denoted by the same reference numerals and their explanations are omitted.

[0070] At the start of the flow in Figure 14, the aircraft 10 has begun its flight based on a pre-planned flight schedule.

[0071] As shown by the dotted arrow in the upper left of Figure 13, wind (before change) 450, which was predicted to blow from the upper left to the lower right in Figure 13, is predicted to change direction to from the upper right to the lower left in Figure 13, as shown by the solid arrow in the upper right of Figure 13, wind (after change) 451.

[0072] Steps S11 to S13 in Figure 14 are performed at predetermined time intervals during flight, similar to the process in Example 1. Next, in step S401, the position of the aircraft 10 is detected using the aircraft position detection unit 402. Next, in step S402, it is determined whether the changes in predicted weather information near the flight path 441 that the aircraft 10 will fly in the future exceed a pre-set weather change threshold. Here, the weather change threshold may be set based on, for example, the amount of change in wind direction, the amount of change in wind speed, the amount of change in temperature, etc.

[0073] In step S402, if the weather change is below the weather change threshold, steps S12 to S402 are repeated, and the collection of weather information and the position information of the aircraft 10 continues.

[0074] On the other hand, if the weather change exceeds the weather change threshold, the process of modifying the flight path 441 shown in steps S14 to S19 is performed, similar to Example 1. This flight path modification moves waypoint 445 from the pre-change waypoint area 448, indicated by a dashed line, which was located upwind of the wind direction expected after the change, to the modified waypoint area 449, indicated by a dashed line, which is located downwind, so that the noise impact area 22 does not overlap with the densely populated area 43.

[0075] If the densely populated area 43 and the noise-affected area 22 do not overlap in step S18, proceed to step S403.

[0076] In step S403, it is determined whether the length of the modified flight path 441 has changed. If there is no change in the length of the flight path, the flight path plan is saved to the flight plan storage unit 5 in step S405.

[0077] If there is a change in the path length in step S403, the flight speed plan is redesigned in step S404. The redesign of the flight speed plan is carried out, for example, as follows:

[0078] Assume that the flight start time Ts and the planned arrival time Te are set during the pre-flight planning, and that the flight speed plan is set based on the flight path length L0 assumed in the pre-flight plan so that the flight can arrive at the planned arrival time Te, based on the flight path 441 to the destination. Note that the flight speed plan may be a plan that changes the speed at each flight point, but for the sake of simplicity, it is assumed here that it is planned at a constant flight speed V0. Also, in step S402, the time when the weather change near the flight path exceeds the weather change value is defined as T1.

[0079] If the aircraft 10 flies along the modified flight path 441 from its current location, and assuming the destination arrival time Te remains the same, the modified flight speed V1 can be calculated by dividing the path length L1 by the difference between the destination arrival time Te and the above time T1 (V1 = L1 / (Te - T1)).

[0080] After processing in step S404, the next step S405 saves the flight path plan and flight speed plan to the flight plan storage unit 5. Then, in step S21, the modified flight path plan and flight speed plan are transmitted to the aircraft 10 or the operator of the aircraft 10 (aircraft / operator 9) via the communication means 8. By adding this configuration and processing, it becomes possible to change the flight path 441 while the aircraft 10 is in flight. This reduces the noise impact on densely populated areas such as residential areas when the aircraft 10 is in flight, thereby reducing discomfort and anxiety among residents.

[0081] According to Embodiment 4, when the current or predicted weather information or map information changes, the flight path design unit 7 modifies the flight path 441 of the aircraft 10 based on the noise impact range estimated by the noise impact range estimation unit 6.

[0082] Furthermore, according to Embodiment 4, if the flight distance of the aircraft 10 to its destination is changed due to a modification of the flight path 441, the flight speed design unit 403 redesigns the flight speed so that there is no delay in the time to reach the destination.

[0083] As a result, according to Example 4, in addition to obtaining the same effects as in Example 1, the following effects can also be obtained.

[0084] Even when flight path 441 is changed, the change in arrival time can be minimized, thus minimizing any disruption to convenience.

[0085] In this embodiment 4, changes in predicted weather information were used as an example of a trigger for changing the flight path during flight, but almost the same effect can be obtained by changing the trigger using changes in current weather information or changes in predicted ground population density.

[0086] Furthermore, in the above embodiments 1 to 4, the noise impact range estimation unit 6 can also divide the densely populated area 43 into multiple areas according to population density, and set the noise impact range by changing the noise level according to the level of population density. [Explanation of Symbols]

[0087] 1. 401... Flight control system, 2... Weather information acquisition unit, 3... Aircraft information storage unit, 4... Map information storage unit, 5... Flight plan storage unit, 6... Noise impact area estimation unit, 7... Flight path design unit, 8... Communication means, 9... Aircraft / operator, 10... Aircraft, 21... Noise level range, 22, 22a, 22b, 22c... Noise impact area, 23... Wind speed distribution, 24a, 24b... Temperature distribution, 41, 441... Flight path, 42... River, 43... Densely populated area, 44...Wind (wind direction), 45...Waypoint, 46...Flight area, 47...Weather sensor, 210a, 210b...Approach limit line, 211a, 211b...Inside approach limit line area, 303...No-fly zone, 402...Flight position detection unit, 403...Flight speed design unit, 445...Waypoint, 446...Flight area, 448...Waypoint area before change, 449...Waypoint area after change, 450...Wind (before change), 451...Wind (after change)

Claims

1. A weather information acquisition unit that acquires weather information for the flight path of an aircraft, A flight information storage unit that stores information on the structure and performance of the aforementioned flight object, A map information storage unit that stores map information including information on living areas and topography, A noise impact range estimation unit calculates the impact range of noise generated by the aircraft based on at least the weather information, the aircraft information of the aircraft's structure and performance, the map information, and the flight path. A flight path design unit modifies the flight path based on the noise influence range calculated by the noise influence range estimation unit, Equipped with, The noise impact range estimation unit determines the boundary of the noise impact range based on the noise threshold, which is the permissible value of the noise magnitude in each densely populated area, and calculates the noise impact range. The aircraft operation management device is characterized in that the noise impact range estimation unit sets the noise threshold by dividing a densely populated area into multiple areas according to population density and changing it according to the level of population density.

2. In the flight control device according to claim 1, The aircraft operation management device is characterized in that the weather information includes wind condition information having wind speed and wind direction prediction information, and the noise influence range estimation unit sets the influence range of the noise based on an expansion coefficient of the noise propagation range corresponding to the wind speed.

3. In the flight control device according to claim 1, The aircraft operation management device is characterized in that the weather information includes information on the temperature difference between the temperature on the ground and the temperature at the aircraft's flight altitude, and the noise influence range estimation unit sets the influence range of the noise based on the temperature difference information.

4. In the flight control device according to claim 1, The aircraft operation management device is characterized in that the map information storage unit stores information on ground structures, and the noise impact range estimation unit sets the noise impact range based on information on ground structures and terrain located around the flight path.

5. In the flight control device according to claim 1, The aircraft operation management device is characterized in that the map information storage unit has predictive information regarding densely populated areas, and the flight path design unit designs the flight path while avoiding the overlap between the noise impact area estimated by the noise impact area estimation unit and the densely populated areas.

6. In the flight control device according to claim 1, The aircraft operation management device is characterized in that the aircraft information storage unit has information on the propulsion performance of the aircraft, and the noise influence range estimation unit estimates the influence range of the noise generated by the aircraft that is a noise source based on the propulsion performance information.

7. In the flight control device according to claim 1, The flight path design unit is characterized in that, when the current or predicted weather information or map information changes, it modifies the flight path of the aircraft based on the noise influence range estimated by the noise influence range estimation unit.

8. In the flight control device according to claim 7, An aircraft operation management device comprising a flight speed design unit for designing a flight speed plan for the aircraft, wherein the flight speed design unit redesigns the flight speed so as not to cause delays to the time of arrival at the destination if the flight distance to the destination of the aircraft is changed due to a modification of the flight path.

9. In the flight control device according to claim 1, The aircraft operation management device is characterized in that, if the modified flight path based on the noise's impact range overlaps with a no-fly zone, the flight path design unit allows overlap between the noise's impact range and a densely populated area, thereby avoiding overlap between the flight path and the no-fly zone.

10. Obtain weather information for the flight path of the aircraft, Based at least the weather information, the aircraft information regarding the structure and performance of the aircraft, map information, and the flight plan, the affected area of ​​the noise generated by the aircraft is calculated. In an operation management method for an operation management device that modifies the flight path based on the calculated noise impact range, The boundary of the area affected by the noise is determined by the noise threshold, which is the permissible value of the noise level in each densely populated area, and the area affected by the noise is calculated. The method for managing the operation of an aircraft, characterized in that the noise threshold is set by dividing a densely populated area into multiple areas according to population density and changing the threshold according to the level of population density.

11. In the operation management method described in claim 10, The method for managing the operation of an aircraft is characterized in that the weather information includes wind condition information having forecast information for wind speed and wind direction, and the area affected by the noise is set based on an expansion coefficient of the noise propagation range corresponding to the wind speed.

12. In the operation management method described in claim 10, The method for managing the operation of an aircraft is characterized in that the weather information includes information on the temperature difference between the temperature on the ground and the temperature at the altitude at which the aircraft is flying, and the range of noise influence is set based on the information on the temperature difference.

13. In the operation management method described in claim 10, A method for managing the operation of an aircraft, characterized in that the noise's impact range is set based on information about ground structures and terrain surrounding the aforementioned flight path.

14. In the operation management method described in claim 10, A method for managing the operation of an aircraft, characterized by designing the flight path to avoid overlap between the calculated noise impact area and densely populated areas.

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