Aircraft operation management system and aircraft operation management method

Abstract

To provide a flying object operation management system and a flying object operation management method for an airport, capable of increasing a utilization efficiency of the airport in the airport where flying objects having a large number of vertical takeoff and landing functions take off and land.SOLUTION: In a flying object operation management system that manages flight route planning, and takeoff and landing of a flying object at an airport with a plurality of parking lots, the flying object operation management system is featured in that the flying object operation management system sets a layered area constructed of at least one layer and an occupied area around the flying object in a sky of the airport; and the occupied area is set to a layered area in which the flying object flies and at least one layered area of layered areas vertically adjacent to this layered area.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an aircraft operation management system and an aircraft operation management method for aircraft and the like.

Background Art

[0002] In recent years, there has been an increasing need for the use of small aircraft (electric vertical takeoff and landing aircraft: eVTOL) that can rotate multiple rotors with an electric motor and perform vertical takeoff and landing. The electric vertical takeoff and landing aircraft (eVTOL) is expected to solve various traffic problems such as reducing traffic congestion and environmental load in urban areas and ensuring transportation means to depopulated areas.

[0003] In order for such small aircraft to be implemented as social infrastructure, it is necessary to popularize them by realizing efficient operation of a large number of aircraft. Especially during takeoff and landing, the aircraft becomes unstable due to the influence of the airflow generated by other aircraft, so it is important to ensure both efficiency and safety.

[0004] As a technology related to ensuring the safe operation of an aircraft, for example, there is the technology described in Patent Document 1. In Patent Document 1, for the purpose of efficiently using a landing area for an aircraft such as a drone, a partition in which a part of the landing area is virtually partitioned is set in the landing area, and a technology for performing landing processing within the landing area is disclosed.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] Patent Document 1 proposes a method for efficiently utilizing a takeoff and landing area, assuming a scenario where multiple aircraft are flying into a takeoff and landing area designed for an airport. However, considering future operational conditions, such as increased flight frequency and the establishment of airports within urban areas, it may not be possible to secure sufficient space. Therefore, if flight frequency increases, there will be fewer aircraft that can wait above the airport, which will not only reduce the efficiency of airport utilization but also make it impossible to perform flexible operational management, such as rearranging landing orders according to urgency.

[0007] Therefore, the object of the present invention is to provide an aircraft operation management system and an aircraft operation management method for an airport that can improve the utilization efficiency of an airport used for the takeoff and landing of numerous aircraft having vertical takeoff and landing capabilities. [Means for solving the problem]

[0008] To achieve the above objective, the present invention is an aircraft operation management system for managing the flight path planning and takeoff and landing of aircraft at an airport equipped with multiple parking areas, wherein the aircraft operation management system sets up a layered region consisting of at least one layer above the airport and an occupied region around the aircraft, and the occupied region is set up in the layered region on which the aircraft flies and in at least one of the layered regions adjacent to this layered region above and below.

[0009] Furthermore, the present invention is described as "a method for managing aircraft operations at an airport equipped with a parking area, characterized in that a layered region consisting of at least one layer is set above the airport, the aircraft moves within the layered region to take off and land, and an occupied region is set around the aircraft within the layered region, the occupied region being set in at least one of the layered region in which the aircraft flies and the layered regions adjacent to this layered region above and below." [Effects of the Invention]

[0010] According to the present invention, it is possible to provide an aircraft operation management system and an aircraft control system that enable multiple aircraft to take off and land at an airport efficiently and safely. [Brief explanation of the drawing]

[0011] [Figure 1] A conceptual diagram showing the relationship between the aircraft, the airport, the layered region of the airport, and the area occupied by the aircraft according to Embodiment 1 of the present invention. [Figure 2] A block diagram showing an example configuration of an aircraft operation management system installed at an airport and an aircraft control system installed on an aircraft, according to Embodiment 1 of the present invention. [Figure 3] A schematic diagram showing a cross-section of an airport in a vertical plane, viewed from the side. [Figure 4] A schematic diagram showing the relationship between the height setting of the layered region and the airflow generated by the aircraft. [Figure 5] Figure 5 is a schematic diagram of the occupied area tangent to the plane at the upper end of the waiting area indicated by arrow I in Figure 3. [Figure 6] A flowchart showing the operation flow of the aircraft operation management system during landing according to Embodiment 1 of the present invention. [Figure 7] A flowchart showing the operation flow of the aircraft control system during landing according to Embodiment 1 of the present invention. [Figure 8] A schematic diagram showing that aircraft F1 occupies only the area in which it flies and the area below it. [Figure 9] A schematic diagram showing that the occupied area has a trapezoidal cross-sectional shape. [Figure 10] A flowchart showing the operation flow of an aircraft operation management system during takeoff according to Embodiment 2 of the present invention. [Figure 11] A flowchart showing the operation flow of the aircraft control system during takeoff according to Embodiment 2 of the present invention. [Figure 12] A schematic diagram showing another example of a cross-sectional view in a vertical plane containing an airport. [Figure 13] A schematic diagram showing another example of a cross-sectional view in a vertical plane containing an airport.

Best Mode for Carrying Out the Invention

[0012] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0013] In the drawings, similar components are denoted by similar reference numerals, and redundant similar descriptions may not be made. Also, the various components of the present invention do not necessarily have to exist independently of each other. It is acceptable 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.

Embodiment

[0014] FIG. 1 is a conceptual diagram showing the relationship between the aircraft, the airport, the layered area of the airport, and the occupied area of the aircraft according to Embodiment 1 of the present invention.

[0015] In FIG. 1, the aircraft F (F1 to F4) is capable of vertical takeoff and landing with a plurality of rotors, and shows a state of simultaneously arriving at the airport 5. The aircraft F is used for purposes such as boarding of users, transportation of luggage, and taking of aerial photographs. Also, inside the aircraft F, there is a flight control 200 for controlling the flight of the aircraft F, which will be described later with reference to FIG. 2. system has.

[0016] The airport 5 includes a plurality of aircraft parking areas A (Aa, Ab) where the aircraft F takes off and lands, a control facility 8 for managing takeoff and landing of the airport, and an airspace monitoring unit 9 including sensors for monitoring the position and state of the aircraft F above the airport 5. Inside the control facility 8, a flight operation management system 100 is installed as will be described in detail later with reference to FIG. 2, and takeoff and landing are managed based on the state of the aircraft parking area A of the airport 5, the surrounding weather conditions, and the state of the aircraft F.

[0017] The flight operation management system 100 of the present invention is a layered virtual area R (R 1 ~R4 The layered region R is a division of the area above Airport 5 into multiple layers, and is set to the area above Airport 5.

[0018] Furthermore, the layered region R is formed by, for example, four layers R1, R2, R3, and R4 in order of increasing height in the vertical direction. In this layered region R, an aircraft F (for example, F3) departs from parking area Aa, passing through each layer of the layered region, R1, R2, and R3, in order, and begins its flight toward its destination from R4. Of these layers, the lowest layer R1 can be called the parking layer where the aircraft F is parked, the uppermost layer R4 can be called the takeoff and landing layer as it is an entrance and exit point for entering and leaving the parking area, and R2 and R4 are layers that allow the aircraft F to move horizontally, and by allowing the aircraft F to move horizontally, they serve as waiting layers that enable other aircraft F to take off and land preferentially.

[0019] In the system shown in Figure 1, the aircraft operation management system 100 sets a layered region R above Airport 5 according to altitude, and the system uses information from the aircraft operation management system 100 and the aircraft control system 200 to determine which region the aircraft is flying in.

[0020] Furthermore, an occupied area O(Oa~Od) is established around the aircraft F(F1~F4) that has flown into Airport 5. This occupied area O is a three-dimensional shape formed by extending a plane that is wider horizontally than the outer edge of, for example, F3, in the vertical direction, and occupies at least the area in which aircraft F3 is currently flying in the vertical direction. In the case of aircraft F3 in Figure 1, among the layers of the layered region R, layer R2 is the occupied area Oc2 (the number (2) indicates the subscript of the layered region R (2 in this case)) where aircraft F3 is currently flying in the vertical direction.

[0021] In this invention, the occupied region Oc is defined by including the occupied regions Oc1 and Oc3 set in the layered region R2 in which the aircraft F3 is currently flying, and the adjacent layered regions R1 and R3 above and below it. Although the occupied region O is described as cylindrical here, it may also be defined as a rectangular parallelepiped or the like.

[0022] Thus, aircraft F (F1-F4) that have flown to Airport 5 descend along the flight path set within the occupied area O, land at parking areas Aa and Ab, and then take off again.

[0023] Next, the functional configuration of the aircraft operation management system 100 installed at Airport 5 and the aircraft control system 200 installed on aircraft F1-4 will be described. Figure 2 is a block diagram showing an example configuration of the aircraft operation management system 100 and aircraft control system 200 according to Embodiment 1 of the present invention.

[0024] In Figure 2, the aircraft operation management system 100 includes the aforementioned airborne monitoring unit 101, an aircraft detection unit 102 that detects the position and status of aircraft, an air traffic control information exchange unit 103 that acquires information on aircraft flying at other airports and outside the airport and transmits information on aircraft present at this airport, a takeoff and landing decision unit 104 that determines the takeoff and landing of aircraft within the airport, a port information acquisition unit 105 that acquires airport surrounding conditions information such as the availability of parking spaces, weather (wind, rain, etc.), and the number of passengers, an occupied area setting unit 106 that sets the occupied area O of the aircraft, a takeoff and landing path design unit 107 that generates a flight path within the occupied area of ​​the aircraft, and a communication unit 108 that transmits the takeoff and landing path and the position of the occupied area O to the aircraft control system 200 and receives surrounding conditions based on the aircraft's sensors and the aircraft's current position.

[0025] The aircraft control system 200 installed on the aircraft includes a communication unit 201 on the aircraft control system 200 side that exchanges signals with the communication unit 108 of the aircraft operation management system 100, a status monitoring unit 202 that monitors the attitude, position, battery charge level, equipment status, etc. of the aircraft, a surrounding monitoring unit 203 composed of sensors that detect other aircraft, obstacles, etc. around the aircraft, and a flight control unit 204 that controls the flight of the aircraft based on the status of the aircraft obtained by the status monitoring unit 202 based on the takeoff and landing path information and occupied area O information received by the communication unit 201, and information about the area around the aircraft obtained by the surrounding monitoring unit.

[0026] Figure 3 also shows a schematic diagram of a cross-section of the vertical plane containing Airport 5, viewed from the side. Using Figure 3, we will explain the layered region R and occupied region O set above Airport 5. In the example in Figure 3, a layered region R is set above Airport 5. The upper layer R4 of the layered region R should be set based on the altitude at which the aircraft F can fly. In the case of Figure 3, since the aircraft F5 is outside the controlled area of ​​the layered region R, an example is shown in which no occupied region is set.

[0027] In Figure 3, the vertical region of parking area A (Aa, Ab, Ac) is the layered region R, and the areas with background color within the layered region represent the occupied regions O (Oc, Oa, Ob) set for each aircraft F (F1, F3, F4). The arrows shown for aircraft F (F1, F3, F4) indicate the directions in which the aircraft can move.

[0028] Figure 4 is a schematic diagram showing the relationship between the height setting of the layered region and the airflow generated by the aircraft. Here, we will use Figure 4 to explain an example of the design of each layer of the layered region. In Figure 4, aircraft F1 and F2 are shown flying in the upper and lower layered regions R1 and R3, respectively, with one layer of the layered region, for example, R2 (shown in gray hatching), in between. Aircraft F1 is shown flying in contact with the upper end of the one-layer region R2, and aircraft F2 is shown flying in contact with the lower end of the one-layer region R2.

[0029] In Figure 4, a portion of the airflow generated by the fan of aircraft F1 is shown by streamline 110. As shown in the figure, in the case of aircraft F1, which is assumed to be a vertical take-off and landing aircraft, a large airflow is generated in the vertical direction of aircraft F1. In particular, the downward airflow is large, so the height of one layer R2 of the layered region should be set higher than the range of influence of the downward airflow, as shown in Figure 4. By setting the height in this way, when multiple aircraft are flying, the airflow generated by the upper aircraft does not affect the lower aircraft by separating them with one layer R.

[0030] Figure 4 illustrates a method for determining altitude based on the airflow area created by the aircraft's fan. However, altitude can also be determined based on other factors, such as the expected distance traveled after a partial malfunction of the aircraft until it is restored, anticipated weather changes and other disturbances, and the distance the aircraft needs to move to avoid intruders such as birds.

[0031] Furthermore, it is preferable that these layered regions R1, R2, R3, and R4 have different roles depending on their height, and that they consist of transition regions R1 and R3 and standby regions R2 and R4. In these transition regions R1 and R3, the position of the occupied region O cannot be moved when the aircraft F flies through these regions, while when flying through standby regions R2 and R4, the position of the occupied region O can be changed horizontally together with the aircraft F while avoiding contact with other occupied regions O.

[0032] Furthermore, the occupied area O of the aircraft F is set as a three-dimensional occupied area O surrounding the aircraft F. The occupied area O is a three-dimensional shape created by extending a plane that is wider horizontally than the outer edge of the aircraft F vertically. For example, as shown in Figure 3, the occupied area O can be extended above and below the area where the aircraft F flies (waiting area R2) to adjacent areas (transition areas R1, R3).

[0033] By arranging transition areas R1 and R3 and standby areas R2 and R4 alternately in this manner, and by setting an occupied area O, basically only vertical movement paths are designed in transition areas R1 and R3, and horizontal movement paths are designed in standby areas R2 and R4. For example, horizontal movement is designed as shown in Figure 5.

[0034] Figure 5 schematically shows the occupied area O that is tangent to the plane at the upper end of the standby area R2, indicated by arrow I in Figure 3. Flights F1 and F3 flying in the standby area are able to move horizontally 114 and 116 along with their occupied areas Oa and Oc. Flight F2's occupied area Od is not permitted to move horizontally because the flight is flying in the transition area. Figure 5 shows the movement trajectories 114 and 116 of flights F1 and F3 and their occupied areas Oa and Oc when they move.

[0035] As shown in this diagram, it is advisable to design the system so that the trajectory of the occupied area O during movement does not come into contact with other occupied areas O or other movement trajectories for each control cycle. However, although not shown as a contacting path in this diagram, the occupied area Oa of the aircraft F3 is located in a position above and below occupied area Od that does not come into contact with it, so the design may allow contact and overlap between occupied area Oa and movement trajectory 116.

[0036] Furthermore, it is preferable to set the layered regions such that the transition regions R1 and R3 are higher than the standby regions R2 and R4. 2 , R 4 Since this requires path design in both the horizontal and vertical directions, an increase in processing load is expected, and it is advisable to set the transition regions R1 and R3 high to shorten takeoff and landing times.

[0037] Next, the operation of the aircraft operation management system 100, the aircraft control system 200, and aircraft F1 will be described. Figure 6 is a flowchart showing the operation of the aircraft operation management system 100 according to Embodiment 1 of the present invention, and Figure 7 is a flowchart showing the operation of the aircraft control system 200. In the following, Figures 6 and 7 will be explained assuming the landing phase of the takeoff and landing operation. In Figure 7, aircraft F1 will be used as an example from among the multiple aircraft F1 to F4 shown in Figure 3.

[0038] The flows in Figures 6 and 7 represent the operations of the aircraft operation management system 100 and the aircraft control system 200, respectively. However, they exchange signals at appropriate timings and influence each other. Therefore, the following explanation will describe their mutual operations in chronological order.

[0039] The first stage in Figures 6 and 7 shows the state in which aircraft F1 is approaching the airspace above the airport. At this time, in processing step S301 of the aircraft operation management system 100 installed at airport 5 in Figure 6, the system decides to grant landing clearance for the aircraft once it has reached the airspace above the airport and notifies aircraft F1 of the landing clearance signal Sg1.

[0040] More specifically, in step S301, when the aircraft F1 reaches the airspace above airport 5, the aircraft detection unit 10 detects the aircraft F1 based on the airspace information from the airspace monitoring unit 101 installed at airport 5 and the position information of the aircraft F1 from the aircraft control system 200 via the communication unit 108. 2 The system then detects aircraft F1. The system also uses the conditions above Airport 5 as reported by the airborne monitoring unit 101, the flight plan of aircraft F1 and flight information of other aircraft received by the air traffic control information exchange unit 103, airport information such as available parking spaces at Airport 5, surrounding weather information, and the presence or absence of emergency information, as well as the landing request signal Sg0 from the aircraft control system 200 of aircraft F1 obtained by the communication unit 108, to determine whether to land at Airport 5 and notifies aircraft F1 of a landing permission signal Sg1 using the communication unit 108. The system then proceeds to step S302.

[0041] On the other hand, at this time, in processing step S401 of the aircraft control system 200 on the aircraft side, the aircraft F1 reaches the airspace above airport 5 and transitions to a landing approach.

[0042] More specifically, in step S401 of Figure 7, when aircraft F1 reaches the airspace above airport 5, it determines that it has entered the area of ​​airport 5 and transmits a landing request signal Sg0. Also, as previously shown, aircraft F1 transitions to a landing state upon receiving a landing permission signal Sg1 from the aircraft operation management system 100.

[0043] Subsequently, the process moves to step S402, where the status monitoring unit 202 installed on the aircraft F1 collects internal information such as the position, attitude, battery status, and control status of each device of the aircraft F1, as well as external information such as other aircraft and obstacles acquired by the surrounding monitoring unit 203. This information is then transmitted as an aircraft information signal Sg2 to the aircraft operation management system 100 on the airport 5 side via the communication unit 201. Note that the processing in step S402 is a process that is continuously executed while the aircraft is in flight.

[0044] In step S403, it is determined that the system is in flight, and if it is, the process in step S404 is continued.

[0045] In processing step S302 of the aircraft operation management system 100 installed at airport 5 in Figure 6, the aircraft information signal Sg2 transmitted in step S402 in Figure 7 is received and the aircraft position is detected. Specifically, the aircraft detection unit 102 detects the position information of aircraft F1 based on the aerial information obtained by the aerial monitoring unit 101 installed at airport 5 and the position information of aircraft F1 contained in the aircraft information signal Sg2 transmitted from the aircraft control system 200 obtained by the communication unit 108. After that, the process proceeds to step S303.

[0046] In step S303, the takeoff / landing decision unit 104 determines whether the aircraft F1 is in flight or landing based on the position information and status information of the aircraft F1. If it is in flight, the process proceeds to step S304; if it is in landing, the process proceeds to step S311.

[0047] In step S304, the landing position is determined to be the parking area designated by the aircraft operation management system 100 at Airport 5. This parking area may change depending on the availability of parking areas, airport congestion, and the occurrence of emergencies. The process then proceeds to step S305.

[0048] In step S305, the occupied area setting unit 106 sets an occupied area O around the aircraft F1. In this embodiment, as described above, the occupied area O is set as a plane with an edge horizontally outward from the edge of the aircraft, and a solid obtained by extending the occupied plane vertically. Then, the process proceeds to step S306.

[0049] In step S306, the takeoff and landing path design unit 107 determines which part of the layered region R the aircraft F1 is flying in based on its position information. For example, this can be done by comparing the height of the aircraft F1 with the heights of each region of the layered region R set above the airport 5. If the aircraft is flying in the waiting region, the process proceeds to step S307; if it is flying in the transition region, the process proceeds to step S309.

[0050] In step S307, the takeoff and landing path design unit 107 designs the horizontal flight path of the aircraft F1 within the waiting area. The method for designing the horizontal flight path may be the method described above. After that, the process proceeds to step S308.

[0051] In step S308, the takeoff and landing path design unit 107 designs the vertical flight path of the aircraft F1. For example, the path should be designed to have a constant descent speed so as not to damage the payload. Then, in step S3 10 It will transition to [this].

[0052] In step S309, the takeoff and landing path design unit 107 does not allow horizontal path design because the aircraft F1 will be flying in a transition area. The vertical flight path should be designed so that, for example, the descent speed is constant so as not to damage the payload. After that, the process proceeds to step S310.

[0053] In step S310, the communication unit 108 transmits information Sg3 about the occupied area O and flight path to the aircraft control system 200 of the aircraft F1. After that, the process returns to step S302 and the above process is repeated.

[0054] In step S311, when aircraft F1 lands, the communication unit 108 transmits landing completion information Sg4 to the aircraft control system 200 of aircraft F1, and terminates the landing process.

[0055] Next, in step S404 of Figure 7, the aircraft control system installed on the aircraft F1 after receiving the flight path information Sg3 2 An example of the processing flow for 00 is described below. In this state, in step S403, it is determined whether aircraft F1 is in flight or landing based on the position information and state information of aircraft F1, and it is confirmed that it is in flight.

[0056] In step S404 of Figure 7, during flight, the status monitoring unit 202 obtains information Sg3 regarding the occupied area O and route plan assigned to aircraft F1 from the aircraft operation management system 100 installed on the airport 5 side.

[0057] Next, in step S405, the flight control unit 204 detects obstacles around the aircraft F1 based on the information from the status monitoring unit 202 and checks for the presence or absence of obstacles on the route assigned by the aircraft operation management system 100. If there are no obstacles, the process proceeds to step S407; if there are obstacles, the process proceeds to step S406.

[0058] When an obstacle is present, in step S406, the flight control unit 204 detects the location of the obstacle based on the information from the status monitoring unit 202 and modifies the movement path communicated by the aircraft operation management system 100 to avoid the obstacle. If the avoidance path is designed within the occupied area O, contact with other aircraft can be avoided.

[0059] If it is determined that there are no obstacles in step S405, or if the route is corrected in step S406, the aircraft flies according to this route information in step S407. Then, the process proceeds to step S402 and is repeated until landing is determined in S403.

[0060] In step S408, information indicating that aircraft F1 has completed landing is transmitted to the aircraft operation management system via the communication unit 201.

[0061] In Example 1, the landing operation of aircraft F1 is performed as described above. Performing this landing operation improves the utilization efficiency of the airspace above Airport 5, and makes it possible to wait in the air even when the airport is located on a narrow plot of land. In addition, by creating a large space below the aircraft, the vertical take-off and landing aircraft can avoid being affected by the airflow of other aircraft during take-off and landing, thus enabling safe flight of aircraft above Airport 5.

[0062] Furthermore, by setting layered regions R and alternately designating each region as a standby region and a transition region, and by adding flight movement constraints for each region, it becomes possible to design a path in a planar space as shown in Figure 5, thereby reducing the computational load on the flight operation management system 100 and enabling smooth flight management.

[0063] In Figures 1 and 3, the horizontal width of the area O occupied by multiple aircraft is shown to be the same, but the width may be varied depending on the size and performance of the aircraft and the climate around Airport 5.

[0064] Furthermore, the height of the layered region R may also be changed according to the climate around Airport 5. This makes it possible to fly safely even when the position control of the aircraft F1 is unstable, such as when there are strong winds.

[0065] Furthermore, while Figures 1 and 3 show examples where the area in which the aircraft F1 flies and the areas above and below it are occupied, as shown in Figure 8, the same effect as described above can be obtained even if only the area in which the aircraft F1 flies and the area below it are occupied.

[0066] Furthermore, as shown in Figure 9, if an entry angle to the airport 5 is required, safety below can be ensured by making the occupied area O a trapezoidal cross-sectional shape. [Examples]

[0067] In Embodiment 2 of the present invention, the operation during takeoff will be explained using Figures 10 and 11. Figure 10 is a flowchart showing the operation of the aircraft operation management system 100 according to Embodiment 2 of the present invention, and Figure 11 is a flowchart showing the operation of the aircraft control system 200. Hereafter, Figures 10 and 11 will be used to explain the takeoff phase of the takeoff and landing operation.

[0068] First, according to an example of the processing flow of the aircraft operation management system 100 installed at Airport 5, in step S501, aircraft F4 at parking area Ab is ready for takeoff. Using the flight plan of aircraft F4 and flight information of other aircraft received by the air traffic control information exchange unit 103, airport information such as airspace information above Airport 5, surrounding weather information, and the presence or absence of emergency information from the port information acquisition unit 105, and the takeoff request information Sg10 from the aircraft control system 200 of aircraft F4 obtained by the communication unit 108, the takeoff and landing decision unit 104 authorizes takeoff, and aircraft F 4 The takeoff clearance information Sg11 is then sent to the target using the communication unit 108. After that, the process proceeds to step S502.

[0069] Also at this time, the aircraft control system installed on aircraft F4 2 The processing flow for 00 operates as follows:

[0070] On the aircraft F4 side, as shown in Figure 11, in step S601, aircraft F4 at parking area Ab is ready for takeoff, sends takeoff request information Sg10 to the aircraft operation management system 100, and as previously shown, receives takeoff permission information Sg11 from the aircraft operation management system 100, and aircraft F4 transitions to the takeoff state.

[0071] Subsequently, the process moves to step S602, where the status monitoring unit 202 installed on the aircraft F4 collects internal information such as the position, attitude, battery status, and control status of each device of the aircraft F4, as well as external information such as other aircraft and obstacles acquired by the surrounding monitoring unit 203. This information is then transmitted via the communication unit 201 to the aircraft operation management system 100 on the airport 5 side as aircraft information Sg12 for aircraft F4.

[0072] Next, returning to the airport-side processing shown in Figure 10, in step S502, the aircraft detection unit 102 detects the position information of aircraft F4 based on the aerial information obtained by the aerial monitoring unit 101 installed at the airport 5 and the aircraft position information contained in the aircraft information Sg12 of aircraft F4 transmitted from the aircraft control system 200 obtained by the communication unit 108.

[0073] Next, in step S503, the takeoff and landing decision unit 104 determines whether aircraft F4 has reached the departure airspace based on the position information and status information of aircraft F4. This departure airspace is set at the upper end of the layered region set above airport 5. If the aircraft has not yet reached the departure airspace, the process proceeds to step S504; if it has reached the departure airspace, the process proceeds to step S511.

[0074] Before reaching the departure airspace, in step S504, the departure airspace is designated by the Airport 5 aircraft operation management system 100. This departure airspace may change due to airport congestion, emergencies, etc.

[0075] Next, in step S505, the occupied area setting unit 106 sets an occupied area O around the aircraft F4. In this case, in the initial stage when the aircraft F4 is parked, the lowest layer R1 of the layered region and the upper layer R2 are set as occupied areas Ob1 and Ob2. As previously described, the occupied area is defined as a plane with an edge horizontally outward from the edge of the aircraft, and the occupied area O is defined as a solid obtained by extending the occupied plane vertically.

[0076] Subsequently, in step S506, the takeoff and landing path design unit 107 determines which part of the layered region R the aircraft F4 is flying in based on its position information. For example, this can be done by comparing the height of the aircraft F4 with the heights of each region of the layered region R set above the airport 5. If the aircraft is flying in the waiting regions R1 or R3, the process proceeds to step S507; if it is flying in the transition regions R2 or R4, the process proceeds to step S509.

[0077] If the aircraft is flying in standby areas R1 and R3, in step S507, the takeoff and landing path design unit 107 designs the horizontal flight path of the aircraft F4 within the standby area. The method for designing the horizontal flight path may be the method described above. Then, proceeding to step S508, the takeoff and landing path design unit 107 designs the vertical flight path of the aircraft F4. For example, the path may be designed to maintain a constant climb rate so as not to damage the payload.

[0078] If the determination in step S506 indicates that the aircraft is flying through transition regions R2 and R4, then in step S509, the takeoff and landing path design unit 107 does not permit horizontal path design because the aircraft F4 is flying through the transition regions. The vertical flight path should be designed such that, for example, the climb rate is constant so as not to damage the payload.

[0079] Subsequently, the process moves to step S510, in which the communication unit 108 transmits information Sg14 about the occupied area O and flight path to the aircraft control system 200 of aircraft F4. Then, the process returns to step S502.

[0080] Furthermore, in step S503, if it is determined that the aircraft has reached the departure airspace, in step S511, the communication unit 108 transmits to the aircraft control system 200 of aircraft F4 that aircraft F4 has reached the departure airspace. After that, the landing process is terminated.

[0081] Returning to Figure 11, let's explain the processing on the aircraft side after obtaining the takeoff clearance information Sg11. First, in step S603, the flight control unit 204 determines whether aircraft F4 has reached the departure airspace based on the position information of aircraft F4. Then, if it has not yet reached the departure airspace, it proceeds to S604, and if it has reached the departure airspace, it proceeds to S608.

[0082] Before reaching the departure airspace, in step S604, the status monitoring unit 202 obtains information Sg14 regarding the occupied area O and route plan assigned to aircraft F4 from the aircraft operation management system 100 installed on the airport 5 side.

[0083] Subsequently, in step S605, the flight control unit 204 detects obstacles around the aircraft F4 based on the information from the status monitoring unit 202 and checks for the presence or absence of obstacles on the route assigned by the aircraft operation management system 100. If there are no obstacles, the process proceeds to step S607; if there are obstacles, the process proceeds to step S606.

[0084] If an obstacle is present, in step S606, the flight control unit 204 detects the location of the obstacle based on the information from the status monitoring unit 202 and modifies the movement path (Sg14) transmitted from the aircraft operation management system 100 to avoid the obstacle. If the avoidance path is designed within the occupied area O at this time, contact with other aircraft can be avoided. After that, the process proceeds to step S607.

[0085] If there are no obstacles, in step S607, the flight control unit 204 flies to trace the path based on the path information Sg14. Then, the process proceeds to step S602 and is repeated until it is determined in S603 that the aircraft has reached the departure airspace.

[0086] Furthermore, after reaching the departure airspace, in step S608, the arrival of aircraft F4 in the departure airspace is transmitted to the aircraft operation management system 100 via the communication unit 201.

[0087] The above procedure is merely an example; in actual takeoff, it is preferable to take off from a state where the route information Sg14 has been provided. In Example 2, the takeoff operation of aircraft F4 is performed as described above.

[0088] As described above, performing the takeoff operation of aircraft F4 improves the utilization efficiency of the airspace above Airport 5, similar to the landing operation, and enables waiting in the air even when the airport is located on a narrow plot of land. In addition, by creating a large space below the aircraft, the aircraft can avoid being affected by the airflow of other aircraft during takeoff and landing, which are the focus of vertical takeoff and landing aircraft, thus enabling safe flight of aircraft above Airport 5. Other methods, such as the path design method and the design method of occupied space, can be the same as in Example 1, so they will not be explained here. [Examples]

[0089] Embodiment 3 of the present invention will be described with reference to Figures 12 and 13. Figure 12 is a schematic diagram of a cross-sectional view of the vertical plane containing the airport 5, viewed from the side, similar to Figure 3 of Embodiment 1. Components common to Embodiments 1 and 2 are denoted by the same reference numerals, and their detailed descriptions are omitted.

[0090] Unlike in Figure 3, only a layered region R is set above Airport 5, as shown in Figure 12. The upper end of the layered region R should be set based on the altitude at which the aircraft can fly. The other aircraft and the configuration of Airport 5 are the same as in Examples 1 and 2.

[0091] In this configuration, the flying object F is allowed to move both horizontally and vertically within the layered region. Furthermore, the areas occupied by the flying object Oa, Ob, and Oc are defined as solids formed by extending planes with edges horizontally outward from the edges of the flying object F to the upper and lower ends of the layered region R. The flying object F moves horizontally and vertically within the occupied areas Oa, Ob, and Oc.

[0092] By setting the occupied areas in this way, the path design of the aircraft F1, F2, and F3 can be designed within a plane, as shown in Figure 13. Figure 13 schematically shows the occupied area O that is tangent to the plane at the upper end of the layered area R indicated by arrow B in Figure 12. The aircraft F1, F2, and F3 are able to move horizontally together with the occupied areas Oa, Ob, and Oc. Figure 13 shows the movement trajectories 114, 115, and 116 when the aircraft F1, F2, F3 and occupied areas Oa, Ob, and Oc move. As shown in this figure, it is good practice to design the movement trajectory of the occupied area O during movement in each control cycle so that it does not come into contact with other occupied areas O or other movement trajectories.

[0093] The flight operation flow is equivalent to that of Example 1, excluding steps S306 and S309 in Figure 6 for landing and steps S503 and S509 in Figure 10 for takeoff; therefore, a detailed explanation is omitted here.

[0094] By designing and operating the airspace above Airport 5 in this manner, collisions between multiple aircraft are avoided, and the effects of airflow generated by aircraft are minimized, thereby ensuring safe flight for aircraft within the airport. Furthermore, since movement paths to avoid collisions between multiple aircraft can be designed in a plane, the computational load on the aircraft operation management system 100 is reduced, enabling smooth operation management.

[0095] It should be noted that the present invention is not limited to the embodiments described above, and includes various modifications. The embodiments described above are explained in detail for the purpose of clearly illustrating the present invention, and are not necessarily limited to those having all the configurations described. [Explanation of Symbols]

[0096] F1, F2, F3, F4, F5: Aircraft with vertical takeoff and landing capabilities 5: Airport Aa, Ab: Tarmac 8:Control equipment 9: Upper sky surveillance department R1, R2, R3, R4: layered region R2, R4: Standby area R1, R3: Transition region Oa, Ob, Oc, Od: Occupied area 100: Aircraft Operation Management System 101: Upper Sky Surveillance Department 102: Aircraft detection unit 103:Control information exchange section 104: Takeoff and Landing Decision Section 105: Port Information Acquisition Unit 106: Occupied area setting section 107: Takeoff and Landing Path Design Department 108: (Airport side) Communications Department 200: Aircraft control system 201: (Aircraft side) Communications section 202: Status Monitoring Unit 203: Perimeter Monitoring Unit 204: Flight Control Unit

Claims

1. An aircraft operation management system for managing the flight path planning and takeoff / landing of aircraft at an airport with multiple parking areas, The aforementioned aircraft operation management system sets a three-dimensional object, which is an extension of a plane with an edge horizontally outward from the edge of the aircraft, as the aircraft's occupied area. If there are multiple such aircraft, a flight path is set to move the aircraft so that the occupied areas of the aircraft do not come into contact with each other. A layered region consisting of at least one layer is set above the aforementioned airport, An aircraft operation management system characterized in that the height of the layered region is set higher than the height at which an aircraft flying over the lower end of the layered region does not affect an aircraft flying over the upper end of the layered region two layers below it.

2. An aircraft operation management system according to claim 1, An aircraft operation management system characterized in that the height of the occupied area is set to the height of the layered area in which the aircraft flies and the layered areas adjacent thereto in the vertical direction.

3. An aircraft operation management system according to claim 1, An aircraft operation management system characterized in that the height of the layered region is designed based on the influence range of the airflow generated by the aircraft.

4. An aircraft operation management system according to claim 1, An aircraft operation management system characterized in that the height of the layered region is designed based on the amount of fall calculated based on the time it takes for the aircraft to recover from a malfunction.

5. An aircraft operation management system according to claim 1, An aircraft operation management system characterized in that the height of the occupied area and the layered area is set to allow for a margin of safety for the movement of the aircraft expected to occur due to wind and intrusion avoidance.

6. An aircraft operation management system according to claim 2, An aircraft operation management system characterized in that, when the aircraft moves to another layered region, it releases the occupation of regions other than the layered region in which the aircraft is flying and the layered region adjacent in the vertical direction.

7. An aircraft operation management system for managing the flight path planning and takeoff / landing of aircraft at an airport with multiple parking areas, The aforementioned aircraft operation management system sets a layered region consisting of at least one layer above the airport and an occupied region around the aircraft, A three-dimensional object is defined as the occupied area of ​​the aircraft, which is a plane having an edge horizontally outward from the edge of the aircraft, extended vertically. The height of the occupied area is set to the height of the layered area in which the aircraft flies and the layered areas adjacent to it in the vertical direction. If there are multiple such aircraft, a flight path is set to move the aircraft so that the occupied areas of the aircraft do not come into contact with each other. The occupied area is set in the layered region in which the aircraft is flying, and in at least one of the layered regions adjacent to this layered region above and below it. The aircraft operation management system is characterized in that the layered region has a waiting region layer that permits horizontal movement of the aircraft in the occupied region where the aircraft is located, and a transition region layer that does not permit horizontal movement of the aircraft in the occupied region where the aircraft is located, and designs a vertical movement path.

8. An aircraft operation management system according to claim 7, An aircraft operation management system characterized in that the height of the layered region is higher than that of the transition region.

9. An aircraft operation management system according to claim 7, An aircraft operation management system characterized in that, in the event of an intrusion from the outside, the aircraft designs a path to avoid it within the occupied area.

10. An aircraft operation management system according to claim 7, An aircraft operation management system characterized in that the airport is equipped with sensors for detecting the position and status of the aircraft.

11. An aircraft operation management system according to any one of claims 1 to 10, The aircraft operation management system is characterized by having a vertical takeoff and landing function.

12. A method for managing aircraft operations at an airport equipped with a parking area, The aircraft operation management system manages the takeoff and landing of aircraft, A three-dimensional object, obtained by extending a plane with an edge horizontally outward from the edge of the aforementioned flying object in the vertical direction, is defined as the area occupied by the flying object. If there are multiple such aircraft, a flight path is set to move the aircraft so that the occupied areas of the aircraft do not come into contact with each other. A layered region consisting of at least one layer is set above the aforementioned airport, A method for managing the operation of an aircraft, characterized in that the height of the layered region is set higher than the height at which an aircraft flying over the lower end of the layered region does not affect an aircraft flying over the upper end of the layered region two layers below it.

13. A method for managing the operation of an aircraft according to claim 12, The method for managing the operation of an aircraft is characterized in that the aircraft has vertical takeoff and landing capabilities.

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