Relay port operation device and relay port operation method

Abstract

This relay port operation device operates a relay port which is provided so that a flying body delivers an object to be delivered and so that another delivery means, which differs from the flying body, receives the object to be delivered. A relay port operation device according to the present invention comprises: a reception unit that receives, as input information, an attribute of an object to be delivered and / or the last reception time of the object to be delivered; a delivery plan creation unit that uses the input information received by reception unit to create a delivery plan in which a flying body and another delivery means cooperate with each other via the relay port; an integrated operation management unit that manages operations of the flying body and the other delivery means, on the basis of the delivery plan created by the delivery plan preparation unit; and an output unit that outputs, to the flying body and / or the other delivery means, permission to move the object to be delivered when the distance from the relay port to the other delivery means becomes less than a prescribed distance.

Description

Repeater port operating device and repeater port operating method

[0001] The present invention relates to a trunk port operating device and a trunk port operating method.

[0002] Patent Document 1 discloses a traffic management device that manages the operation plans of a first transport aircraft that transports goods and a second transport aircraft that transports goods handed over from the first transport aircraft. The traffic management device described in Patent Document 1 includes an information acquisition unit that acquires first location information indicating the current location of the first transport aircraft, second location information indicating the current location of the second transport aircraft, and delivery destination information indicating the delivery destination of the goods, and a traffic management unit that creates a traffic plan by selecting a use relay position from a plurality of relay positions where the goods transported by the first transport aircraft can be handed over to the second transport aircraft based on the first location information, the second location information, and the delivery destination information.

[0003] Patent document 1 also describes that in order to minimize the time required to transfer items from a first transport aircraft that has arrived at a relay location to a second transport aircraft, the second transport aircraft is made to arrive at the relay location before the first transport aircraft arrives at the relay location.

[0004] Japanese Patent Application Laid-Open No. 2019-96126

[0005] However, the second transport aircraft may arrive at the relay location later than scheduled. In this case, if the delivery item is stored at the relay location until the second transport aircraft arrives, there is a risk of the delivery item being stolen or damaged.

[0006] An object of the present invention is to safely deliver items via relay ports.

[0007] According to one aspect of the present invention, a relay port operating device operates a relay port provided for an air vehicle to deliver deliveries and for other delivery means different from the air vehicle to receive the deliveries. The relay port operating device includes: a reception unit that receives at least one of attributes of the deliveries and a final receiving time of the deliveries as input information; a delivery plan creation unit that uses the input information received by the reception unit to create a delivery plan for linking the air vehicle and the other delivery means via the relay port; an integrated operation management unit that manages the operation of the air vehicle and the other delivery means based on the delivery plan created by the delivery plan creation unit; and an output unit that outputs a movement permission for the deliveries to at least one of the air vehicle and the other delivery means when the distance from the relay port to the other delivery means is less than a predetermined distance.

[0008] According to the present invention, deliveries can be delivered safely via relay ports.

[0009] FIG. 1 is a configuration diagram of a delivery system 10 according to this embodiment. FIG. 2 is a diagram illustrating an example of delivery route candidates. FIG. 3 is a schematic diagram of a delivery item holding area 131 and a delivery item handover area 132 set in a relay port 130. FIG. 4 is a block diagram illustrating an overview of the functions of the relay port operation device 100. FIG. 5 is a diagram illustrating an example of information displayed on an information terminal 142. FIG. 6 is a functional block diagram of the relay port operation device 100. FIG. 7 is a diagram illustrating delivery item attribute information. FIG. 8 is a diagram illustrating aircraft information. FIG. 9 is a diagram illustrating relay point information. FIG. 10 is a diagram illustrating space information. FIG. 11 is a diagram illustrating a space divided into flight airspace and candidate flight routes. FIG. 12 is a flowchart illustrating the flow of processing executed in the operation planning phase and the processing executed in the transportation phase. FIG. 13 is a flowchart illustrating details of the handover processing (step S150) of FIG. 12. FIG. 14 is a diagram illustrating an example in which the delivery item holding area 131 is set at a high altitude, such as a store rooftop. FIG. 15 is a diagram showing how the flying object 120 moves the delivery item 190 from the delivery item holding area 131 to the delivery item transfer area 132. FIG. 16 is a diagram showing an example in which the delivery item holding area 131 is set in the air. FIG. 17 is a diagram showing how the transport device 181 moves the delivery item 190 from the delivery item holding area 131 to the delivery item transfer area 132. FIG. 18 is a diagram showing an example in which another delivery means 140 enters the delivery item holding area 131 and moves the delivery item 190. FIG. 19 is a diagram showing an example in which the position of the other delivery means 140 is determined by the near-field authentication device 184 in the landing standby method.

[0010] Referring to the drawings, a delivery system 10 including a relay port operation device 100 according to an embodiment of the present invention will be described. FIG. 1 is a configuration diagram of the delivery system 10 according to this embodiment, and FIG. 2 is a diagram showing example delivery route candidates. As shown in FIGS. 1 and 2, the delivery system 10 includes a plurality of delivery means (aircraft 120, delivery personnel, dedicated delivery vehicles, etc.) that deliver goods (deliveries 190) from a delivery base 109 to a delivery destination 150, and a relay port operation device 100 that manages the operation of the plurality of delivery means and operates a relay port 130 that is provided at a relay point between the delivery base 109 and the delivery destination 150. The plurality of delivery means include a plurality of air vehicles 120 and a plurality of delivery means (hereinafter referred to as other delivery means) 140 that are different from the air vehicles 120. The relay port 130 is a destination to which the air vehicles 120 deliver the delivery items 190, and is provided so that the other delivery means 140 can receive the delivery items 190.

[0011] The relay port operation device 100 creates a delivery plan by determining the departure time, delivery time, delivery route, delivery means (air vehicle 120 and other delivery means 140) to be used for delivery of the delivery item 190, etc., and transmits the created delivery plan to each of the multiple delivery means. The means that make up the delivery system 10, such as the relay port operation device 100 and the multiple delivery means (air vehicle 120 and other delivery means 140), each have a communication device and are able to exchange information with each other.

[0012] As shown in FIG. 1 , the trunk port operation apparatus 100 includes a control device 110, a communication device 103, a display device 104, and an input device 105. The control device 110 controls the communication device 103 and the display device 104 based on information input via the communication device 103 and the input device 105. The input device 105 is a keyboard, a mouse, or the like, and is operated by a manager who manages deliveries. The display device 104 is a liquid crystal display device or the like. The manager operates the input device 105 to display information such as delivery status on the display screen of the display device 104. The manager also operates the input device 105 to update data (threshold values, data tables, etc.) stored in the storage device 102 of the control device 110.

[0013] The control device 110 is composed of a computer equipped with a processing device 101, a storage device 102, an input / output interface, and other peripheral circuits. These hardware components work together to run software and realize multiple functions. The controller may be composed of one computer or multiple computers. The processing device 101 is a processor such as a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or a DSP (Digital Signal Processor). The storage device 102 includes non-volatile memory such as a ROM (Read Only Memory), a flash memory, or a hard disk drive, as well as volatile memory known as a RAM (Random Access Memory).

[0014] The nonvolatile memory stores programs capable of executing various calculations. In other words, the nonvolatile memory is a storage medium from which the programs that realize the functions of this embodiment can be read. The volatile memory temporarily stores the results of calculations performed by the processing unit 101 and signals input from the input / output interface. The processing unit 101 is a device that loads the programs stored in the nonvolatile memory into the volatile memory and executes the calculations, and performs predetermined calculations on data taken in from the input / output interface and the storage unit 102 in accordance with the programs.

[0015] The input unit of the input / output interface converts signals input from various devices (such as the communication device 103 and the input device 105) into data that can be calculated by the processing device 101. The output unit of the input / output interface generates an output signal according to the calculation result in the processing device 101, and outputs the signal to various devices (such as the communication device 103 and the display device 104).

[0016] The air vehicle 120 is a device capable of autonomous flight while holding a delivery item 190. In this embodiment, an example will be described in which the air vehicle 120 is a drone; however, the air vehicle 120 may also be an unmanned small airplane, etc. The air vehicle 120 takes off from a departure point and flies to a destination along a target flight path based on instructions transmitted from the relay port operation device 100. The air vehicle 120 includes, for example, a rectangular housing body 121 and a plurality of blade rotors 122 provided on the housing body 121. The blade rotors 122 are driven by an electric motor (not shown). By controlling the rotational speed of each blade rotor 122, the air vehicle 120 can ascend, descend, fly along a target flight path, levitate (hover) at the same position in the sky, and the like.

[0017] The housing body 121 of the flying object 120 is provided with an flying object control device 123, a communication device 124, and a position and attitude sensor 125. The position and attitude sensor 125 has a position sensor 125a that detects the position of the flying object 120, and an attitude sensor 125b that detects the attitude of the flying object 120.

[0018] The position sensor 125a is for acquiring the position of the air vehicle 120. The attitude sensor 125b is for acquiring the orientation of the air vehicle 120. The position sensor 125a and the attitude sensor 125b each include, for example, an antenna for multiple GNSS (Global Navigation Satellite Systems) (hereinafter referred to as a GNSS antenna) and a positioning calculation device that calculates the position of the air vehicle 120 expressed in real coordinates in three-dimensional space and the azimuth angle, which is the angle from a reference orientation, based on satellite signals (GNSS radio waves) from multiple positioning satellites received by the GNSS antenna. The position of the air vehicle 120 is expressed, for example, by the position coordinates of the air vehicle 120 in a geographic coordinate system (global coordinate system). Note that the orientation sensor 125b may also include, for example, an IMU (Inertial Measurement Unit) and a calculation device that calculates the orientation of the air vehicle 120 based on angular acceleration information detected by the IMU.

[0019] Like the control device 110, the aircraft control device 123 is composed of a computer equipped with a processing device, a storage device, an input / output interface, and other peripheral circuits. The aircraft control device 123 transmits position and attitude information of the aircraft 120 detected by the position and attitude sensor 125 to the relay port operation device 100 via the communication device 124. The position and attitude information of the aircraft 120 includes the position of the aircraft 120 in a geographic coordinate system and the inclination angle (yaw angle, roll angle, pitch angle) of the aircraft 120. The aircraft control device 123 also acquires flight plan information including a target flight path from the relay port operation device 100 via the communication device 124. The target flight path is composed of, for example, position coordinates constituting a path in a plane parallel to the horizontal plane and a flight altitude at each position coordinate. Note that the target flight path may also be composed of multiple three-dimensional position coordinates. The aircraft control device 123 flies the aircraft 120 along the target flight path based on the flight plan information.

[0020] The housing body 121 of the flying object 120 is provided with a holding arm 126 capable of holding the delivery item 190. The flying object control device 123 controls the opening and closing of the holding arm 126. The flying object control device 123 unloads the delivery item 190 by opening the holding arm 126.

[0021] The other delivery means 140 is a means capable of autonomously moving while holding the delivery item 190. Examples of the other delivery means 140 include vehicles such as bicycles, motorcycles, and automobiles, delivery personnel who deliver the delivery item using a vehicle, delivery personnel who deliver the delivery item on foot, and users 149.

[0022] As shown in Figure 2, delivery item 190 is sent from delivery base 109 and delivered to delivery destination 150 via relay points. A storage facility owned by the delivery company is installed at relay point A. A security box is installed at relay point B. A permanent staff member is always present at relay point C to manage delivery item 190.

[0023] At relay point D, only relay port 130 is installed, and there are no storage facilities, security boxes, or permanent staff on-site. Therefore, at relay point D, there is a risk of theft or damage to delivery item 190 between the time when delivery item 190 arrives at relay point D and the time when delivery item 190 is handed over to other delivery means 140. Therefore, in this embodiment, a delivery holding area (inaccessible area) to which access from outside is prohibited is provided at relay port 130, and delivery item 190 is held in the delivery holding area until other delivery means 140 is located near relay port 130.

[0024] FIG. 3 is a schematic diagram of a delivery holding area 131 and a delivery delivery area 132 set in a relay port 130. As shown in FIG. 3, the delivery holding area 131 and the delivery delivery area 132 are set in the relay port 130. The delivery holding area 131 is set, for example, on the roof of a store such as a convenience store. The delivery holding area 131 may also be formed by a structure that can physically block contact and intrusion from outside (hereinafter also referred to as an intrusion prevention structure). The delivery holding area 131 set on the roof of a store cannot be accessed by third parties without the use of a ladder or the like. If an intrusion prevention structure such as a fence or wall is installed, the area surrounded by the fence or wall is set as the delivery holding area 131. The delivery holding area 131 may also be set in the air at a predetermined height or higher. When the delivery holding area 131 is set in the air, the air vehicle 120 does not unload the delivery 190 but holds the delivery 190 in the air.

[0025] The delivery transfer area 132 is set in a location on the ground or the like that is accessible by other delivery means 140. There is a possibility that a third party may also access the delivery transfer area 132. For this reason, the relay port operation device 100 according to this embodiment controls various devices such as the air vehicle 120 so as to minimize the time that the delivery 190 is left in the delivery transfer area 132.

[0026] 4 is a block diagram illustrating an outline of the functions of relay port operation apparatus 100. As shown in FIG. 4, relay port operation apparatus 100 acquires delivery information such as delivery item attribute information, aircraft information, relay point information, and spatial information from data server 160.

[0027] Furthermore, the trunk port operation apparatus 100 acquires user information from the user interface 151. The user information includes information on the delivery destination (location) such as the address of the user 149, the desired delivery date and time, the name and telephone number of the user 149, etc. The user interface 151 is a smartphone, a personal computer, etc. The user 149 inputs the user information using the user interface 151, and the user interface 151 transmits the user information to the trunk port operation apparatus 100 via a communication device mounted on the user interface 151.

[0028] Relay port operation device 100 creates a delivery plan based on delivery information acquired from data server 160 and user information acquired from user interface 151. Relay port operation device 100 transmits flight plan information included in the created delivery plan to aircraft 120. Aircraft 120 flies based on the flight plan information. Aircraft 120 transmits dynamic information such as the current position and speed of aircraft 120 to relay port operation device 100.

[0029] Relay port operation device 100 transmits information such as the location information of the relay points included in the created delivery plan and the time when air vehicle 120 will arrive at the relay points to other delivery means 140. In addition, relay port operation device 100 transmits the current delivery status, such as information indicating whether movement from relay port 130 is permitted, to other delivery means 140.

[0030] The other delivery means 140 is equipped with an information terminal 142. The information terminal 142 may be a smartphone carried by the delivery person or an on-board device mounted on the delivery vehicle 141. The information terminal 142 of the other delivery means 140 is equipped with a position sensor that detects the position of the other delivery means 140 and a terminal communication device that transmits the position detected by the position sensor to the relay port operation device 100 and receives various instructions and notifications from the relay port operation device 100. The position sensor of the other delivery means 140 is configured to include, for example, a GNSS antenna and a positioning calculation device, similar to the position sensor 125a of the air vehicle 120. When the other delivery means 140 receives instructions or notifications from the relay port operation device 100, it presents the information to the delivery person.

[0031] 5 is a diagram showing an example of information displayed on the information terminal 142. As shown in Fig. 5, the information terminal 142 includes a display device 143a such as a liquid crystal display, an input device 143b such as a touch sensor provided on the display screen of the display device 143a, and a terminal control device (not shown) that controls the display device 143a and the terminal communication device in response to an input signal from the input device 143b. The terminal control device (not shown), like the control device 110, is configured by a computer including a processing device, a storage device, an input / output interface, and other peripheral circuits.

[0032] The display device 143a displays a map display screen 144a that displays map information and a relay point status display screen 144b that displays the status of relay points. The map display screen 144a displays the current location 144c of the information terminal 142 (the current location of the other delivery means 140), a map of a predetermined area centered on the current location 144c, and multiple relay points 144d within the predetermined area. The relay point status display screen 144b displays relay point identification information, arrival time information, and delivery status information. In the illustrated example, the relay point identification information is information (relay point A, relay point B, relay point C) that identifies the relay points to which the delivery 190 from the air vehicle 120 is being transported. Note that the relay point identification information may also display an address indicating the location of the relay point. The arrival time information displayed on the display screen of the display device 143a is the actual arrival time if the delivery item 190 has arrived at the destination (relay point), and is the scheduled arrival time if the delivery item 190 has not yet arrived at the destination (relay point).

[0033] The relay port operation device 100 transmits instructions and notification information to a plurality of other delivery means 140 that exist within a predetermined range including the relay point. When a relay point selection operation is performed on one of the information terminals 142 of the plurality of other delivery means 140, the information terminal 142 determines the selected relay point as the destination (transport destination) for the other delivery means 140. The information terminal 142 transmits a message to the relay port operation device 100 that the relay point has been selected. In order to prevent the selected relay point from being selected in duplicate by the information terminal 142 of another other delivery means 140, the relay port operation device 100 executes processing to prohibit the operation of selecting the relay point as a transport destination.

[0034] In the illustrated example, relay point A is selected as the next transportation destination (i.e., destination). When relay point A is selected, information terminal 142 displays a hollow triangular mark 144e indicating that relay point A has been selected on map display screen 144a, and also displays a thick frame indicating that relay point A has been selected on relay point status display screen 144b.

[0035] The delivery item status information displayed on the information terminal 142 includes a "◯" mark indicating that the delivery item 190 that has arrived at the destination is in a state where movement is permitted, an "X" mark indicating that the delivery item 190 has not yet arrived at the destination, and a "Waiting" message indicating that the delivery item 190 has arrived at the destination but movement of the delivery item 190 is not permitted.

[0036] 6 is a functional block diagram of relay port operation device 100. Relay port operation device 100 functions as a reception unit 111, a delivery plan creation unit 112, an integrated operation control unit 113, and an output unit 114. The functions of delivery plan creation unit 112 and integrated operation control unit 113 are performed by control device 110. The functions of reception unit 111 and output unit 114 are performed by control device 110 and communication device 103.

[0037] The reception unit 111 receives as input information delivery item attribute information, air vehicle information, relay point information, and spatial information from the data server 160, as well as the desired delivery date and time from the user interface 151. The delivery plan creation unit 112 uses the input information received by the reception unit 111 to create a delivery plan in which the air vehicle 120 and the other delivery means 140 cooperate via the relay port 130. The integrated operation management unit 113 manages the operation of the air vehicle 120 and the other delivery means 140 based on the delivery plan created by the delivery plan creation unit 112. The output unit 114 outputs a movement permission for the delivery item 190 to at least one of the air vehicle 120 and the other delivery means 140 when the distance D1 from the relay port 130 to the other delivery means 140 is less than a predetermined distance D0. The movement permission for the delivery item 190 means that at least one of the air vehicle 120 and the other delivery means 140 is permitted to move the delivery item 190 near the relay port 130.

[0038] As shown in Fig. 4, delivery item attribute information is stored in a delivery item attribute database 161 of the data server 160. Air vehicle information is stored in an air vehicle database 162 of the data server 160. Relay point information is stored in a relay point database 163 of the data server 160. Spatial information is stored in a spatial information database 164 of the data server 160.

[0039] 7 is a diagram showing delivery item attribute information. As shown in FIG. 7, the delivery item attribute information, which includes delivery item identification information 161a, desired delivery date and time 161b, delivery destination (location) 161c, weight 161d of the delivery item 190, size 161e of the delivery item 190, impact resistance value 161f, weather resistance / temperature information 161g, confidential information 161h, installation orientation 161i, and type 161j of the delivery item 190, are stored in association with each delivery item 190.

[0040] The delivery item identification information 161a is information for identifying the delivery item 190. The desired delivery date and time 161b is the date and time at which the user 149 desires delivery. The desired delivery date and time 161b is updated by information sent from the user interface 151. The other delivery means 140 delivers the delivery item 190 so that it arrives at the delivery destination 150 at the desired delivery date and time 161b. The desired delivery date and time 161b is the date and time at which the delivery item is to be received at the final point on the delivery route. Therefore, the desired delivery date and time 161b corresponds to the final receipt date and time (final receipt date and final receipt time) of the user 149. The delivery destination (location) 161c is the location coordinates of the delivery destination 150 in a geographic coordinate system.

[0041] 8 is a diagram showing flying object information. As shown in Fig. 8, flying object information, which includes flying object identification information 162a, maximum transportable size 162b, maximum transportable weight 162c, characteristic data 162d of available flight time, and standard speed 162e, is stored in association with each flying object 120.

[0042] The air vehicle identification information 162a is information for identifying the air vehicle 120. The maximum transportable size 162b is the maximum size (length L x width W x height H) that the air vehicle 120 can carry. The maximum transportable weight 162c is the maximum weight that the air vehicle 120 can carry. The flight time characteristic data 162d is a data table or mathematical data that specifies the relationship between wind speed, the weight of the delivery item 190, and the flight time. The standard speed 162e corresponds to, for example, the speed of the air vehicle 120 when the air vehicle 120 is not carrying a delivery item 190 and the wind speed is 0 [m / s].

[0043] 9 is a diagram showing relay point information. As shown in Fig. 9, relay point information, which includes relay point identification information 163a, wind condition information 163b, precipitation amount 163c, snowfall amount 163d, temperature 163e, regulation information 163f, security information 163g, charging facility information 163h, and position detection means 163i, is stored in association with each relay point.

[0044] The relay point identification information 163a is information for identifying the relay point and includes the location coordinates of the relay point in a geographic coordinate system. The wind condition information 163b is information indicating the wind direction and wind speed at the relay point. The precipitation amount 163c is the amount of rainfall at the relay point, and the snowfall amount 163d is the increase in snowfall height (snowfall amount) per unit time at the relay point. The wind condition information 163b, precipitation amount 163c, snowfall amount 163d, and temperature 163e at the relay point are observed by an environmental sensor 180 (see FIG. 1) installed near the relay point. The restriction information 163f is information indicating whether or not there are restrictions on the flight of the flying object 120 into the airspace of the relay point, and is provided by the restriction information providing device 172 (see FIG. 1). The security information 163g is information indicating the relay method in the delivery holding area 131. The charging facility information 163h is information indicating whether or not a charging facility is available at the relay point. The position detection means 163i is information indicating the means for detecting the relative position between the relay point and the other delivery means 140, and includes, for example, facial recognition, code recognition using a QR code (registered trademark), and position information of the other delivery means 140.

[0045] 10 is a diagram showing spatial information. As shown in FIG. 10, the spatial information, which includes space identification information 164a, obstacle information 164b, wireless status information 164c, wind condition vector 164d, precipitation amount 164e, snowfall amount 164f, temperature 164g, and regulation information 164h, is stored in association with each space. Here, a space is a rectangular parallelepiped space with a predetermined length, width, and height, and is formed by dividing the flight airspace of the aircraft 120.

[0046] 11 is a diagram showing spaces obtained by dividing the flight airspace and candidate flight paths. As shown in FIG. 11, a space (hereinafter also referred to as a small divided space) 173 according to this embodiment is a cubic space with equal length, width, and height. The position coordinates of the center point of the small divided space 173 in a spatial coordinate system are stored in the spatial information database 164 as space identification information 164a. The spatial coordinate system is an orthogonal coordinate system with the origin at a reference position in the flight airspace.

[0047] As shown in FIG. 10 , the space identification information 164a is information for identifying the small divided space 173. The obstacle information 164b is information indicating whether or not an obstacle is present within the small divided space 173. Examples of obstacles include structures such as buildings, birds, and flying objects such as drones. The data server 160 determines whether or not an obstacle is present within the small divided space 173 based on the detection results of multiple environmental sensors 180 installed in the flight airspace, and stores the determination result as obstacle information 164b. The wireless status information 164c is information indicating the communication strength (communication level) within the small divided space 173 and is provided by the communication carrier 171 (see FIG. 1 ). The wind condition vector 164d is a vector indicating the wind direction and wind speed within the small divided space 173. The data server 160 calculates and stores the wind condition vector for the small divided space 173 based on the detection results of the multiple environmental sensors 180. The amount of precipitation 164e, amount of snowfall 164f, and temperature 164g in the small divided space 173 are the same information as the amount of precipitation 163c, amount of snowfall 163d, and temperature 163e at the relay point described above, and are observed by a plurality of environmental sensors 180 installed in the flight airspace. The restriction information 164h is information indicating whether or not there are restrictions on the flight of the flying object 120 within the small divided space 173, and is provided by the restriction information providing device 172 (see FIG. 1).

[0048] An example of the flow of processing executed by the control device 110 of the relay port operation apparatus 100 will be described with reference to Fig. 12 and Fig. 13. Fig. 12 is a flowchart showing the flow of processing executed in the operation planning phase and the flow of processing executed in the transportation phase. The processing shown in Fig. 12 is repeatedly executed by the relay port operation apparatus 100 at a predetermined control period.

[0049] As shown in FIG. 12, in step S110, the delivery plan creation unit 112 acquires delivery information (delivery item attribute information, aircraft information, relay point information, and spatial information) from the data server 160, and proceeds to step S115.

[0050] In step S115, the delivery plan creation unit 112 creates a delivery plan. The delivery plan creation process is performed, for example, as follows. First, the delivery plan creation unit 112 selects an available air vehicle 120 based on the weight 161d and size 161e of the delivery item 190 and the maximum transportable weight 162c and maximum transportable size 162b of the air vehicle 120. For example, the delivery plan creation unit 112 selects an air vehicle 120 whose maximum transportable weight 162c is equal to or less than the weight of the delivery item 190 and whose maximum transportable size 162b is equal to or less than the size 161e of the delivery item 190. If there are multiple selected air vehicles 120, the air vehicle 120 with the relatively small maximum transportable size 162b and maximum transportable weight 162c is determined to be the air vehicle 120 to be used for delivery.

[0051] Next, the delivery plan creation unit 112 selects, for example, multiple relay ports 130a, 130b, and 130c located between the delivery base 109 and the delivery destination 150, as shown in FIG. 11 , based on the location of the delivery base 109 and the delivery destination (location) 161c, which are delivery attribute information, both of which are stored in advance in the storage device 102. The delivery plan creation unit 112 generates routes 174 (174a, 174b, and 174c) from the delivery base 109 to each of the relay ports 130a, 130b, and 130c. The routes 174a, 174b, and 174c are set so as to pass through small divided spaces 173 that satisfy the following route conditions, and so as to make the route length as short as possible:

[0052] The route conditions are met when all of the following (Condition 1) to (Condition 7) are met, and are not met when any one of (Condition 1) to (Condition 7) is not met. (Condition 1) There are no obstacles. That is, the obstacle information 164b is set to "none." (Condition 2) The wireless conditions are good. For example, the communication strength (communication level) as the wireless condition information 164c is equal to or greater than the strength threshold. (Condition 3) The magnitude (wind speed) of the wind condition vector 164d is less than the wind speed threshold. (Condition 4) The precipitation amount 164e is less than the precipitation threshold. (Condition 5) The snowfall amount 164f is less than the snowfall threshold. (Condition 6) The temperature 164g is equal to or greater than the first temperature threshold and less than the second temperature threshold. (Condition 7) The restriction information 164h is set to "none."

[0053] The delivery plan creation unit 112 refers to characteristic data 162d of the available flight time determined by the specifications of the air vehicle 120, and calculates the available flight time based on the weight 161d of the delivery item 190 and the average value of the magnitude (wind speed) of the wind condition vector 164d of the multiple divided spaces 173 that include the route 174. Note that the available flight time determined by the characteristic data 162d is the value when the battery of the air vehicle 120 is fully charged. Therefore, the available flight time may be corrected based on the current battery charge rate of the air vehicle 120, etc.

[0054] The delivery plan creation unit 112 calculates the flight maintenance limit time t1 by subtracting the return time from the calculated flight time. The flight maintenance limit time t1 is the limit time that the aircraft 120 can fly while holding the delivery item 190. The return time is calculated based on the standard speed 162e of the aircraft 120 and the route length of the route 174 connecting the relay port 130 and the delivery base 109.

[0055] The storage device 102 stores a data table (hereinafter referred to as the permissible quality-keeping time table) in which the type 161j of the delivery 190 is associated with an allowable quality-keeping time t2. The allowable quality-keeping time t2 is an allowable time for maintaining the quality of the delivery 190. For example, the allowable quality-keeping time t2 set for a delivery 190 whose type 161j is a perishable item that requires refrigeration is shorter than the allowable quality-keeping time t2 set for a delivery 190 whose type 161j is an electronic device that does not require refrigeration. The delivery plan creation unit 112 refers to the allowable quality-keeping time table and calculates the allowable quality-keeping time t2 based on the type 161j of the delivery 190. The delivery plan creation unit 112 may also correct the allowable quality-keeping time t2 based on the average value of the air temperatures 164g of the multiple divided spaces 173 that comprise the route 174.

[0056] The delivery plan creation unit 112 compares the calculated flight hold limit time t1 with the quality hold allowable time t2 and determines the smaller one as the delivery hold time t3. The delivery plan creation unit 112 calculates the departure time of the air vehicle 120 based on the desired delivery date and time 161b, the delivery hold time t3, and the predicted delivery time by the other delivery means 140.

[0057] For example, the delivery plan creation unit 112 calculates a time that is earlier than the desired delivery date and time 161b by the predicted delivery time as the relay port receipt time. The delivery plan creation unit 112 determines a time that is earlier than the relay port receipt time by the delivery holding time t3 as the departure time of the air vehicle 120.

[0058] The delivery plan creation unit 112 identifies other delivery means 140 that are present near the relay port 130 within a predetermined time period that includes the time of receipt at the relay port. Other delivery means 140 that are present near the relay port 130 are assumed to be employees of a delivery company that is in charge of a predetermined area that includes the relay port 130. If the delivery plan creation unit 112 determines that there are no other delivery means 140 present near the relay port 30 within the above time period, it excludes the relay port 30 from candidates for the transport destination.

[0059] The delivery plan creation unit 112 assigns priorities to each of the multiple routes 174a, 174b, 174c that connect the multiple relay ports 130a, 130b, 130c and the delivery base 109, which satisfy predetermined conditions. For example, the delivery plan creation unit 112 assigns a higher priority to the route from the relay port 130 to the delivery destination 150, the shorter the route length. Note that the method of assigning priorities is not limited to this, and the shorter the route length from the delivery base 109 to the relay port 130, the higher the priority may be. Furthermore, the method of assigning priorities may be changed depending on the type 161j of the delivery item 190.

[0060] As described above, the delivery plan creation unit 112 creates a delivery plan by determining the air vehicle 120 to be used, one or more relay ports 130 and route 174 to be used, the departure time of the air vehicle 120, etc., and proceeds to step S120 shown in Fig. 12. In step S120, the delivery plan creation unit 112 registers a relay method corresponding to the destination relay port 130. The relay method is determined by the security information 163g shown in Fig. 9.

[0061] For example, if the security information 163g is "rooftop arrival," the arrival and return method is registered as the relay method. The arrival and return method is a relay method in which the air vehicle 120 immediately returns after unloading the delivery item 190 in the delivery item holding area 131, and the other delivery means 140 takes the delivery item 190 from the delivery item holding area 131. Furthermore, if the security information 163g is "air hovering area," the airborne waiting method is registered as the relay method. The airborne waiting method is a relay method in which the air vehicle 120 holding the delivery item 190 waits in the delivery item holding area 131 in the air, and when the other delivery means 140 comes near the relay port 130, the air vehicle 120 moves to the delivery delivery area 132 and unloads the delivery item 190. If the security information 163g is "rooftop waiting," the landing and waiting method is registered as the relay method. The landing standby method is a relay method in which the aircraft 120 lands in a delivery holding area 131, and when another delivery means 140 comes near the relay port 130, the aircraft 120 is moved to a delivery delivery area 132 to unload the delivery 190.

[0062] As shown in FIG. 12 , in the next step S125, the integrated traffic control unit 113 monitors whether the current time has reached the departure time included in the delivery plan. The delivery item 190 is loaded onto the air vehicle 120 in advance. When the integrated traffic control unit 113 determines that the current time has reached the departure time, the output unit 114 transmits a transport instruction to the air vehicle 120 to transport the delivery item 190 to the relay port 130. Upon receiving the transport instruction, the air vehicle 120 takes off from the delivery base 109 and begins transporting the delivery item 190 along the route 174 included in the delivery plan. In addition, in step S125, the output unit 114 transmits notification information indicating that transportation by the air vehicle 120 has begun to other delivery means 140 that are located within a predetermined range including the destination of the air vehicle 120.

[0063] In the next step S130, the integrated traffic control unit 113 acquires status information such as the current position and speed of the flying object 120. As a result, the status information is shared between the flying object 120 and the integrated traffic control unit 113.

[0064] In the next step S135, the integrated traffic control unit 113 determines whether there has been a change in the situation. For example, the integrated traffic control unit 113 determines that there has been a change in the situation if at least one of the following (Condition A) to (Condition C) is met. The integrated traffic control unit 113 determines that there has been no change in the situation if all of (Condition A) to (Condition C) are not met. (Condition A) There is no available waiting space in the delivery holding area 131 of the destination relay port 130. (Condition B) There is no other delivery means 140 near the destination relay port 130. (Condition C) The delivery holding area 131 of the destination relay port 130 is set in the air, and the weather has deteriorated to the point where airborne waiting is difficult.

[0065] (Condition A) is satisfied, for example, when another aircraft 120 that has made an emergency landing is waiting in the delivery holding area 131. Information about the emergency landing is transmitted to the relay port operation device 100 from the aircraft 120 that has made the emergency landing or from the relay port 130 at the emergency landing destination. The integrated operation control unit 113 can determine whether (Condition A) is satisfied based on the status information of each aircraft 120 and information from the relay port 130.

[0066] (Condition B) is satisfied when another delivery means 140 that was supposed to be near the relay port 130 is not present within a predetermined range including the relay port 130 due to an unforeseen event such as a breakdown of the delivery vehicle 141. Information about the unforeseen event of the other delivery means 140 is transmitted from the other delivery means 140 to the relay port operating device 100. The integrated operation control unit 113 can determine whether (Condition B) is satisfied based on the information about the unforeseen event transmitted from the other delivery means 140.

[0067] Condition C is satisfied when the weather at the relay port 130 changes from good to bad. The integrated traffic control unit 113 determines that Condition C is satisfied when any one of the wind speed, precipitation amount 163c, and snowfall amount 163d included in the wind condition information 163b for the relay port 130 is equal to or greater than a corresponding threshold value.

[0068] If it is determined in step S135 that there has been a change in the situation, the process proceeds to step S140, and if it is determined that there has not been a change in the situation, the process proceeds to step S145.

[0069] In step S140, the integrated traffic management unit 113 executes a process for determining whether or not the destination of the air vehicle 120 needs to be changed. The integrated traffic management unit 113 determines whether delivery to another relay port 130 is possible based on the difference from the original plan due to changes in circumstances and information on candidate relay ports 130 to change to. If it is determined that delivery to the original destination relay port 130 is not possible, the integrated traffic management unit 113 changes the destination of the air vehicle 120 to another relay port 130 to which delivery is possible. Furthermore, the integrated traffic management unit 113 registers the relay method of the new destination relay port 130 after the change. Note that if it is determined that delivery to the original destination relay port 130 is possible, the integrated traffic management unit 113 does not change the destination.

[0070] For example, even when (Condition A) is satisfied, a waiting space may become available after a predetermined time has elapsed. In such a case, the integrated traffic control unit 113 determines whether or not the vehicle can move to the waiting space by the relay port reception time, even if the vehicle waits at a predetermined location on the route for a predetermined time. If it is determined that the vehicle can move to the waiting space by the relay port reception time, the integrated traffic control unit 113 determines that delivery to the original destination, relay port 130, is possible. On the other hand, if it is determined that the vehicle cannot move to the waiting space by the relay port reception time, the integrated traffic control unit 113 determines that delivery to the original destination, relay port 130, is impossible.

[0071] When the process of determining whether or not the destination of the air vehicle 120 needs to be changed (step S140) is completed, the process proceeds to step S145. In step S145, the integrated traffic control unit 113 determines whether or not the air vehicle 120 has arrived at the relay port 130 based on the location information included in the status information of the air vehicle 120 acquired in step S130 and the location information of the relay port 130.

[0072] In step S145, if the distance from the reference position of relay port 130 to the position of aircraft 120 is equal to or greater than the distance threshold for determining arrival, integrated traffic control unit 113 determines that aircraft 120 has not arrived at relay port 130. In this case, processing returns to step S130. In step S145, if the distance from the reference position of relay port 130 to the position of aircraft 120 is less than the distance threshold for determining arrival, integrated traffic control unit 113 determines that aircraft 120 has arrived at relay port 130. In this case, processing proceeds to step S150.

[0073] Fig. 13 is a flowchart showing details of the delivery process (step S150) of Fig. 12. When the delivery process (step S150) of Fig. 12 is started, as shown in Fig. 13, first, in step S160, the output unit 114 transmits a movement instruction to the flying object 120 to move the delivery item 190 to the delivery item holding area 131. Upon receiving the movement instruction, the flying object control device 123 moves the flying object 120 to the delivery item holding area 131.

[0074] In the next step S163, the integrated traffic control unit 113 determines whether the air vehicle 120 has arrived at the delivery holding area 131. For example, when a signal indicating arrival at the delivery holding area 131 is transmitted from the air vehicle 120, the integrated traffic control unit 113 determines that the air vehicle 120 has arrived at the delivery holding area 131. Note that the determination method is not limited to this. For example, the integrated traffic control unit 113 may determine whether the air vehicle 120 has arrived at the delivery holding area 131 based on the position information of the air vehicle 120. The processing of step S163 is repeatedly executed at a predetermined control cycle until a positive determination is made. If a positive determination is made in step S163, the processing proceeds to step S166.

[0075] In step S166, the integrated traffic control unit 113 determines whether the registered relay method is a standby method. If neither the airborne standby method nor the landing standby method is registered as the relay method, it is determined that the relay method is not a standby method, and the process proceeds to step S169. If the airborne standby method or the landing standby method is registered as the relay method, it is determined that the relay method is a standby method, and the process proceeds to step S175.

[0076] In step S169, the output unit 114 transmits a delivery arrival instruction to have the air vehicle 120 arrive at the delivery point. When the air vehicle control device 123 receives the delivery arrival instruction, it lands the air vehicle 120 in the delivery holding area 131, unloads the delivery 190, and then causes the air vehicle 120 to take off again. When unloading is complete, the process proceeds to step S172.

[0077] In step S172, the output unit 114 transmits a return instruction to the flying object 120. Upon receiving the return instruction, the flying object control device 123 moves the flying object 120 to the delivery base 109.

[0078] In step S175, the integrated operation control unit 113 determines whether the registered relay method is the airborne waiting method or the landing waiting method. If the registered relay method is the airborne waiting method, the process proceeds to step S178, and if the registered relay method is the landing waiting method, the process proceeds to step S181.

[0079] In step S178, the output unit 114 transmits a hovering instruction to the flying object 120. When the flying object control device 123 receives the hovering instruction, it causes the flying object 120 to hover while holding the delivery item 190.

[0080] In step S181, the output unit 114 transmits a landing instruction to the flying object 120. Upon receiving the landing instruction, the flying object control device 123 causes the flying object 120 to land in the delivery item holding area 131. Note that the flying object 120 continues to hold the delivery item 190 after landing.

[0081] When the processing of steps S172, S178, and S181 is completed, the processing proceeds to step S183. In step S183, the integrated traffic control unit 113 calculates the remaining time t5 by subtracting the elapsed time t4 from the departure time of the air vehicle 120 from the delivery holding time t3 (t5 = t3 - t4).

[0082] In the next step S184, the integrated traffic control unit 113 determines whether the remaining time t5 is less than the time threshold value t0. If it is determined that the remaining time t5 is equal to or greater than the time threshold value t0, the process proceeds to step S187. If it is determined that the remaining time t5 is less than the time threshold value t0, the process proceeds to step S196. Note that the processes of steps S183 and S184 are omitted if the process of step S172 has been executed.

[0083] In step S187, the integrated traffic control unit 113 detects the position of the other delivery means 140. In the next step S190, the integrated traffic control unit 113 determines whether the distance D1 from the relay port 130 to the other delivery means 140 is less than a predetermined distance D0 based on the detection result of step S187. Note that the distance D1 may be the straight-line distance from the relay port 130 to the other delivery means 140, or the shortest distance (path) along a road. The predetermined distance (distance threshold) D0 is predetermined and stored in the storage device 102. If it is determined that the distance D1 is equal to or greater than the predetermined distance D0, the process returns to step S183. If it is determined that the distance D1 is less than the predetermined distance D0, the process proceeds to step S193. In step S193, the output unit 114 transmits a movement permit for the delivery item 190 in the delivery holding area 131 to at least one of the air vehicle 120 and the other delivery means 140, depending on the relay method. The method of detecting the location of the other delivery means 140 and the mode of movement permission are adopted according to the facilities and relay method of the relay port 130. The details of the method of detecting the location of the other delivery means 140 and the mode of movement permission will be described later.

[0084] In the next step S196, if the flying object 120 is at the relay port 130, the output unit 114 transmits a return instruction to the flying object 120. If the waiting method is the airborne waiting method or the landing waiting method, the flying object 120 is at the relay port 130, so a return instruction is transmitted to the flying object 120. Upon receiving the return instruction, the flying object control device 123 moves the flying object 120 to the delivery base 109. Note that the processing of step S196 is omitted if the processing of step S172 is being executed. When the processing of step S196 is completed or omitted, the receiving processing (step S150 in FIG. 12 ) ends.

[0085] The details of the method for detecting the location of the other delivery means 140 and the mode of movement permission will be described with reference to Figures 14 to 18. Figure 14 is a diagram showing an example in which a delivery holding area 131 is set at a high place such as the rooftop of a store. Figure 15 is a diagram showing how an air vehicle 120 moves a delivery 190 from the delivery holding area 131 to a delivery handover area 132.

[0086] When the relay method is the landing and waiting method, as shown in FIG. 14, the air vehicle 120 lands in the delivery item holding area 131 and waits there until it receives a movement permit (S166, S175, S181 in FIG. 13). The reception unit 111 detects the location of the other delivery means 140 by receiving the location of the other delivery means 140 transmitted from the other delivery means 140 (S187 in FIG. 13). The integrated traffic management unit 113 calculates the distance D1 from the relay port 130 to the other delivery means 140 based on the location of the other delivery means 140 and the location of the relay port 130 pre-stored in the storage device 102 (S190 in FIG. 13). The integrated traffic management unit 113 compares the calculated distance D1 with a distance threshold (predetermined distance) D0 stored in the storage device 102 and determines whether the distance D1 is less than the predetermined distance D0 (S190 in FIG. 13).

[0087] When the integrated operation control unit 113 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0, the output unit 114 transmits to the air vehicle 120 permission to move the delivery 190 from the delivery holding area 131 to the delivery transfer area 132 (S193 in FIG. 13 ). As shown in FIG. 15 , when the air vehicle control device 123 receives the movement permission, it causes the air vehicle 120 to take off and move the air vehicle 120 from the delivery holding area 131 to the delivery transfer area 132. Thus, in the example shown in FIG. 15 , the movement permission output from the output unit 114 to the air vehicle 120 corresponds to an operation command indicating that the delivery 190 held in the delivery holding area 131 may be moved to the delivery transfer area 132. Note that the output unit 114 also outputs the movement permission to the other delivery means 140. The movement permission output from the output unit 114 to the other delivery means 140 corresponds to a notification indicating that the delivery item 190 held in the delivery item transfer area 132 may be moved, i.e., that the delivery item 190 may be taken out of the relay port 130.

[0088] 16 is a diagram showing an example in which the delivery holding area 131 is set in the air. When the relay method is the airborne waiting method, as shown in FIG. 16, the air vehicle 120 hovers in the delivery holding area 131 and waits there until it receives a movement permission (S166, S175, S178 in FIG. 13). When the integrated traffic control unit 113 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0, the output unit 114 transmits a movement permission for the delivery 190 from the delivery holding area 131 to the delivery transfer area 132 to the air vehicle 120, which is waiting in the airborne delivery holding area 131 while holding the delivery 190 (S187, S190, S193 in FIG. 13). When the air vehicle control device 123 receives the movement permission, it moves the air vehicle 120 from the delivery holding area 131 to the delivery transfer area 132. Thus, in the example shown in Figure 16, the movement permission output from the output unit 114 to the air vehicle 120 corresponds to an operation command indicating that the delivery item 190 held in the delivery holding area 131 may be moved to the delivery transfer area 132. The output unit 114 also outputs the movement permission to the other delivery means 140. The movement permission output from the output unit 114 to the other delivery means 140 corresponds to a notification indicating that the delivery item 190 held in the delivery transfer area 132 may be moved, i.e., that the delivery item 190 may be taken out of the relay port 130.

[0089] 17 is a diagram showing how a conveying device 181 moves a delivery 190 from a delivery holding area 131 to a delivery transfer area 132. In the example shown in FIG. 17, the conveying device 181 is provided in the relay port 130. The conveying device 181 is a device that conveys the delivery 190 from the delivery holding area 131 to the delivery transfer area 132. The conveying device 181 is, for example, a belt conveyor or an autonomously traveling conveying vehicle. The conveying device 181 is equipped with a conveyance control device and a communication device, and exchanges information with the relay port operation device 100.

[0090] When the relay method is the arrival and return method, the air vehicle 120 drops off the delivery 190 in the delivery holding area 131 and then returns to the delivery base 109 (S166, S169, S172 in FIG. 13 ). When the integrated operation control unit 113 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0, the output unit 114 transmits to the conveyance device 181 permission to move the delivery 190 from the delivery holding area 131 to the delivery delivery area 132 (S187, S190, S193 in FIG. 13 ). When the conveyance control device receives the permission to move via the communication device, it causes the conveyance device 181 to move the delivery 190 from the delivery holding area 131 to the delivery delivery area 132. 17 , the movement permission output from the output unit 114 to the transport device 181 corresponds to an operation command indicating that the delivery item 190 held in the delivery holding area 131 may be moved to the delivery transfer area 132. The output unit 114 also outputs the movement permission to the other delivery means 140. The movement permission output from the output unit 114 to the other delivery means 140 corresponds to a notification indicating that the delivery item 190 held in the delivery transfer area 132 may be moved, that is, that the delivery item 190 may be taken out of the relay port 130.

[0091] FIG. 18 is a diagram showing an example in which another delivery means 140 enters a delivery holding area 131 and moves a delivery 190. In the example shown in FIG. 18, an intrusion prevention structure 182 such as a fence or wall is provided at the relay port 130, and the delivery holding area 131 and delivery transfer area 132 are used together. The intrusion prevention structure 182 is formed to surround the delivery holding area 131. The intrusion prevention structure 182 is provided with a gate 183 that automatically opens and closes the access path to the delivery holding area 131. The gate 183 is equipped with a communication device and is automatically opened or closed by a remote control signal. A short-range authentication device 184 is provided near the gate 183. The short-range authentication device 184 is a device for authenticating the other delivery means 140 at short distances. The short-distance authentication device 184 is, for example, a well-known code authentication device that uses a code image such as a QR code (registered trademark), or a well-known face authentication device that uses an image of a delivery person taken by a camera, etc. The short-distance authentication device 184 is equipped with a communication device and transmits and receives information to and from the relay port operation device 100 via the communication device.

[0092] When the other delivery means 140 is authenticated by the short-range authentication device 184, the short-range authentication device 184 transmits an authentication success signal indicating that the other delivery means 140 has been authenticated to the relay port operation device 100. When the reception unit 111 of the relay port operation device 100 receives the authentication success signal, the integrated operation control unit 113 detects that the location of the other delivery means 140 is the location of the short-range authentication device 184. The short-range authentication device 184 is installed at a position less than a predetermined distance D0 from the relay port 130. Therefore, when the other delivery means 140 is authenticated by the short-range authentication device 184, the integrated operation control unit 113 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0.

[0093] When the other delivery means 140 is authenticated by the short-range authentication device 184, the output unit 114 transmits an instruction to the gate 183 to open the gate 183. Furthermore, the output unit 114 transmits to the other delivery means 140 permission to move the delivery 190 from the delivery holding area 131 by the other delivery means 140. When the gate 183 receives the opening instruction, it opens the gate 183 from the closed position to the open position. When the information terminal 142 of the delivery person, which is the other delivery means 140, receives the movement permission, it displays a message, icon, or the like on the display screen of the display device 143a indicating that the delivery 190 placed in the delivery holding area 131 may be moved. Thus, in the example shown in FIG. 18 , the movement permission output from the output unit 114 to the other delivery means 140 corresponds to a notification indicating that the delivery 190 held in the delivery receiving / transferring area 132 (delivery holding area 131) may be moved, i.e., that the delivery 190 may be removed from the relay port 130.

[0094] The delivery person picks up the delivery item 190 and moves outside the gate 183, and then performs a delivery start operation (receive completion operation) for the delivery item 190 using the input device 143b of the information terminal 142. When the delivery start operation is performed, the information terminal 142 transmits a delivery start signal for the other delivery means 140 to the relay port operation device 100. When the reception unit 111 receives the delivery start signal, the output unit 114 transmits a blocking instruction to the gate 183. When the gate 183 receives the blocking instruction, it performs a closing operation from the open position to the closed position. Note that when the other delivery means 140 is not authenticated by the short-range authentication device 184, the output unit 114 does not transmit an opening instruction for the gate 183. As a result, the gate 183 maintains a state in which the access road is blocked.

[0095] According to the above-described embodiment, the following advantageous effects are achieved.

[0096] (1) The relay port operating device 100 according to this embodiment operates the relay port 130 and also functions as a delivery management device that manages various devices (aircraft 120, other delivery means 140, conveyance device 181, gate 183, near-field authentication device 184, etc.) that make up the delivery system 10. The relay port 130 is a destination to which the air vehicle 120 delivers the delivery item 190, and is provided so that the other delivery means 140 different from the air vehicle 120 can receive the delivery item 190. The relay port operation device 100 includes a reception unit 111 that receives the attributes of the delivery item 190 and the desired delivery date and time (final receipt time) 161b of the delivery item 190 as input information; a delivery plan creation unit 112 that uses the input information received by the reception unit 111 to create a delivery plan in which the air vehicle 120 and other delivery means 140 cooperate via the relay port 130; an integrated operation management unit 113 that manages the operation of the air vehicle 120 and other delivery means 140 based on the delivery plan created by the delivery plan creation unit 112; and an output unit 114 that outputs permission to move the delivery item 190 to at least one of the air vehicle 120 and the other delivery means 140 when the distance D1 from the relay port 130 to the other delivery means 140 becomes less than a predetermined distance D0. In this configuration, when a movement permission is output, movement of the delivery item 190 by at least one of the air vehicle 120 and other delivery means 140 is permitted, so that the delivery item 190 can be delivered safely via the relay port 130.

[0097] (2) The relay port 130 is provided with a delivery holding area 131 to which external access is prohibited (see FIG. 3 ). The output unit 114 outputs a transport instruction to the air vehicle 120 to transport the delivery 190 to the delivery holding area 131 of the relay port 130 (step S125 in FIG. 12 ). The integrated traffic control unit 113 determines whether the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0 (S190 in FIG. 13 ). If the output unit 114 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0, it outputs a movement permission for the delivery 190 in the delivery holding area 131 to at least one of the air vehicle 120 and the other delivery means 140 (S193 in FIG. 13 ). With this configuration, the delivery 190 is physically held in the delivery holding area 131 to which external access is prohibited until the movement permission is output. Therefore, damage and theft of the delivery 190 by a third party can be appropriately prevented.

[0098] If the relay method is an airborne waiting method or a landing waiting method (see FIGS. 14 to 16), the output unit 114 outputs a movement permission to the air vehicle 120. This allows the air vehicle 120 to move the delivery item 190 from the delivery item holding area 131 and hand it over to the other delivery means 140. In addition, by sending a notification indicating movement permission to the other delivery means 140 (see FIG. 5), the other delivery means 140 can receive the delivery item 190 placed in the delivery item holding area 131 or the delivery item handover area 132 (see FIGS. 15 to 18).

[0099] (3) If the distance D1 from the relay port 130 to the other delivery means 140 is equal to or greater than the predetermined distance D0, the delivery 190 is prohibited from moving from the delivery holding area 131 to the delivery delivery area 132. For example, if the relay method is an airborne waiting method or a landing waiting method (see Figures 14 to 16), the air vehicle 120 waits in the delivery holding area 131 until it receives a movement permit. Also, if the relay method is an arrival return method and a conveyance device 181 is provided to convey the delivery 190 from the delivery holding area 131 to the delivery delivery area 132 (see Figure 17), the conveyance device 181 holds the delivery 190 in the delivery holding area 131 until it receives a movement permit.

[0100] When the integrated operation management unit 113 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0, the output unit 114 outputs permission to move the delivery item 190 from the delivery item holding area 131 to the delivery item delivery area 132 to at least one of the flying object 120 and the conveying device 181.

[0101] For example, if the relay method is an airborne standby method or a landing standby method (see FIGS. 14 to 16 ), the output unit 114 outputs to the air vehicle 120 permission to move the delivery item 190 from the delivery item holding area 131 to the delivery item transfer area 132. This allows the air vehicle 120 to move the delivery item 190 from the delivery item holding area 131 to the delivery item transfer area 132 and hand it over to the other delivery means 140. With this configuration, there is no need to install the conveying device 181 in the relay port 130, which reduces the initial cost of the delivery system 10. Furthermore, there is no need to secure space for installing the conveying device 181, which increases the flexibility in installing the relay port 130.

[0102] When the relay method is the arrival and return method and a conveying device 181 that conveys the delivery item 190 from the delivery holding area 131 to the delivery delivery area 132 is provided in the relay port 130 (see FIG. 17 ), the output unit 114 outputs to the conveying device 181 permission to move the delivery item 190 from the delivery holding area 131 to the delivery delivery area 132. This allows the conveying device 181 to move the delivery item 190 from the delivery holding area 131 to the delivery delivery area 132 and hand it over to the other delivery means 140. With this configuration, it is not necessary to have the air vehicle 120 wait at the relay port 130. In other words, the air vehicle 120 can be returned to the delivery base 109 and used for another delivery. As a result, the delivery efficiency of the delivery system 10 can be improved.

[0103] (4) In a relay system (airborne waiting system) in which the delivery holding area 131 is set in the air, if the distance D1 from the relay port 130 to the other delivery means 140 is equal to or greater than the predetermined distance D0, the air vehicle 120 holding the delivery 190 waits in the airborne delivery holding area 131. If the integrated traffic control unit 113 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0, the output unit 114 outputs permission for the air vehicle 120, which is waiting in the airborne delivery holding area 131 while holding the delivery 190, to move the delivery 190 from the delivery holding area 131 to the delivery delivery area 132. This configuration eliminates the need to install an intrusion prevention structure 182, such as a fence or wall, at the relay port 130. As a result, the initial cost of the delivery system 10 can be reduced. Furthermore, this configuration eliminates the need to rent a store rooftop or other space. Furthermore, it is also unnecessary to secure space for installing the intrusion prevention structure 182. This allows for greater flexibility in the placement of the relay port 130 .

[0104] (5) The reception unit 111 receives the location of the other delivery means 140 (S187 in FIG. 13 ). The integrated operation management unit 113 calculates the distance D1 from the relay port 130 to the other delivery means 140 based on the location of the other delivery means 140 and the location of the relay port 130. In this configuration, if the calculated distance D1 is less than the predetermined distance D0, a movement permission is output to the air vehicle 120, the conveyance device 181, and the other delivery means 140. For example, when the air vehicle 120 or the conveyance device 181 receives an operation command as a movement permission, it can move the delivery item 190 and proceed with preparation for delivery. In addition, one or more other delivery means 140 located less than the predetermined distance D0 from the relay port 130 receive a notification as a movement permission. This allows one or more other delivery means 140 to identify which of the multiple relay ports 130 are in the process of preparing for delivery or have completed preparation for delivery. As a result, the delivery efficiency of the delivery system 10 can be improved.

[0105] (6) As shown in FIG. 18 , a certain relay port 130 is provided with a gate 183 that opens and closes the access road to the delivery holding area 131, and a short-range authentication device 184 that authenticates the other delivery means 140 at short distances. When the other delivery means 140 is authenticated by the short-range authentication device 184, the integrated operation control unit 113 determines that the distance D1 from the relay port 130 to the other delivery means 140 is less than the predetermined distance D0. When the other delivery means 140 is not authenticated by the short-range authentication device 184, the output unit 114 does not output an instruction to open the gate 183, but maintains the access road blocked by the gate 183. When the other delivery means 140 is authenticated by the short-range authentication device 184, the output unit 114 outputs an instruction to open the gate 183 to the gate 183 and also outputs permission to the other delivery means 140 to move the delivery 190 by the other delivery means 140 from the delivery holding area 131. In this configuration, a delivery return method can be adopted as a relay method. Therefore, the air vehicle 120 can return to the delivery base 109 as soon as unloading is completed. The air vehicle 120 that has returned to the delivery base 109 can be used for another delivery, thereby improving the delivery efficiency of the delivery system 10.

[0106] (7) The delivery plan creation unit 112 calculates a flight hold limit time t1, which is the limit time the air vehicle 120 can fly while holding the delivery item 190, based on the specifications of the air vehicle 120 and the weight 161d included in the attributes of the delivery item 190. The delivery plan creation unit 112 calculates a quality maintenance allowable time t2, which is the allowable time for maintaining the quality of the delivery item 190, based on the type 161j included in the attributes of the delivery item 190. The delivery plan creation unit 112 creates a delivery plan based on the flight hold limit time t1 and the quality maintenance allowable time t2. For example, the delivery plan creation unit 112 determines the smaller of the flight hold limit time t1 and the quality maintenance allowable time t2 as the delivery item holding time t3, and calculates the departure time of the air vehicle 120 based on the delivery item holding time t3 and the desired delivery date and time (final receipt time) 161b, etc. According to this configuration, the delivery item 190 can be transported by the air vehicle 120 and returned to the delivery base 109 appropriately, and deterioration of the quality of the delivery item 190 can be prevented.

[0107] The following modified examples are also within the scope of the present invention, and it is possible to combine the configuration shown in the modified example with the configuration described in the above embodiment, or to combine the configurations described in the different modified examples below.

[0108] <Variation 1> In the above embodiment, an example has been described in which a relay port operation method for operating a relay port 130 provided so that an air vehicle 120 delivers a delivery 190 and a delivery means 140 different from the air vehicle 120 receives the delivery 190 is implemented by the control device 110 and communication device 103 of the relay port operation device 100. However, the present invention is not limited to this. A part of the processing executed by the relay port operation device 100 described above may be implemented by an administrator who manages deliveries operating the input device 105 to input predetermined information into the relay port operation device 100 while referring to information displayed on the display device 104. For example, the administrator may operate the input device 105 to modify a part of the delivery plan. The relay port operation method may include at least a reception step (S110 in FIG. 12) of receiving at least one of the attributes of the delivery item 190 and the final receipt time of the delivery item 190 as input information, a delivery plan creation step (S115 in FIG. 12) of creating a delivery plan using the received input information to link the air vehicle 120 and the other delivery means 140 via the relay port 130, a traffic management step (S125 to S145 in FIG. 12) of managing the operation of the air vehicle 120 and the other delivery means 140 based on the created delivery plan, and an output step (S193 in FIG. 12) of outputting a movement permit for the delivery item 190 to at least one of the air vehicle 120 and the other delivery means 140 when the distance D1 from the relay port 130 to the other delivery means 140 becomes less than a predetermined distance D0. This allows the delivery item 190 to be delivered safely via the relay port 130.

[0109] In the above embodiment, an example has been described in which the delivery plan creation unit 112 calculates the remaining flight time using the remaining flight time characteristic data 162d, but the present invention is not limited to this. For example, the remaining flight time may be calculated as follows.

[0110] The delivery plan creation unit 112 calculates the outbound travel time required for travel from the delivery center 109 to the relay port 130 and the battery consumption of the air vehicle 120 on the outbound journey, based on the length of the route 174 connecting the delivery center 109 and the relay port 130, the standard speed 162e of the air vehicle 120, the weight 161d of the delivery item 190, and the wind condition vector 164d on the route 174. In addition, the delivery plan creation unit 112 calculates the return travel time required for travel from the relay port 130 to the delivery center 109 and the battery consumption of the air vehicle 120 on the return journey, based on the length of the route 174 connecting the delivery center 109 and the relay port 130, the standard speed 162e of the air vehicle 120, and the wind condition vector 164d on the route 174.

[0111] The delivery plan creation unit 112 calculates the battery capacity available for hovering at the relay port 130 based on the battery consumption on the outbound journey, the battery consumption on the return journey, and the battery's full charge capacity. The delivery plan creation unit 112 calculates the time available for hovering (hereinafter referred to as the available hovering time) based on the calculated battery capacity and the weight of the delivery item 190. The delivery plan creation unit 112 calculates the total of the outbound travel time, the return travel time, and the available hovering time as the available flight time.

[0112] <Modification 3> In the above embodiment, an example has been described in which a delivery plan is created using both the attributes of the delivery item 190 and the latest receipt time of the delivery item 190. However, the present invention is not limited to this. The delivery plan creation unit 112 may create a delivery plan using at least one of the attributes of the delivery item 190 and the latest receipt time of the delivery item 190.

[0113] <Modification 4> The configuration of the relay port 130, the type of relay method from the air vehicle 120 to the other delivery means 140 at the relay port 130, and the combination of the method for detecting the position of the other delivery means 140 are not limited to those described in the above embodiment. For example, as shown in Fig. 19, in a landing standby method, the position of the other delivery means 140 may be detected by a near-field authentication device 184. Although not shown, in an airborne standby method, the position of the other delivery means 140 may be detected by a near-field authentication device 184.

[0114] 19 , the short-range authentication device 184 is permanently installed in the relay port 130. However, the short-range authentication device 184 is not limited to being permanently installed in the relay port 130. For example, the short-range authentication device 184 may be provided in the flying object 120. In this case, it is possible to omit the installation of the short-range authentication device 184 in the relay port 184, and therefore the installation costs for the relay port 130 can be reduced.

[0115] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments.

[0116] 10...Delivery system, 30...Relay port, 100...Relay port operation device, 101...Processing device, 102...Storage device, 103...Communication device, 104...Display device, 105...Input device, 109...Delivery base, 110...Control device, 111...Reception unit, 112...Delivery plan creation unit, 113...Integrated operation management unit, 114...Output unit, 120...Air vehicle, 130...Relay port, 131...Delivery holding area, 132...Delivery delivery area, 140...Other delivery means, 141...Delivery vehicle, 142...Information terminal, 143a...Display device, 143b...input device, 144a...map display screen, 144b...relay point status display screen, 149...user, 150...delivery destination, 151...user interface, 160...data server, 161...delivery item attribute database, 161a...delivery item identification information, 161b...desired delivery date and time (final receiving time), 161c...delivery destination (location), 161d...weight, 161e...size, 161f...impact resistance value, 161g...weather resistance / temperature information, 161h...confidential information, 161j...type, 162...aircraft database 162a...aircraft identification information, 162b...maximum transportable size, 162c...maximum transportable weight, 162d...characteristic data, 162e...standard speed, 163...relay point database, 163a...relay point identification information, 163b...wind condition information, 163c...precipitation amount, 163d...snowfall amount, 163e...temperature, 163f...regulation information, 163g...security information, 163h...charging facility information, 163i...position detection means, 164...spatial information database, 164a...space identification information, 164b...obstacle information, 164c... Radio status information, 164d...wind condition vector, 164e...precipitation amount, 164f...snowfall amount, 164g...temperature, 164h...regulation information, 174...route, 180...environmental sensor, 181...transportation device, 182...intrusion prevention structure, 183...gate, 184...short-range authentication device, 190...delivery item, D0...predetermined distance (distance threshold), D1...distance from relay port to other delivery means, t0...time threshold, t1...flight holdable limit time, t2...quality holdable time, t3...delivery item holding time, t4...elapsed time, t5...remaining time

Claims

1. A relay port operation device that operates a relay port provided for an aircraft to deliver deliveries and for other delivery means different from the aircraft to receive the deliveries, the relay port operation device comprising: a reception unit that receives at least one of an attribute of the delivery item and a final receipt time of the delivery item as input information; a delivery plan creation unit that uses the input information received by the reception unit to create a delivery plan in which the aircraft and the other delivery means cooperate via the relay port; an integrated operation management unit that manages the operation of the aircraft and the other delivery means based on the delivery plan created by the delivery plan creation unit; and an output unit that outputs permission to move the delivery item to at least one of the aircraft and the other delivery means when the distance from the relay port to the other delivery means becomes less than a predetermined distance.

2. A relay port operation device as described in claim 1, wherein the relay port is provided with a delivery item holding area to which access from outside is prohibited, the output unit outputs a transport instruction to the aircraft to transport the delivery item to the delivery item holding area of ​​the relay port, the integrated operation control unit determines whether the distance from the relay port to the other delivery means is less than a predetermined distance, and when it is determined that the distance from the relay port to the other delivery means is less than the predetermined distance, the output unit outputs permission to move the delivery item in the delivery item holding area to at least one of the aircraft and the other delivery means.

3. An relay port operating device as described in claim 2, wherein when the distance from the relay port to the other delivery means is equal to or greater than the predetermined distance, movement of the delivery from the delivery holding area to the delivery transfer area is prohibited, and when it is determined that the distance from the relay port to the other delivery means is less than the predetermined distance, the output unit outputs permission to move the delivery from the delivery holding area to the delivery transfer area.

4. A relay port operation device as described in claim 3, wherein, when it is determined that the distance from the relay port to the other delivery means is less than the specified distance, the output unit outputs to the aircraft permission to move the delivery item by the aircraft from the delivery item holding area to the delivery item transfer area.

5. An relay port operation device as described in claim 4, wherein the delivery holding area is set in the air, and when it is determined that the distance from the relay port to the other delivery means is less than the specified distance, the output unit outputs to the aircraft waiting in the delivery holding area in the air while holding the delivery, permission for the aircraft to move the delivery from the delivery holding area to the delivery transfer area.

6. An relay port operating device as described in claim 3, wherein the relay port is provided with a transport device that transports the delivery item from the delivery holding area to the delivery transfer area, and when it is determined that the distance from the relay port to the other delivery means is less than the specified distance, the output unit outputs to the transport device permission to move the delivery item by the transport device from the delivery holding area to the delivery transfer area.

7. A relay port operation device as described in claim 2, wherein the reception unit receives the position of the other delivery means, and the integrated operation control unit calculates the distance from the relay port to the other delivery means based on the position of the other delivery means and the position of the relay port.

8. An intermediate port operating device as described in claim 2, wherein the intermediate port is provided with a gate which opens and blocks an entrance to the delivery item holding area, and a short-distance authentication device which authenticates the other delivery means at a short distance, and the integrated operation control unit determines that the distance from the intermediate port to the other delivery means is less than the predetermined distance when the other delivery means is authenticated by the short-distance authentication device, and the output unit maintains the entrance road blocked by the gate without outputting an instruction to open the gate when the other delivery means is not authenticated by the short-distance authentication device, and when the other delivery means is authenticated by the short-distance authentication device, outputs an instruction to open the gate to the gate and outputs permission to the other delivery means to move the delivery item from the delivery item holding area by the other delivery means.

9. A relay port operation device as described in claim 1, wherein the delivery plan creation unit calculates a flight holding limit time, which is the maximum time that the aircraft can fly while holding the delivery item, based on the specifications of the aircraft and the weight included in the attributes of the delivery item, calculates a quality holding allowable time, which is the allowable time for maintaining the quality of the delivery item, based on the type included in the attributes of the delivery item, and creates the delivery plan based on the flight holding limit time and the quality holding allowable time.

10. A method for operating a relay port in which an air vehicle delivers a delivery item and another delivery means different from the air vehicle receives the delivery item, the method comprising: a reception process for receiving at least one of the attributes of the delivery item and the final receipt time of the delivery item as input information; a delivery plan creation process for using the received input information to create a delivery plan in which the air vehicle and the other delivery means cooperate via the relay port; an operation management process for managing the operation of the air vehicle and the other delivery means based on the created delivery plan; and an output process for outputting permission to move the delivery item to at least one of the air vehicle and the other delivery means when the distance from the relay port to the other delivery means becomes less than a predetermined distance.

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