System for identifying takeoff / landing path of urban air mobility aircraft

Abstract

The present invention comprises: a first camera device for generating first camera image in real time; a second camera device for generating a second camera image in real time; an urban air mobility aircraft capturing device for capturing an urban air mobility aircraft from the first and second camera images; a camera driving control device for driving / controlling the first and second camera devices such that the urban air mobility aircraft captured by the urban air mobility aircraft capturing device is positioned at the center of each of the first and second camera images; an urban air mobility aircraft takeoff / landing path identification server for calculating three-dimensional coordinates of the urban air mobility aircraft captured by the urban air mobility aircraft capturing device in real time by using pan / tilt values based on driving control by the camera driving control device, and for tracking, in real time, the three-dimensional coordinates calculated in real time, thereby identifying the takeoff / landing path of the air mobility aircraft in real time; an airside storage server in which three-dimensional space coordinate values of vertiports are prestored; and an urban air mobility aircraft airside departure warning server for determining whether an urban air mobility aircraft departs from the airside or not in real time by a real-time comparison between the takeoff / landing path of the urban air mobility aircraft identified in real time by the urban air mobility aircraft takeoff / landing path identification server and the airside three-dimensional space coordinate values prestored in the airside storage server, and for issuing an urban air mobility aircraft airside departure warning in real time according to the result of real-time determination.

Description

Urban Air Traffic Aircraft Takeoff / Landing Path Detection System

[0001] The present invention relates to a flight path identification system for an urban air traffic aircraft, and more particularly, to a flight path identification system for an urban air traffic aircraft using optical imaging equipment, and more particularly, to a takeoff / landing path identification system for an urban air traffic aircraft.

[0002]

[0003] Urban Air Mobility (UAM), a new transportation system of the future that is attracting attention to address urban traffic and environmental issues, is actively being researched with the goal of commercialization by 2025. In particular, aircraft for urban air mobility (UAM) are differentiated from conventional aircraft in that they fly at low altitudes in urban areas. Vertiports for the takeoff and landing of these UAM aircraft will be installed throughout the city.

[0004] In urban areas with many structures such as tall buildings and bridges, the safety of takeoff and landing of urban air traffic aircraft is becoming a very important issue.

[0005] The Ministry of Land, Infrastructure and Transport is presenting the size and specifications of the approaching surface (AS) according to the ‘Airport, Airfield Facilities and Takeoff and Landing Field Installation Standards (2022)’.

[0006] In urban vertiports, it is necessary to guide urban air traffic aircraft to safely take off / land along the takeoff / landing approach surface to ensure safe takeoff / landing of urban air traffic aircraft.

[0007] To achieve this, the location and takeoff / landing path of urban air traffic aircraft must first be accurately identified. However, if electromagnetic waves such as radar are used, it may interfere with the remote control of urban air traffic aircraft, and electromagnetic wave damage may occur within the city.

[0008] Accordingly, there is a need for an analysis tool for safe and accurate takeoff / landing of urban air traffic aircraft within the city center.

[0009]

[0010] The purpose of the present invention is to provide a system for determining the takeoff / landing path of an urban air traffic aircraft.

[0011]

[0012] The system for determining takeoff / landing paths of urban air traffic aircraft according to the purpose of the present invention described above may be configured to include a first camera device that generates and transmits a first camera image in real time; a second camera device that generates and transmits a second camera image in real time; an urban air traffic aircraft capturing device that receives a first camera image and a second camera image from the first camera device and the second camera device, respectively, and captures an urban air traffic aircraft in the received first and second camera images; a camera drive control device that drives and controls the first camera device and the second camera device so that an urban air traffic aircraft captured by the urban air traffic aircraft capturing device is positioned at the center of each of the first and second camera images; and an urban air traffic aircraft takeoff / landing path determining server that calculates in real time three-dimensional coordinates of an urban air traffic aircraft captured by the urban air traffic aircraft capturing device using a pan / tilt value according to the drive control of the camera drive control device, and tracks the three-dimensional coordinates calculated in real time to determine the takeoff / landing path of the urban air traffic aircraft in real time.

[0013] Here, it can be configured to further include an airside storage server in which the airside 3D space coordinate values ​​of the vertiport are stored in advance.

[0014] And it may be configured to further include an urban air traffic aircraft airside departure warning server that compares the takeoff / landing path of an urban air traffic aircraft identified in real time by the urban air traffic aircraft takeoff / landing path identification server with the airside 3D space coordinate values ​​previously stored in the airside storage server to determine in real time whether the urban air traffic aircraft has departed from the airside, and generates an urban air traffic aircraft airside departure warning in real time based on the real-time determination result and transmits it in real time to the urban air traffic aircraft or the urban air traffic aircraft remote control control center terminal.

[0015] And the first camera device and the second camera device may be configured to be installed spaced apart from each other by a predetermined installation interval.

[0016] And the urban air traffic aircraft capture device may be configured to include an urban air traffic aircraft image storage module in which an urban air traffic aircraft image of the urban air traffic aircraft is stored in advance; an urban air traffic aircraft image learning module in which an urban air traffic aircraft image stored in the urban air traffic aircraft image storage module is learned in advance; and an urban air traffic aircraft image recognition model generation module in which an urban air traffic aircraft image recognition model is generated in advance by learning from the urban air traffic aircraft image learning module.

[0017] And the urban air traffic aircraft capturing device may be configured to further include a first camera image receiving module that receives a first camera image in real time from the first camera device; a first camera image storage module that stores the first camera image received in real time by the first camera image receiving module; a second camera image receiving module that receives a second camera image generated in real time by the second camera device to the urban air traffic aircraft flight path identification server in real time; a second camera image storage module that stores the second camera image received in real time by the second camera image receiving module; and an urban air traffic aircraft capturing module that captures an urban air traffic aircraft in real time from the first camera image stored in the first camera image storage module and the second camera image stored in the second camera image storage module using an urban air traffic aircraft image recognition model generated in advance by the urban air traffic aircraft image recognition model generating module.

[0018] And the camera drive control device comprises: a first urban air traffic aircraft image coordinate collection module that collects in real time the first urban air traffic aircraft image coordinates of the urban air traffic aircraft captured in real time by the urban air traffic aircraft capture module from the first camera image; a first camera device drive control value calculation module that calculates in real time a first camera device drive control value for driving the direction of the first camera device so that the first urban air traffic aircraft image coordinates collected in real time by the first urban air traffic aircraft image coordinate collection module are located at the center point of the first camera image; a first camera device drive control module that controls in real time the pan / tilt operation of the first camera device according to the first camera device drive control value calculated in real time by the first camera device drive control value calculation module; a second urban air traffic aircraft image coordinate collection module that collects in real time the second urban air traffic aircraft image coordinates of the urban air traffic aircraft captured in real time by the urban air traffic aircraft capture module from the second camera image; A second camera device drive control value calculation module that calculates in real time a second camera device drive control value for driving the direction of the second camera device so that the second urban air traffic aircraft image coordinates collected in real time by the second urban air traffic aircraft image coordinate collection module are located at the center point of the second camera image; and a second camera device drive control module that controls the pan / tilt operation of the second camera device in real time according to the second camera device drive control value calculated in real time by the second camera device drive control value calculation module.

[0019] And the above-described urban air traffic aircraft takeoff / landing path identification server may be configured to include a first camera device drive control value collection module that collects a first camera device drive control value in real time from the first camera device drive control module; a second camera device drive control value collection module that collects a second camera device drive control value in real time from the second camera device drive control module; an urban air traffic aircraft 3D coordinate calculation module that calculates in real time the urban air traffic aircraft 3D coordinates of the urban air traffic aircraft using the first camera device drive control value collected in real time by the first camera device drive control value collection module and the second camera device drive control value collected in real time by the second camera device drive control value collection module based on binocular parallax according to the installation intervals of the first and second camera devices; and an urban air traffic aircraft takeoff / landing path identification module that identifies in real time the urban air traffic aircraft takeoff / landing path using the urban air traffic aircraft 3D coordinates calculated in real time by the urban air traffic aircraft 3D coordinate calculation module.

[0020] And the airside storage server may be configured to include a TLOF 3D space coordinate value storage module in which the TLOF 3D space coordinate value of the vertiport is stored in advance; a FATO 3D space coordinate value storage module in which the FATO 3D space coordinate value of the vertiport is stored in advance; a SA 3D space coordinate value storage module in which the SA 3D space coordinate value of the vertiport is stored in advance; and an entry surface 3D space coordinate value storage module in which the entry surface 3D space coordinate value of the vertiport is stored in advance.

[0021] And the above urban air traffic aircraft airside departure warning server may be configured to include an urban air traffic aircraft airside departure detection module that compares the urban air traffic aircraft takeoff / landing path identified in real time by the urban air traffic aircraft takeoff / landing path identification module with the TLOF 3D space coordinate values, FATO 3D space coordinate values, SA 3D space coordinate values, and entry surface 3D space coordinate values ​​pre-stored in the airside storage server to determine in real time whether the urban air traffic aircraft has departed from the urban air traffic aircraft airside; and an urban air traffic aircraft airside departure warning module that generates an urban air traffic aircraft airside departure warning in real time and transmits it in real time to the urban air traffic aircraft or the urban air traffic aircraft remote control control center terminal when the urban air traffic aircraft has departed from the urban air traffic aircraft airside as a result of the real-time identification by the urban air traffic aircraft airside departure detection module.

[0022]

[0023] According to the above-described urban air traffic aircraft takeoff / landing path detection system, it is configured to accurately detect the takeoff / landing path of an urban air traffic aircraft within a city, thereby having the effect of accurately analyzing and detecting whether there is a deviation from the takeoff / landing path without causing electromagnetic interference or damage to the remote control of an urban air traffic aircraft.

[0024]

[0025] FIG. 1 is a block diagram of an urban air traffic aircraft takeoff / landing path detection system according to one embodiment of the present invention.

[0026] Figures 2 to 4 are schematic diagrams of the principles of determining the takeoff / landing path of an urban air traffic aircraft according to one embodiment of the present invention.

[0027]

[0028] The present invention is susceptible to various modifications and embodiments. Specific embodiments are illustrated in the drawings and detailed descriptions of specific embodiments for carrying out the invention are provided. However, this is not intended to limit the present invention to specific embodiments, but rather to encompass all modifications, equivalents, and alternatives falling within the spirit and technical scope of the present invention. Throughout the description of each drawing, similar reference numerals have been used to designate similar components.

[0029] Terms such as first, second, A, and B may be used to describe various components, but these components should not be limited by these terms. These terms are used solely to distinguish one component from another. For example, without departing from the scope of the present invention, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component. The term "and / or" includes a combination of multiple related items described herein or any of multiple related items described herein.

[0030] When a component is referred to as being "connected" or "connected" to another component, it should be understood that it may be directly connected or connected to that other component, but that there may be other components intervening. Conversely, when a component is referred to as being "directly connected" or "connected" to another component, it should be understood that there are no other components intervening.

[0031] The terminology used in this application is only used to describe specific embodiments and is not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly indicates otherwise. In this application, it should be understood that the terms "comprise" or "have" indicate the presence of a feature, number, step, operation, component, part, or combination thereof described in the specification, but do not preclude the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

[0032] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant technology, and will not be interpreted in an idealized or overly formal sense unless explicitly defined herein.

[0033] Hereinafter, a preferred embodiment according to the present invention will be described in detail with reference to the attached drawings.

[0034] FIG. 1 is a block diagram of a system for determining a takeoff / landing path of an urban air traffic aircraft according to one embodiment of the present invention, and FIGS. 2 to 4 are schematic diagrams of a principle for determining a takeoff / landing path of an urban air traffic aircraft according to one embodiment of the present invention.

[0035] Referring to FIG. 1, an urban air traffic aircraft takeoff / landing path detection system according to one embodiment of the present invention may be configured to include a first camera device (100), a second camera device (200), an urban air traffic aircraft capture device (300), a camera drive control device (400), an urban air traffic aircraft takeoff / landing path detection server (500), an airside storage server (600), and an urban air traffic aircraft airside departure warning server (700).

[0036] Below, the detailed configuration is explained.

[0037] The first camera device (100) can be configured to generate a first camera image in real time and transmit it to an urban air traffic aircraft capture device (300).

[0038] The second camera device (200) can be configured to generate a second camera image in real time and transmit it to an urban air traffic aircraft capture device (300).

[0039] The first camera device (100) and the second camera device (200) can be configured to be installed at a predetermined installation interval in the horizontal direction as shown in FIG. 2.

[0040] The urban air traffic aircraft capture device (300) can be configured to receive first camera images and second camera images from the first camera device (100) and the second camera device (200), respectively, and capture urban air traffic aircraft (10) from the received first camera images and second camera images, respectively.

[0041] An urban air traffic aircraft capture device (300) may be configured to include an urban air traffic aircraft image storage module (301), an urban air traffic aircraft image learning module (302), an urban air traffic aircraft image recognition model generation module (303), a first camera image receiving module (304), a first camera image storing module (305), a second camera image receiving module (306), a second camera image storing module (307), and an urban air traffic aircraft capture module (308).

[0042] Below, the detailed configuration is explained.

[0043] The urban air traffic aircraft image storage module (301) may be configured to pre-store urban air traffic aircraft images of urban air traffic aircraft (10). Here, the urban air traffic aircraft images are images of the shape of the urban air traffic aircraft (10) taken from various shooting angles, and may be configured to secure and store thousands of images in advance for learning.

[0044] The urban air traffic aircraft image learning module (302) may be configured to pre-learn the urban air traffic aircraft images stored in the urban air traffic aircraft image storage module (301). A plurality of urban air traffic aircraft images may be used for learning and verification at a ratio of 8:2.

[0045] The urban air traffic aircraft image recognition model generation module (303) can be configured to pre-generate an urban air traffic aircraft image recognition model through learning of the urban air traffic aircraft image learning module (302).

[0046] The first camera image receiving module (304) may be configured to receive the first camera image (200) from the first camera device (100) in real time.

[0047] The first camera image storage module (305) can be configured to store the first camera image received in real time from the first camera image reception module (304).

[0048] The second camera image receiving module (306) can be configured to receive in real time the second camera image generated in real time from the second camera device (200) to the urban air traffic aircraft flight path identification server (400).

[0049] The second camera image storage module (307) can be configured to store the second camera image received in real time from the second camera image reception module (306).

[0050] The urban air traffic aircraft capture module (308) can be configured to capture an urban air traffic aircraft (10) in real time from the first camera image stored in the first camera image storage module (305) and the second camera image stored in the second camera image storage module (307) using an urban air traffic aircraft image recognition model generated in advance in the urban air traffic aircraft image recognition model generation module (303).

[0051] The camera driving control device (400) can be configured to drive and control the first camera device (100) and the second camera device (200) so that the urban air traffic aircraft (10) captured by the urban air traffic aircraft capturing device (300) is positioned at the center of each of the first camera image and the second camera image, as shown in FIGS. 2 and 3.

[0052] The camera drive control device (400) may be configured to include a first urban air traffic aircraft image coordinate collection module (401), a first camera device drive control value calculation module (402), a first camera device drive control module (403), a second urban air traffic aircraft image coordinate collection module (404), a second camera device drive control value calculation module (405), and a second camera device drive control module (406).

[0053] Below, the detailed configuration is explained.

[0054] The first urban air traffic aircraft image coordinate collection module (401) can be configured to collect in real time the first urban air traffic aircraft image coordinates of the urban air traffic aircraft (10) captured in real time by the urban air traffic aircraft capture module (308) from the first camera image.

[0055] The first camera device drive control value calculation module (402) may be configured to calculate in real time a first camera device drive control value for driving the direction of the first camera device (100) so that the first urban air traffic aircraft image coordinates collected in real time by the first urban air traffic aircraft image coordinate collection module (401) are located at the center point of the first camera image. That is, the first camera device drive control value may be a control value for driving the first camera device (100) in a pan / tilt manner to position the urban air traffic aircraft (10) at the center of the first camera image.

[0056] The first camera device drive control module (403) can be configured to control the pan / tilt operation of the first camera device (100) in real time according to the first camera device drive control value calculated in real time by the first camera device drive control value calculation module (402).

[0057] The second urban air traffic aircraft image coordinate collection module (404) can be configured to collect in real time the second urban air traffic aircraft image coordinates of the urban air traffic aircraft (10) captured in real time by the urban air traffic aircraft capture module (308) from the second camera image.

[0058] The second camera device drive control value calculation module (405) may be configured to calculate in real time a second camera device drive control value for driving the direction of the second camera device (200) so that the second urban air traffic aircraft image coordinates collected in real time by the second urban air traffic aircraft image coordinate collection module (404) are located at the center point of the second camera image. That is, the second camera device drive control value may be a control value for driving the second camera device (200) in a pan / tilt manner to position the urban air traffic aircraft (10) at the center of the first camera image.

[0059] The second camera device drive control module (406) can be configured to control the pan / tilt operation of the second camera device (200) in real time according to the second camera device drive control value calculated in real time by the second camera device drive control value calculation module (405).

[0060] The urban air traffic aircraft takeoff / landing path identification server (500) can be configured to calculate in real time the 3D coordinates of the urban air traffic aircraft (10) captured by the urban air traffic aircraft capturing device (300) using the pan / tilt values ​​according to the driving control of the camera driving control device (400), and to track the 3D coordinates calculated in real time in real time to identify the takeoff / landing path of the urban air traffic aircraft (10).

[0061] The urban air traffic aircraft takeoff / landing path identification server (500) may be configured to include a first camera device driving control value collection module (501), a second camera device driving control value collection module (502), an urban air traffic aircraft 3D coordinate calculation module (503), and an urban air traffic aircraft takeoff / landing path identification module (504).

[0062] Below, the detailed configuration is explained.

[0063] The first camera device driving control value collection module (501) can be configured to collect the first camera device driving control value in real time from the first camera device driving control module (403).

[0064] The second camera device driving control value collection module (502) can be configured to collect the second camera device driving control value in real time from the second camera device driving control module (406).

[0065] The urban air traffic aircraft 3D coordinate calculation module (503) can be configured to calculate the urban air traffic aircraft 3D coordinates of the urban air traffic aircraft (10) in real time by using the first camera device driving control value collected in real time by the first camera device driving control value collection module (501) and the second camera device driving control value collected in real time by the second camera device driving control value collection module (502) based on the binocular parallax according to the installation interval of the first camera device (100) and the second camera device (200).

[0066] Specifically, the urban air traffic aircraft 3D coordinate calculation module (503) can be configured to calculate the urban air traffic aircraft 3D coordinates in real time by triangulation using the GNSS coordinates of the first camera device (100), the GNSS coordinates of the second camera device (200), and the respective pan / tilt driving angles of the first camera device (100) and the second camera device (200) based on the installation intervals of the first camera device (100) and the second camera device (200).

[0067] The urban air traffic aircraft takeoff / landing path identification module (504) can be configured to identify the urban air traffic aircraft takeoff / landing path in real time by using the urban air traffic aircraft 3D coordinates calculated in real time by the urban air traffic aircraft 3D coordinate calculation module (503).

[0068] The airside storage server (600) can be configured to store the airside 3D space coordinate values ​​of the vertiport in advance.

[0069] The airside 3D space coordinate values ​​of the vertiport are regulated differently in each country, and Fig. 4 shows an example of the airside 3D space coordinate values ​​in Korea.

[0070] The airside storage server (600) may be configured to include a Touchdown and Lift-OFf area (TLOF) 3D space coordinate value storage module (601), a Final Approach and Take Off area (FATO) 3D space coordinate value storage module (602), a Safety Area (SA) 3D space coordinate value storage module (603), and an approaching surface (AS) 3D space coordinate value storage module (604).

[0071] Below, the detailed configuration is explained.

[0072] The TLOF 3D space coordinate value storage module (601) may be configured to store the TLOF 3D space coordinate value of the vertiport in advance. Here, the TLOF 3D space coordinate value may be configured as a 3D coordinate value of an area where an urban air traffic aircraft (10) touches the ground or is lifted off the ground when taking off / landing at the vertiport.

[0073] The FATO 3D space coordinate value storage module (602) may be configured to store the FATO 3D space coordinate value of the vertiport in advance. Here, the FATO 3D space coordinate value may be configured as the 3D coordinate value of the area where the urban air traffic aircraft (10) completes the final stage of the landing approach operation or starts the takeoff maneuver at the vertiport.

[0074] The SA 3D space coordinate value storage module (603) may be configured to store the SA 3D space coordinate value of the vertiport in advance. Here, the SA 3D space coordinate value may be configured as a 3D coordinate value of an area installed with a certain size around the FATO 3D space to reduce the risk of damage to an urban air traffic aircraft (10) that leaves the FATO 3D space.

[0075] The entry surface 3D space coordinate value storage module (604) may be configured to store the entry surface 3D space coordinate value of the vertiport in advance. Here, the entry surface may be set to have different slopes in Korea, the United States, Europe, etc.

[0076] Table 1 below shows the standards for entry surfaces stipulated by the Ministry of Land, Infrastructure and Transport of Korea, the Federal Aviation Administration (FAA) of the United States, and the European Aviation Safety Authority (EASA).

[0077] DivisionKoreaFAAEASAength1,200m1,219m1,220mSpread27%Variable depending on aircraft size(D)10%(Daytime),15%(Nighttime)Slope8:1(12.5%)8:1(12.5%)8:1(12.5%)WidthStartWidth of SAWidth of FATO(2D)Width of SA(2D)EndStarting Width +324m152m7D(Daytime),10D(Nighttime)Surface height of end point150m152m152m

[0078] The airside storage server (600) can store three-dimensional spatial coordinate values ​​according to the regulations for each country's entry surface as shown in Table 1 above.

[0079] The urban air traffic aircraft airside departure warning server (700) can be configured to determine in real time whether the urban air traffic aircraft (10) has departed from the airside by comparing the takeoff / landing path of the urban air traffic aircraft (10) identified in real time by the urban air traffic aircraft takeoff / landing path identification server (500) with the airside 3D space coordinate values ​​stored in advance in the airside storage server (600).

[0080] And the urban air traffic aircraft airside departure warning server (700) can be configured to generate an urban air traffic aircraft airside departure warning in real time based on the above real-time judgment result and transmit it in real time to the urban air traffic aircraft (10) or the urban air traffic aircraft remote control control center terminal (20).

[0081] The urban air traffic aircraft airside departure warning server (700) may be configured to include an urban air traffic aircraft airside departure detection module (701) and an urban air traffic aircraft airside departure warning module (702).

[0082] Below, the detailed configuration is explained.

[0083] An optical error database (not shown) for each image coordinate may be configured to store optical errors for each image coordinate according to the respective optical characteristics of the first camera device (100) and the second camera device (200) in advance. Optical errors may occur due to the curvature or physical characteristics of an optical lens, and the optical errors may be slightly different for each image coordinate within an image.

[0084] The image coordinate optical error reflection module can be configured to reflect in real time the optical error by image coordinate, which is stored in advance in the image coordinate optical error database (not shown), to the urban air traffic aircraft takeoff / landing path identified in real time by the urban air traffic aircraft takeoff / landing path identification module (504).

[0085] The urban air traffic aircraft airside departure detection module (701) can be configured to detect in real time whether the urban air traffic aircraft (10) has departed from the urban air traffic aircraft airside by comparing the urban air traffic aircraft takeoff / landing path detected in real time by the urban air traffic aircraft takeoff / landing path detection module (504) with the TLOF 3D space coordinate values, FATO 3D space coordinate values, SA 3D space coordinate values, and entry surface 3D space coordinate values ​​stored in advance in the airside storage server (600).

[0086] As another example, the urban air traffic aircraft airside departure detection module (701) can be configured to detect in real time whether the urban air traffic aircraft (10) has departed from the urban air traffic aircraft airside by comparing the urban air traffic aircraft flight path, in which the optical error by image coordinate is reflected in real time in the optical error reflection module (not shown) by image coordinate, with the TLOF 3D space coordinate value, FATO 3D space coordinate value, SA 3D space coordinate value, and entry surface 3D space coordinate value stored in advance in the airside storage server (600).

[0087] The urban air traffic aircraft airside departure warning module (702) can be configured to generate an urban air traffic aircraft airside departure warning in real time and transmit it in real time to the urban air traffic aircraft (10) or the urban air traffic aircraft remote control control center terminal (20) when the urban air traffic aircraft (10) departs the urban air traffic aircraft airside as a result of real-time detection by the urban air traffic aircraft airside departure detection module (701).

[0088] An urban air traffic aircraft (10) can be configured to automatically correct the urban air traffic aircraft takeoff / landing path in real time by receiving an urban air traffic aircraft airside departure alert.

[0089] Although the present invention has been described with reference to the above embodiments, it will be understood by those skilled in the art that various modifications and changes can be made to the present invention without departing from the spirit and scope of the present invention as set forth in the claims below.

Claims

1. A first camera device that generates and transmits a first camera image in real time; A second camera device that generates and transmits a second camera image in real time; An urban air traffic aircraft capturing device that receives first camera images and second camera images from the first camera device and the second camera device, respectively, and captures urban air traffic aircraft from the received first camera images and second camera images; A camera driving control device that drives and controls the first camera device and the second camera device so that the urban air traffic aircraft captured by the urban air traffic aircraft capturing device is positioned at the center of each of the first camera image and the second camera image; An urban air traffic aircraft takeoff / landing path identification system including an urban air traffic aircraft takeoff / landing path identification server that calculates in real time the 3D coordinates of an urban air traffic aircraft captured by the urban air traffic aircraft capture device using the pan / tilt values ​​according to the driving control of the above camera driving control device, and tracks the 3D coordinates calculated in real time in real time to identify the takeoff / landing path of the urban air traffic aircraft in real time.

2. In paragraph 1, An urban air traffic aircraft takeoff / landing path identification system characterized in that it further includes an airside storage server in which the airside 3D space coordinate values ​​of the vertiport are stored in advance.

3. In paragraph 2, A system for determining an urban air traffic aircraft takeoff / landing path, characterized in that it further includes an urban air traffic aircraft airside departure warning server that compares the takeoff / landing path of an urban air traffic aircraft identified in real time by the urban air traffic aircraft takeoff / landing path identification server in real time with the airside 3D space coordinate values ​​pre-stored in the airside storage server to determine in real time whether the urban air traffic aircraft has departed from the airside, and generates an urban air traffic aircraft airside departure warning in real time based on the real-time determination result and transmits it in real time to the urban air traffic aircraft or the urban air traffic aircraft remote control control center terminal.

4. In the third paragraph, the first camera device and the second camera device, An urban air traffic aircraft takeoff / landing path detection system characterized in that it is configured to be installed at a predetermined installation interval.

5. In the fourth paragraph, the urban air traffic aircraft capture device, An urban air traffic aircraft image storage module in which an urban air traffic aircraft image of the above urban air traffic aircraft is stored in advance; An urban air traffic aircraft image learning module that learns in advance the urban air traffic aircraft images stored in the above urban air traffic aircraft image storage module; An urban air traffic aircraft takeoff / landing path identification system characterized in that it comprises an urban air traffic aircraft image recognition model generation module that generates an urban air traffic aircraft image recognition model in advance by learning from the urban air traffic aircraft image learning module.

6. In paragraph 5, the urban air traffic aircraft capture device, A first camera image receiving module that receives a first camera image in real time from the first camera device; A first camera image storage module in which a first camera image received in real time from the first camera image receiving module is stored; A second camera image receiving module that receives second camera images generated in real time from the second camera device in real time to the urban air traffic aircraft flight path identification server; A second camera image storage module in which second camera images received in real time from the second camera image reception module are stored; A system for determining an urban air traffic aircraft takeoff / landing path, characterized in that it further includes an urban air traffic aircraft capture module that captures an urban air traffic aircraft in real time from the first camera image stored in the first camera image storage module and the second camera image stored in the second camera image storage module using an urban air traffic aircraft image recognition model generated in advance in the urban air traffic aircraft image recognition model generation module.

7. In the 6th paragraph, the camera driving control device, A first urban air traffic aircraft image coordinate collection module that collects in real time the first urban air traffic aircraft image coordinates of the urban air traffic aircraft captured in real time by the urban air traffic aircraft capture module from the first camera image; A first camera device drive control value calculation module that calculates in real time a first camera device drive control value for driving the direction of the first camera device so that the first urban air traffic aircraft image coordinates collected in real time by the first urban air traffic aircraft image coordinate collection module are located at the center point of the first camera image; A first camera device driving control module that controls the pan / tilt operation of the first camera device in real time according to the first camera device driving control value calculated in real time by the first camera device driving control value calculation module; A second urban air traffic aircraft image coordinate collection module that collects in real time the second urban air traffic aircraft image coordinates of the urban air traffic aircraft captured in real time by the urban air traffic aircraft capture module from the second camera image; A second camera device drive control value calculation module that calculates in real time a second camera device drive control value for driving the direction of the second camera device so that the second urban air traffic aircraft image coordinates collected in real time by the second urban air traffic aircraft image coordinate collection module are located at the center point of the second camera image; An urban air traffic aircraft takeoff / landing path detection system characterized in that it comprises a second camera device driving control module that controls the pan / tilt operation of the second camera device in real time according to the second camera device driving control value calculated in real time by the second camera device driving control value calculation module.

8. In paragraph 7, the urban air traffic aircraft takeoff / landing path identification server, A first camera device driving control value collection module that collects a first camera device driving control value in real time from the first camera device driving control module; A second camera device driving control value collection module that collects a second camera device driving control value in real time from the second camera device driving control module; An urban air traffic aircraft 3D coordinate calculation module that calculates the urban air traffic aircraft 3D coordinates in real time by using the first camera device driving control value collected in real time by the first camera device driving control value collection module and the second camera device driving control value collected in real time by the second camera device driving control value collection module based on the binocular parallax according to the installation interval of the first camera device and the second camera device; An urban air traffic aircraft takeoff / landing path identification system characterized in that it comprises an urban air traffic aircraft takeoff / landing path identification module that identifies the urban air traffic aircraft takeoff / landing path in real time by using the urban air traffic aircraft 3D coordinates calculated in real time by the urban air traffic aircraft 3D coordinate calculation module.

9. In paragraph 8, the airside storage server, A TLOF 3D space coordinate value storage module in which the TLOF 3D space coordinate value of the above-mentioned vertiport is stored in advance; A FATO 3D space coordinate value storage module in which the FATO 3D space coordinate values ​​of the above-mentioned vertiport are stored in advance; A SA 3D space coordinate value storage module in which the SA 3D space coordinate values ​​of the above-mentioned vertiport are stored in advance; An urban air traffic aircraft takeoff / landing path detection system characterized in that it comprises an entry surface 3D space coordinate value storage module in which the entry surface 3D space coordinate value of the above-mentioned vertiport is stored in advance.

10. In paragraph 9, the urban air traffic aircraft airside departure warning server, An urban air traffic aircraft airside departure detection module that compares the urban air traffic aircraft takeoff / landing path detected in real time by the urban air traffic aircraft takeoff / landing path detection module with the TLOF 3D space coordinate values, FATO 3D space coordinate values, SA 3D space coordinate values, and entry surface 3D space coordinate values ​​pre-stored in the airside storage server to detect in real time whether the urban air traffic aircraft has departed from the urban air traffic aircraft airside; A system for detecting an urban air traffic aircraft takeoff / landing path, characterized in that it comprises an urban air traffic aircraft airside departure warning module that generates an urban air traffic aircraft airside departure warning in real time and transmits it in real time to the urban air traffic aircraft or the urban air traffic aircraft remote control control center terminal when the urban air traffic aircraft departs the urban air traffic aircraft airside as a result of real-time detection by the urban air traffic aircraft airside departure detection module.

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