Control device, control method, program, and aircraft operation system

Abstract

The purpose of the present invention is to provide a control device, a control method, and a program with which it is possible to efficiently control an aircraft according to the environment. This control device comprises: a consumption rate data acquisition unit that acquires power consumption rate data of an aircraft moving along a planned route according to a movement plan; an operation data acquisition unit that acquires operation data including aircraft data of the aircraft and wind direction and wind speed data for the planned route; a calculation unit that calculates, on the basis of the power consumption rate data and the operation data, a recommended speed when the aircraft moves along the planned route; and an instruction unit that sets and outputs an instructed speed on the basis of the recommended speed and the movement plan.

Description

Control Device, Control Method, Program, and Aircraft Operation System

[0008] ,

[0001] The present disclosure relates to a control device, a control method, a program, and an aircraft operation system.

[0002] The popularity of aircraft such as drones is increasing. As the popularity of aircraft progresses, it is assumed that a plurality of aircraft will be operated in a state where they are related to each other.

[0003] The aircraft system described in Patent Document 1 includes an aircraft capable of performing a predetermined operation and an energy supply body capable of supplying energy to the aircraft.

[0004] The flight management device described in Patent Document 2 receives a request from an aircraft to obtain permission to move to a specific space cell, determines whether it has already been reserved based on the reservation status of the space cell, permits movement if it has not been reserved, and does not permit movement if it has already been reserved.

[0005] The flight control device described in Patent Document 3 acquires preset route information, identifies the position of the unmanned aircraft, acquires the environmental information of the field, and controls the flight of the unmanned aircraft based on this information.

[0006] International Publication No. 2023 / 203672, Japanese Unexamined Patent Application Publication No. 2022-113755, International Publication No. 2018 / 062336

[0007] However, there are problems in efficiently controlling the power consumption of an aircraft moving along a planned route. An example of the object of the present disclosure is to provide a control device or the like that can efficiently control an aircraft according to the environment in view of the above-described problems.

[0008] A control device relating to one aspect of this disclosure includes: a power consumption rate data acquisition unit that acquires power consumption rate data of an aircraft moving along a planned route in accordance with a movement plan; an operation data acquisition unit that acquires operation data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; a calculation unit that calculates a recommended speed when the aircraft moves along the planned route based on the power consumption rate data and the operation data; and an instruction unit that sets and outputs an instruction speed based on the recommended speed and the movement plan.

[0009] A control method relating to one aspect of this disclosure includes: acquiring power consumption rate data of an aircraft moving along a planned route in accordance with a movement plan; acquiring flight data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; calculating a recommended speed for the aircraft to move along the planned route based on the power consumption rate data and the flight data; and setting and outputting a command speed based on the recommended speed and the movement plan.

[0010] A program relating to one aspect of this disclosure causes a computer to execute a control method which includes: acquiring power consumption rate data of an aircraft moving along a planned route in accordance with a movement plan; acquiring flight data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; calculating a recommended speed for the aircraft to move along the planned route based on the power consumption rate data and the flight data; and setting and outputting a command speed based on the recommended speed and the movement plan.

[0011] An aircraft operation system according to one aspect of the present disclosure comprises: an aircraft moving along a planned route in accordance with a movement plan; and a control device for controlling the aircraft, wherein the control device includes: a power consumption rate data acquisition means for acquiring power consumption rate data of the aircraft moving along a planned route in accordance with a movement plan; an operation data acquisition means for acquiring operation data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; a calculation means for calculating a recommended speed when the aircraft moves along the planned route based on the power consumption rate data and the operation data; and an instruction means for setting and outputting an instruction speed based on the recommended speed and the movement plan.

[0012] One example of the effects of this disclosure is the ability to provide a control device, control method, program, and aircraft operation system that can efficiently control an aircraft according to the environment.

[0013] This is a first block diagram of the control device according to this disclosure. This is a flowchart of the control method according to this disclosure. This is a first block diagram of the aircraft operation system according to this disclosure. This is a second block diagram of the control device according to this disclosure. This is a first block diagram of the aircraft according to this disclosure. This is a diagram showing the power consumption rate data of the aircraft. This is a second block diagram of the aircraft operation system according to this disclosure. This is a third block diagram of the control device according to this disclosure. This is a diagram showing the power consumption rate data of a formation having multiple aircraft. This is a fourth block diagram of the control device according to this disclosure. This is a second block diagram of the aircraft according to this disclosure. This is a block diagram showing an example of a computer hardware configuration.

[0014] The present invention will be described below through embodiments of the invention, but the invention claimed is not limited to the following embodiments. Furthermore, not all of the configurations described in the embodiments are necessarily essential as means of solving the problem. For clarity of explanation, the following descriptions and drawings have been omitted and simplified as appropriate. In each drawing, the same elements are denoted by the same reference numerals, and redundant explanations have been omitted where necessary.

[0015] <Embodiment 1> This embodiment will be described below with reference to the drawings. Figure 1 is a block diagram of the control device 10. The control device 10 is responsible for controlling the speed of an aircraft moving along a predetermined path.

[0016] In this disclosure, “Aircraft” refers to unmanned aerial vehicles, such as drones, UAVs (Unmanned Aerial Vehicles), or UASs (Unmanned Aircraft Systems). Aircraft fly by remote control or autopilot. Aircraft may carry cargo or carry passengers. If carrying passengers, aircraft may be aircraft referred to as “flying cars.” In this disclosure, “movement” refers to the aircraft moving through the air. However, if the aircraft also travels on the ground in addition to moving through the air, then travel on the ground may be included in the definition of movement.

[0017] The control device 10 is, for example, a computer or server having communication functions for controlling the aircraft. The control device 10 may also be a unit or module mounted on the aircraft. The control device 10 mainly consists of a consumption rate data acquisition unit 110, an operation data acquisition unit 120, a calculation unit 130, and an instruction unit 140.

[0018] The power consumption rate data acquisition unit 110 acquires data (power consumption rate data) relating to the power consumption rate of an aircraft moving along a planned route according to the movement plan.

[0019] In this disclosure, “movement plan” refers to data indicating the flight schedule of an aircraft. The movement plan may be a compilation of information about anticipated landing locations. The movement plan includes the aircraft’s departure point, destination, planned route, and arrival deadline. The arrival deadline indicates the latest time the aircraft must arrive at the destination. The movement plan may also include additional information such as intermediate points the aircraft should pass through and the duration of stay at each point. The movement plan is pre-set by the aircraft’s operator and may be updated during flight as needed.

[0020] In this disclosure, "planned path" refers to the path planned in advance when an aircraft is moving. The planned path may include information on the flight path between each assumed landing point. This path is programmed into the aircraft's autopilot system or set by a remote operator. The planned path includes information such as flight altitude, waypoints, and airspace to be avoided, enabling the efficient and safe movement of the aircraft. However, it should be noted that the actual path of the aircraft may deviate slightly from the planned path during actual flight due to environmental factors such as wind direction and wind speed.

[0021] The power consumption rate data for an aircraft indicates the amount of electrical energy (electrical power) consumed by the aircraft per predetermined distance. The power consumption rate is the amount of electrical power consumed by a moving aircraft when flying a unit distance or a predetermined distance relative to the ground. The power consumption rate depends on the speed of the aircraft relative to the ground and the speed of the atmosphere (wind speed and wind direction) surrounding the flight path of the aircraft. Using the case where the atmosphere is still (windless) as a baseline, the power consumption rate decreases (improves) with a tailwind, increases (worsens) with a headwind, and increases (worsens) with a crosswind because electricity is consumed to maintain the flight direction.

[0022] Furthermore, when flying horizontally, the power consumption rate decreases (improves) in updrafts because the amount of power needed to maintain altitude can be saved, and conversely increases (worsens) in downdrafts because the amount of power needed to maintain altitude is wasted. The power consumption rate data acquisition unit 110 may acquire power consumption rate data from a predetermined database. The power consumption rate data acquisition unit 110 may also acquire power consumption rate data by, for example, receiving an operation from an administrator who manages the control device 10.

[0023] The flight data acquisition unit 120 acquires flight data. The flight data is data relating to the flight status of the aircraft and includes aircraft data and wind direction and wind speed data.

[0024] Aircraft data is data relating to the state of an aircraft. In addition to the weight and flight performance of the aircraft itself, aircraft data may include information about the cargo it carries (cargo information). Cargo information may include, for example, weight, physical properties such as solid or liquid, and fragility related to environmental conditions (vibration, shock, pressure, temperature, humidity, etc.). Aircraft data may also include, for example, the type of aircraft (aircraft model) or unique identification information of the aircraft.

[0025] Wind direction and speed data is data on the atmospheric velocity (wind direction and speed) along the planned path the aircraft will take. The flight data acquisition unit 120 receives wind direction and speed data measured by an anemometer installed along the planned path, for example, via a communication line. The wind direction and speed data may include information about the date and time the anemometer took the measurement. The wind direction and speed data may also include information about the location where the measurement was taken.

[0026] The flight data acquisition unit 120 may predict future wind direction and speed from the acquired wind direction and speed data and estimate it as wind direction and speed data. For example, if the time change in wind direction and speed at a certain location is small, the flight data acquisition unit 120 may estimate that the wind direction and speed will be maintained in the future. The flight data acquisition unit 120 may also estimate that the wind speed measured at a certain location upwind will be observed at another location downwind with a delay of a time obtained by dividing the distance interval by the wind speed. If the wind direction and speed change frequently, the flight data acquisition unit 120 may use the probability distribution of the change as an estimate and appropriately select the mode, median, mean, maximum, etc. when using it.

[0027] Furthermore, the flight data acquisition unit 120 receives, for example, atmospheric pressure data measured by a barometer installed along the planned route via a communication line. The atmospheric pressure data may include information about the date and time the barometer took the measurement. The atmospheric pressure data may also include information about the location where the measurement was taken. The flight data acquisition unit 120 may determine the atmospheric pressure gradient from the acquired atmospheric pressure data, predict the current and future wind direction and wind speed from the atmospheric pressure gradient, and estimate this as wind direction and wind speed data.

[0028] The calculation unit 130 calculates a recommended speed for the aircraft to travel along a planned route based on the power consumption rate data and the flight data. The recommended speed is the speed at which the amount of power consumed by the aircraft while traveling along the planned route is estimated to be minimized. Note that the minimum shown here is not limited to a single value that results in the smallest amount of power consumed. In other words, the recommended speed may represent a range instead of a single value.

[0029] The instruction unit 140 sets and outputs an instruction speed based on the recommended speed and the travel plan. An example of a travel plan is the time by which the aircraft must arrive at its destination at the latest (arrival deadline). The instruction speed is the target speed for speed control during the actual flight of the aircraft.

[0030] The instruction unit 140 compares the recommended speed with the movement plan and sets an instruction speed that enables flight without deviating from the movement plan. The instruction speed may be the same as the recommended speed. The instruction unit 140 may set the recommended speed as the instruction speed if the aircraft is moving at the recommended speed and the movement plan can be achieved.

[0031] The instruction unit 140 sets a speed different from the recommended speed as the instruction speed if the aircraft cannot achieve the movement plan if it moves at the recommended speed. For example, to shorten the flight time, a speed higher than the recommended speed is set as the instruction speed. The instruction unit 140 outputs the set instruction speed. The instruction unit 140 notifies the aircraft of the set instruction speed. The aircraft performs speed control based on the notified instruction speed. In this way, the control device 10 controls the aircraft effectively.

[0032] Next, with reference to Figure 2, the processes executed by the control device 10 will be described. Figure 2 is a flowchart of the control method according to this disclosure.

[0033] The power consumption rate data acquisition unit 110 acquires power consumption rate data for an aircraft that is scheduled to move along a planned route according to the movement plan (step S11). The power consumption rate data acquisition unit 110 supplies the acquired power consumption rate data to the calculation unit 130.

[0034] The flight data acquisition unit 120 acquires flight data including flight data relating to the state of the aircraft and wind direction and wind speed data for the planned route (step S12). The flight data acquisition unit 120 may acquire wind direction and wind speed data for multiple locations as wind direction and wind speed data.

[0035] The flight data acquisition unit 120 may also acquire wind direction and wind speed data measured at multiple different times at the same location. The flight data acquisition unit 120 may also acquire atmospheric pressure data and estimate wind direction and wind speed data.

[0036] Furthermore, the flight data acquisition unit 120 may predict future wind direction and speed from the wind direction and speed data acquired or estimated up to the present, and estimate it as wind direction and speed data. For example, if the time change of wind direction and speed at a certain location is small, the flight data acquisition unit 120 may estimate that the wind direction and speed will be maintained in the future. The flight data acquisition unit 120 may also estimate that the wind speed measured at a certain location upwind will be observed at another location downwind with a delay of a time obtained by dividing the distance interval by the wind speed. If the wind direction and speed change frequently, the flight data acquisition unit 120 may use the probability distribution of the change as an estimated value and appropriately select the mode, median, mean, maximum, etc. when using it. The flight data acquisition unit 120 supplies the acquired or estimated flight data to the calculation unit 130.

[0037] The calculation unit 130 calculates the recommended speed for the aircraft to move along the planned route based on the power consumption rate data and the flight data (step S13). The calculation unit 130 supplies the calculated recommended speed to the instruction unit 140.

[0038] Next, the instruction unit 140 sets and outputs the instruction speed based on the recommended speed and the travel plan (step S14).

[0039] The processes executed by the control device 10 have been described above. In the flowchart above, step S11 may be executed simultaneously with step S12. Alternatively, step S11 may be executed after step S12. Through these processes, the control device 10 can efficiently control the aircraft according to the environment.

[0040] The control device 10 may also have a processor and a storage device, although these are not shown in the diagram. The storage device of the control device 10 may include, for example, a non-volatile memory such as flash memory or an SSD (Solid State Drive). In this case, the storage device of the control device 10 stores a computer program (hereinafter also simply referred to as "the program") for executing the control method described above. The processor loads the computer program from the storage device into main memory such as DRAM (Dynamic Random Access Memory) and executes the program.

[0041] Each component of the control device 10 may be implemented with dedicated hardware. Furthermore, some or all of each component may be implemented by general-purpose or dedicated circuits, processors, etc., or combinations thereof. These may be implemented by a single chip, or by multiple chips connected via a bus or dedicated interface. Some or all of each component of each device may be implemented by a combination of the aforementioned circuits, etc., and programs.

[0042] Furthermore, a CPU (Central Processing Unit), GPU (Graphics Processing Unit), FPGA (field-programmable gate array), etc., can be used as the processor. The configurations described herein may also apply to other devices or systems described below in this disclosure.

[0043] As described above, this embodiment provides a control system, control method, and program that can efficiently control an aircraft according to the environment.

[0044] <Embodiment 2>Next, Embodiment 2 will be described. Embodiment 2 is a specific example of Embodiment 1 described above. FIG. 3 is a block diagram of the aircraft operation system 1. The aircraft operation system 1 shown in FIG. 3 includes a control system 30, a base station 300, and a wind direction and speed meter 310. The control system 30 mainly includes a control device 20 and an aircraft 200.

[0045] The control device 20 is communicably connected to the base station 300 and the wind direction and speed meter 310 via the network N1. The communication between the control device 20 and the base station 300, and the communication between the control device 20 and the wind direction and speed meter 310 may be wired or wireless. The control device 20 acquires wind direction and speed data from the wind direction and speed meter 310 via the network N1. Further, the control device 20 acquires operation data from the aircraft 200 via the base station 300 and the network N1.

[0046] The base station 300 is a relay device of the wireless communication network. The base station 300 is capable of wireless communication with mobile stations existing around the base station 300. That is, the base station 300 is directly communicably connected to the aircraft 200. The base station 300 receives a control signal for controlling the aircraft 200 from the control device 20 via the network N1, and transmits the received control signal to the aircraft 200.

[0047] Further, the base station 300 receives various information from the aircraft 200 and supplies the received information to the control device 20. The information received by the base station 300 from the aircraft 200 is, for example, information regarding the position of the aircraft 200, information regarding the power consumption of the aircraft 200, time information when such information was acquired, and the like. The information regarding the power consumption may include information regarding the remaining battery level.

[0048] The wind direction and speed meter 310 has a sensor for measuring the wind direction and speed in the planned route of the aircraft 200, and communication means capable of supplying the wind direction and speed data measured by the sensor to the control device 20 via the network N1.

[0049] Next, the control device 20 will be described with reference to Figure 4. Figure 4 is a block diagram of the control device 20 according to this disclosure. The control device 20 has a storage unit 150 in addition to the configuration of the control device 10.

[0050] The power consumption rate data acquisition unit 110 of the control device 20 acquires power consumption rate data that indicates the amount of power consumed by the aircraft 200 during flight per predetermined distance, according to the weight of the cargo carried by the aircraft 200. The power consumption rate data changes according to the weight of the cargo carried by the aircraft 200. Specifically, for example, the power consumption rate data is obtained by assuming multiple cases for the weight of the cargo carried by the aircraft 200 and classifying them discretely in the form of a table for each case. In this case, the power consumption rate data may also include the case when the aircraft 200 is not carrying any cargo. For weights between cases, the power consumption rate data may be estimated by calculations such as interpolation.

[0051] Furthermore, the power consumption rate data may include a function that calculates the battery consumption according to the weight, using the weight of the cargo carried by the aircraft 200 as an input parameter. The power consumption rate data acquired by the power consumption rate data acquisition unit 110 is supplied to the storage unit 150 and stored in a readable format.

[0052] The flight data acquisition unit 120 acquires flight data including aircraft data and wind direction and wind speed data. The aircraft data includes cargo information of the cargo carried by the aircraft 200. The cargo information includes data indicating the weight of the cargo.

[0053] The calculation unit 130 calculates the recommended speed when the aircraft 200 moves along a planned route according to the flight plan, based on the power consumption rate data and the flight data. The calculation unit 130 calculates the recommended speed when the wind direction and wind speed of the planned route are added to the ground speed of the aircraft 200, based on the power consumption rate data of the aircraft 200 and the wind direction and wind speed data included in the flight data. The calculation unit 130 also obtains cargo information regarding the cargo carried by the aircraft 200 from the flight data and calculates a recommended speed according to the weight of the cargo carried by the aircraft 200.

[0054] The instruction unit 140 sets and outputs an instruction speed based on the recommended speed and the travel plan. In the control device 20, the instruction unit 140 can be set to either a time-priority mode or a power consumption-priority mode.

[0055] In time-priority mode, the instruction unit 140 instructs the aircraft 200 to use the instruction speed that results in the earliest possible arrival time within the range of the travel plan. Note that the instruction speed that results in the earliest possible arrival time is not limited to a single value corresponding to the earliest possible arrival time. Instead of a single value, the instruction speed that results in the earliest possible arrival time may represent a range of instruction speeds in which the arrival time is earlier than a predetermined time.

[0056] In power consumption priority mode, the instruction unit 140 instructs the aircraft 200 to the instruction speed that minimizes the amount of power consumed by the aircraft within the range of the movement plan. Note that the instruction speed that minimizes the amount of power consumed by the aircraft is not limited to a single value that results in the lowest amount of power consumed by the aircraft. Instead of a single value, the instruction speed that minimizes the amount of power consumed by the aircraft may represent a range of instruction speeds in which the amount of power consumed by the aircraft is less than a predetermined amount.

[0057] The instruction unit 140 also sets either a time-priority mode or a power consumption-priority mode depending on the remaining battery level of the aircraft 200.

[0058] For example, the instruction unit 140 determines whether the aircraft 200 has enough battery power to reach its destination in time-priority mode. At this time, the instruction unit 140 refers to the wind direction and wind speed along the planned route and calculates the speed at which the aircraft 200 would travel in time-priority mode and the amount of power consumed when flying at that speed.

[0059] In this case, if the instruction unit 140 determines that the battery level upon arrival at the destination falls below a preset threshold, the instruction unit 140 updates the instruction to the aircraft 200 to an instruction speed based on the recommended speed, while referring to the movement plan, and outputs the updated instruction speed. In other words, in this case, the instruction unit 140 switches the aircraft 200, which was being controlled in time-priority mode, to power consumption-priority mode and outputs the instruction speed.

[0060] The storage unit 150 is a storage device that includes non-volatile memory such as flash memory or an SSD. The storage unit 150 may also be a magnetic storage device or a storage device that utilizes volatile memory. The storage unit 150 stores, for example, power consumption rate data 151, flight data 152, and movement plan 153. The storage unit 150 can store power consumption rate data 151, flight data 152, and movement plan 153 for multiple different aircraft 200s.

[0061] To achieve the above-mentioned functions, the control device 20 acquires information regarding the movement of the aircraft 200. This information includes information regarding the aircraft 200's speed and information regarding its power consumption. For example, the information regarding the aircraft 200's speed can be calculated from the aircraft 200's position information at multiple different times. If the aircraft 200 transmits its speed, the control device 20 may use the information transmitted by the aircraft 200. Alternatively, the control device 20 may acquire images of the surrounding scenery taken by a camera on the aircraft 200 and estimate the aircraft 200's speed from these images.

[0062] Information regarding the power consumption of the aircraft 200 can be calculated, for example, by the control device 20 acquiring battery level information at multiple different times. Information regarding the power consumption of the aircraft 200 can also be calculated by measuring the output current value of the aircraft 200's battery and integrating it over time. Information regarding the movement of the aircraft 200 may, for example, be included in the remote ID transmitted by the aircraft 200.

[0063] The power consumption rate data for windless conditions described above can be generated using data measured in advance, for example, as follows: First, the aircraft 200 is flown horizontally at a constant speed in windless conditions, and the power consumption per unit flight distance is measured. Next, the aircraft 200 is flown at a different constant speed than the previous time, and the power consumption per unit flight distance is measured.

[0064] Next, the aircraft 200 is loaded with a payload and flown at several different constant speeds to measure the amount of power consumed per unit flight distance. If measurement is not possible in windless conditions, the ground wind speed at the time of measurement is measured, and the relative speed with respect to the atmosphere is determined by adding or subtracting the wind speed from the flight speed, thereby generating power consumption rate data equivalent to that in windless conditions. Alternatively, if measurement is not possible in windless conditions, the aircraft 200 is flown straight in several different directions, and power consumption rate data equivalent to that in windless conditions is generated by canceling out the ground wind speed from the ground speed for each direction.

[0065] Next, the aircraft 200 will be described with reference to Figure 5. Figure 5 is a block diagram of the aircraft 200 according to this disclosure. The aircraft 200 autonomously flies through the air along a planned route based on a flight plan, for example. The aircraft 200 mainly consists of a position information acquisition unit 210, a communication unit 220, a camera 230, an aircraft control unit 240, a propulsion system 250, a memory unit 260, and a battery 270.

[0066] The position information acquisition unit 210 acquires position data of the aircraft 200 using, for example, a position data acquisition system that utilizes GNSS (Global Navigation Satellite System) or Wi-Fi (registered trademark) radio waves. The communication unit 220 has a function for directly communicating wirelessly with the base station 300. That is, the communication unit 220 may include, for example, an antenna, a modulation circuit, a demodulation circuit, etc. The camera 230 includes an objective lens and an image sensor, etc., and photographs the scenery around the aircraft 200, the ground, and other nearby aircraft, and generates image data of them.

[0067] The aircraft control unit 240 includes a computing device such as a CPU or MCU (Microcontroller Unit) and controls each component of the aircraft 200. Specifically, the aircraft control unit 240 exchanges information with the control device 20 via the communication unit 220 and issues instructions to each component of the aircraft 200 accordingly. The propulsion system 250 includes a motor for rotating the propeller, which is the means of moving the aircraft 200.

[0068] The storage unit 260 includes non-volatile memory such as flash memory or an SSD, and stores authentication data for the aircraft 200, such as identification codes to distinguish the aircraft 200 from other aircraft. The storage unit 260 may also be a magnetic storage device or a storage device that utilizes volatile memory. The storage unit 260 can also store data (cargo information) related to the cargo carried by the aircraft 200.

[0069] The battery 270 is a power source (power supply device) for driving the aircraft 200. The battery 270 is, for example, a lightweight, high-capacity, rechargeable secondary battery, such as a lithium-ion secondary battery. The battery 270 includes a sensor and circuit for monitoring the remaining battery level. The sensor and circuit may estimate and monitor the remaining battery level by measuring the input and output currents and calculating their time integral.

[0070] The aircraft 200 has the above configuration and moves while periodically transmitting an identification signal associated with the identification code stored in the memory unit 260. The aircraft 200 transmits the identification signal, for example, every few hundred milliseconds. At this time, the aircraft 200 transmits the signal in a manner compliant with mobile communication network standards such as 3GPP (registered trademark), Bluetooth (registered trademark), or Wi-Fi (registered trademark). The aircraft 200 may continue to transmit this identification signal while moving.

[0071] Next, the power consumption rate data will be explained with reference to Figure 6. Figure 6 shows a graph illustrating the power consumption rate data of the aircraft 200. In the graph of Figure 6, the horizontal axis represents the speed of the aircraft 200, and the vertical axis represents the power consumption rate of the aircraft 200. The speed of the aircraft 200 in this graph is the ground speed when the aircraft 200 moves horizontally in windless conditions. The power consumption rate in this graph is the amount of power consumed per unit flight distance of the aircraft 200 moving horizontally.

[0072] The three curves plotted in the graph of Figure 6 represent the power consumption rate data for the aircraft 200. Of these, the curve shown by the solid line represents the data for the aircraft 200 when it is not carrying any cargo. This data shows that the power consumption rate decreases as the speed increases from a low speed, and the slope gradually becomes gentler. The power consumption rate reaches its minimum value of W21 at a speed V23. Furthermore, as the aircraft 200's moving speed increases above speed V23, the power consumption rate increases.

[0073] The power consumption rate data follows this curve for the following reasons: When the speed of the aircraft 200 is zero, the aircraft 200 is hovering while driving its propellers, and theoretically the power consumption rate is infinite. As the speed of the aircraft 200 increases, the power consumption rate gradually decreases. On the other hand, when the aircraft 200 is moving at a speed higher than speed V23, the power consumption rate increases due to the increased air resistance and mechanical losses experienced by the aircraft 200.

[0074] The dashed curve represents data for when the aircraft 200 is loaded with cargo L1. In this case, as with the case without cargo, the power consumption rate decreases as the speed increases, and then begins to increase again after reaching the minimum value. Note that the minimum value W22 when the aircraft 200 is loaded with cargo L1 is greater than the minimum value W21 when it is not loaded. Also, the speed V22 at the minimum value W22 is lower than the speed V23 when it is not loaded.

[0075] The curve shown by the dashed line represents data for when the aircraft 200 is carrying a heavier load L2 than the load L1. In this case as well, as described above, the power consumption rate decreases as the speed increases, and then begins to increase again after reaching the minimum value. Note that the minimum value W23 when the aircraft 200 is carrying load L2 is greater than the minimum value W22 when it is carrying load L1. Also, the speed V21 at the minimum value W23 is lower than the speed V22 when it is carrying load L1.

[0076] The propeller thrust required for the aircraft 200 to float increases with the weight of the payload. In other words, the propeller rotation speed required for the aircraft 200 to float increases with the weight of the payload, and the mechanical losses also increase. Therefore, the heavier the payload, the higher the energy consumption rate of the aircraft 200, and the lower the speed at which the energy consumption rate is minimized. Also, the energy required for the aircraft 200 to travel a unit flight distance increases with the weight of the payload. In other words, the speed at which the aircraft 200 moves while consuming a certain amount of power (energy per unit time) decreases with the weight of the payload. Therefore, the speed at which the energy consumption rate is minimized decreases with the weight of the payload.

[0077] Embodiment 2 has been described above. According to this embodiment, the control device 20 estimates the amount of power consumption required for flight from the power consumption rate data of the aircraft 200, the data on the cargo of the aircraft 200, and the wind direction and wind speed data of the planned route, and calculates a recommended speed by referring to the estimation result. The control device 20 also sets the instruction speed taking into account the movement plan. Therefore, according to this disclosure, it is possible to provide an aircraft operation system equipped with a control system, control method, and program that can efficiently control the aircraft according to the environment.

[0078] The above-described configuration of the aircraft operation system 1 is merely an example and can be modified as appropriate. For example, if some or all of the components of the control device 20 of the control system 30 are implemented by multiple information processing devices or circuits, these multiple information processing devices or circuits may be centrally located or distributed. For example, the information processing devices or circuits may be implemented in a form in which each is connected via a communication network, such as a client-server system or a cloud computing system.

[0079] For example, although Figure 3 shows the control device 20 as a single device, the control device 20 may be implemented using multiple devices. Furthermore, some of the functions of the control device 20 may be provided on the aircraft 200.

[0080] Furthermore, although Figure 3 shows the base station 300 and wind direction and speed meter 310 outside the control system 30, the system is not limited to this. The control system 30 may have a base station 300 in addition to the control device 20 and the aircraft 200, or it may have a wind direction and speed meter 310. Alternatively, the control system 30 may have all of the control device 20, aircraft 200, base station 300, and wind direction and speed meter 310. Therefore, the aircraft operation system 1 shown in Figure 3 can also be referred to as a control system.

[0081] <Embodiment 3> Next, Embodiment 3 will be described. Figure 7 is a block diagram of the aircraft operation system 2 according to the present disclosure. The aircraft operation system 2 shown in Figure 7 includes a control system 30, a base station 300, and an anemometer 310. The configuration of the control system 30 of the aircraft operation system 2 differs from that of the aircraft operation system 1. The control system 30 mainly consists of a control device 41 and a formation 400. In the aircraft operation system 2, multiple aircraft 200 move along a planned route based on a flight plan as a formation 400.

[0082] Formation 400 includes aircraft 200A, aircraft 200B, and aircraft 200C. Aircraft 200A, aircraft 200B, and aircraft 200C have the same configuration as aircraft 200 shown in Figure 5. That is, aircraft 200A, aircraft 200B, and aircraft 200C include a propulsion system configured to move along a planned path based on the instructed speed received from the control device 41. In the following description, aircraft 200A, aircraft 200B, and aircraft 200C may be collectively referred to as multiple aircraft 200.

[0083] In this disclosure, a formation 400 refers to a group of multiple aircraft 200 capable of communicating with each other via short-range wireless communication, moving from the same departure point to the same destination. Short-range wireless communication is, for example, Bluetooth® or Wi-Fi®. A formation 400 consists of multiple aircraft 200 existing together as a group within the same area. Therefore, a formation 400 is treated as existing in the same environment in principle. For example, wind direction and wind speed data along the planned route is applied similarly to all aircraft 200 constituting the formation 400. Therefore, for example, when a control device 41 controls a formation 400, the control device 41 controls the formation 400 as if the multiple aircraft 200 were in the same airspace.

[0084] At this time, each of the multiple aircraft 200 constituting the formation 400 communicates with the control device 41 separately. However, at least one representative aircraft 200 among the multiple aircraft 200 constituting the formation 400 may communicate with the control device 41, while the other aircraft 200 communicate with the control device 41 via the representative aircraft 200 using short-range radio.

[0085] The formation 400, with the configuration described above, can, for example, transport multiple packages to their destination simultaneously. The multiple aircraft 200 constituting the formation 400 may have an additional function of sharing the amount of power necessary for flight with each other. In this case, the means of sharing the power may be wired or wireless. The formation 400 can also photograph the appearance of each aircraft using the cameras that each aircraft 200 has. By moving while mutually confirming the appearance of the aircraft 200 constituting the formation 400, the formation 400 can detect abnormalities earlier and move more safely than when moving individually.

[0086] The control system 30 includes a control device 41 and an aircraft 200. The control device 41 is communicatively connected to a base station 300 and an anemometer 310 via a network N1. Communication between the control device 41 and the base station 300, and communication between the control device 41 and the anemometer 310, may be wired or wireless. The control device 41 acquires wind direction and wind speed data from the anemometer 310 via the network N1. The aircraft operation system 2 may have multiple anemometers 310 located at separate locations along the planned route. In this case, the control device 41 acquires wind direction and wind speed data from the multiple anemometers 310. In this case, the wind direction and wind speed data also includes location data of the measurement locations.

[0087] The control device 41 acquires aircraft data from the aircraft 200 via the network N1. In the aircraft operation system 2, three aircraft 200A, 200B, and 200C move as a formation 400. Therefore, the control device 41 acquires aircraft data from each of the aircraft 200A, 200B, and 200C that make up the formation 400.

[0088] Base station 300 is a relay device in the wireless communication network. Base station 300 is capable of wireless communication with mobile stations located in its vicinity. That is, base station 300 is directly connected to aircraft 200A, aircraft 200B, and aircraft 200C for wireless communication.

[0089] The base station 300 receives control signals from the control device 41 via the network N1 to control aircraft 200A, aircraft 200B, and aircraft 200C, respectively. The base station 300 transmits the received control signals to aircraft 200A, aircraft 200B, and aircraft 200C, respectively.

[0090] The base station 300 also receives various information from each of the aircraft 200A, 200B, and 200C, and supplies the received information to the control device 41. The information that the base station 300 receives from each of the aircraft 200A, 200B, and 200C includes, for example, information regarding the respective positions of aircraft 200A, 200B, and 200C, information regarding the respective power consumption of aircraft 200A, 200B, and 200C, and time information regarding when that information was acquired. The information regarding power consumption may include information regarding the remaining battery level.

[0091] The wind direction and speed meter 310 includes sensors that measure wind direction and wind speed along the planned paths of aircraft 200A, aircraft 200B, and aircraft 200C, and communication means that can supply the wind direction and wind speed data measured by the sensors to the control device 41 via the network N1.

[0092] The control device 41 will be described with reference to Figure 8. Figure 8 is a block diagram of the control device 41. The control device 41 shown in Figure 8 has the same configuration as the control device 20 shown in Figure 4.

[0093] The power consumption rate data acquisition unit 110 of the control device 41 acquires power consumption rate data for the formation 400 of multiple aircraft 200 moving along a planned route as a formation 400. The power consumption rate data for the formation 400 is power consumption rate data that indicates the amount of power consumed by the multiple aircraft 200 during flight per predetermined distance. The operation data acquisition unit 120 of the control device 41 also acquires operation data. Specifically, the operation data acquisition unit 120 acquires aircraft data regarding the status of the multiple aircraft 200 and wind direction and wind speed data for the planned route. The aircraft data includes cargo information of the cargo carried by each of the multiple aircraft 200.

[0094] The calculation unit 130 of the control device 41 calculates the recommended speed for the formation 400 when the formation 400 moves along a planned route, based on the power consumption rate data and operational data for the formation 400. The instruction unit 140 sets the instruction speed based on the recommended speed and the movement plan and outputs it to the formation 400. The formation 400 performs speed control based on the outputted instruction speed.

[0095] Next, with reference to Figure 9, the power consumption rate data used by the calculation unit 130 to calculate the recommended speed will be described. Figure 9 is a diagram showing the power consumption rate data for the formation 400. In the graph shown in Figure 9, the horizontal axis is the speed of movement and the vertical axis is the power consumption rate. The curve plotted in Figure 9 includes the power consumption rate data for each of the multiple aircraft 200 and the power consumption rate data for the formation 400.

[0096] In Figure 9, the dotted line represents the power consumption rate data for aircraft 200A. The speed at which aircraft 200A achieves the minimum power consumption rate is speed V34. The dashed line represents the power consumption rate data for aircraft 200B. The speed at which aircraft 200B achieves the minimum power consumption rate is speed V32, which is lower than speed V34. The double dashed line represents the power consumption rate data for aircraft 200C. The speed at which aircraft 200C achieves the minimum power consumption rate is speed V31, which is lower than speed V32.

[0097] The curve shown by the solid line represents the power consumption rate data for formation 400. The power consumption rate data for formation 400 is the sum of the power consumption rate data for each of the multiple aircraft 200 mentioned above. As a result, the movement speed corresponding to the minimum power consumption rate is speed V33. Speed ​​V33 is higher than speed V32 and lower than speed V34. In other words, when moving as formation 400, moving at an overall speed of V33 minimizes the power consumption rate for formation 400.

[0098] The power consumption rate data for the formation 400 shown in Figure 9 is calculated by the calculation unit 130 through the following process, for example. First, the power consumption rate data acquisition unit 110 of the control device 41 acquires power consumption rate data, which indicates the amount of power consumed per predetermined distance by the multiple aircraft 200, as individual power consumption rate data for each of the multiple aircraft 200.

[0099] Next, the calculation unit 130 calculates the power consumption rate data for the formation 400 from the individual power consumption rate data. Through this process, the control device 41 calculates the recommended speed for the formation 400.

[0100] Note that the power consumption rate data shown in Figure 9 is an example where the aircraft 200 is not carrying any cargo. When the aircraft 200 is carrying cargo, the control device 41 can calculate the power consumption rate data for the formation 400 by summing the power consumption rate data corresponding to the cargo carried by each of the multiple aircraft 200.

[0101] Embodiment 3 has been described above. However, the control system 30 according to this embodiment is not limited to the above configuration. For example, the control device 41 may be provided by multiple aircraft 200 constituting the formation 400. In this case, the multiple aircraft 200 may share the function of the control device 41. Alternatively, one aircraft 200 may be responsible for the function of the control device 41.

[0102] Furthermore, although Figure 7 shows the base station 300 and wind direction and speed meter 310 outside the control system 30, the system is not limited to this. The control system 30 may have a base station 300 in addition to the control device 41 and the formation 400, or it may have a wind direction and speed meter 310. Alternatively, the control system 30 may have all of the control device 41, the formation 400, the base station 300, and the wind direction and speed meter 310. Therefore, the aircraft operation system 2 shown in Figure 7 can also be referred to as a control system.

[0103] As described above, this embodiment provides a control system, control method, and program that can efficiently control multiple aircraft constituting a formation according to the environment.

[0104] <Embodiment 4> Next, Embodiment 4 will be described. Embodiment 4 is a modification of Embodiment 3 described above. The aircraft operation system 3 (not shown) according to this disclosure has a control system 31 (not shown) instead of the control system 30 of the aircraft operation system 2 shown in Figure 7. The control system 31 has a control device 42 instead of a control device 41. The control system 31 has a plurality of aircraft 201 instead of a plurality of aircraft 200. The plurality of aircraft 201 includes aircraft 201A to 201C. The plurality of aircraft 201 constitute a formation 400.

[0105] The configuration of the aircraft operation system 3 can be explained by reinterpreting the block diagram of the aircraft operation system 2 shown in Figure 7 to correspond to the aircraft operation system 3. Specifically, aircraft operation system 2 is replaced with aircraft operation system 3, control system 30 with control system 31, control device 41 with control device 42, and aircraft 200A to 200C with aircraft 201A to 201C. Therefore, the illustration of aircraft operation system 3 is omitted here.

[0106] Figure 10 is a block diagram of the control device 42. In addition to the configuration of the control device 41, the control device 42 has a determination unit 160. The determination unit 160 determines whether to exchange power between the multiple aircraft 201 based on the remaining battery levels of each of the multiple aircraft 201. In this case, the multiple aircraft 201 constituting the formation 400 have a power supply and demand device 280 that enables them to exchange power with each other. The power supply and demand device 280 will be described later.

[0107] For example, the determination unit 160 estimates the remaining battery charge and power consumption of each aircraft 201 when the formation 400 moves at the instructed speed set by the instruction unit 140. The determination unit 160 then determines whether the remaining battery charge of each aircraft 201 will fall below a preset threshold when the formation 400 arrives at its destination.

[0108] Suppose the determination unit 160 determines that when the formation 400 arrives at its destination, the battery level of at least one aircraft 201 constituting the formation 400 will fall below a preset threshold. In this case, the determination unit 160 further instructs the other aircraft 201 constituting the formation 400 whose battery levels do not fall below the threshold to supply power to the aircraft 201 whose battery levels fall below the threshold.

[0109] Figure 11 is a block diagram of the aircraft 201. In addition to the configuration of the aircraft 200, the aircraft 201 has a power supply and demand device 280. The power supply and demand device 280 is configured to allow the exchange of power between multiple aircraft 201 according to the determination of the determination unit 160. For example, the power supply and demand device 280 has a configuration that allows the exchange of power between aircraft 201 and other aircraft 201 while the aircraft 201 is moving.

[0110] More specifically, the power supply and demand device 280 includes, for example, an antenna for transmitting and receiving electromagnetic waves, and a device that generates electromagnetic induction from the electromagnetic waves received by the antenna, converts the resulting magnetic field into an electric current, and stores the energy. Alternatively, the power supply and demand device 280 includes a device that allows two aircraft 201 to exchange power by being connected by a wire. With such functionality, the formation 400 can travel longer distances than when they move individually.

[0111] Embodiment 4 has been described above. According to this embodiment, a control system, control method, and program can be provided that can efficiently control multiple aircraft constituting a formation according to the environment.

[0112] Although the present disclosure has been described above with reference to embodiments, the present disclosure is not limited to the embodiments described above. Various modifications to the structure and details of the present disclosure can be made as can be understood by those skilled in the art within the scope of the present disclosure. Furthermore, each embodiment can be combined with other embodiments as appropriate.

[0113] <Examples of Hardware Configurations> The following describes examples of how each functional configuration of the control system in this disclosure can be realized through a combination of hardware and software.

[0114] Figure 12 is a block diagram illustrating the hardware configuration of a computer. The device or system in this disclosure can realize the above-described functions using a computer 500 including the hardware configuration shown in the figure. The computer 500 may be a portable computer such as a smartphone or tablet terminal, or a stationary computer such as a PC. The computer 500 may be a dedicated computer designed to realize each device, or it may be a general-purpose computer. The computer 500 can realize the desired functions by installing a predetermined application.

[0115] The computer 500 includes a bus 502, a processor 504, a memory 506, a storage device 508, an input / output interface (I / F) 510, and a network interface (I / F) 512. The bus 502 is a data transmission path for the processor 504, memory 506, storage device 508, input / output interface 510, and network interface 512 to send and receive data to and from each other. However, the method of connecting the processor 504 and the others to each other is not limited to bus connection.

[0116] The processor 504 is a variety of processor such as a CPU, GPU, or FPGA. The memory 506 is a main memory implemented using RAM (Random Access Memory) or the like.

[0117] The storage device 508 is an auxiliary storage device implemented using a hard disk, SSD, memory card, or flash memory. The storage device 508 stores a program for realizing a desired function. The processor 504 reads this program into memory 506 and executes it to realize each functional component of each device.

[0118] The input / output interface 510 is an interface for connecting the computer 500 with input / output devices. For example, input devices such as keyboards and output devices such as display devices are connected to the input / output interface 510. The network interface 512 is an interface for connecting the computer 500 to a network.

[0119] Each processor executes one or more programs containing a set of instructions for causing the computer to perform the algorithms described with reference to the drawings. These programs, when loaded into the computer, contain a set of instructions (or software code) for causing the computer to perform one or more functions described in the embodiments. The programs may be stored in various types of non-transitory computer-readable medium or tangible storage medium. Examples, but not limited to, include non-transitory computer-readable medium or tangible storage medium, such as RAM, ROM (Read Only Memory), flash memory, SSD or other memory technologies, CD-ROM, DVD (Digital Versatile Disc), Blu-ray® disc or other optical disc storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices. The programs may also be transmitted over various types of transient computer-readable medium or communication medium. Examples, but not limited to, include transient computer-readable medium or communication medium containing electrical, optical, acoustic or other forms of propagating signals.

[0120] Each drawing is merely illustrative to illustrate one or more embodiments. Each drawing may be associated with one or more other embodiments rather than with only one specific embodiment. As those skilled in the art will understand, various features or steps described with reference to any one drawing can be combined with features or steps shown in one or more other drawings to create embodiments that are not explicitly illustrated or described. Not all features or steps shown in any one drawing are necessarily required to illustrate an exemplary embodiment, and some features or steps may be omitted. The order of steps shown in any of the drawings may be changed as appropriate.

[0121] Some or all of the above embodiments may also be described as follows, but are not limited to the following: (Note 1) A control device comprising: a power consumption rate data acquisition unit that acquires power consumption rate data of an aircraft moving along a planned route in accordance with a movement plan; an operation data acquisition unit that acquires operation data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; a calculation unit that calculates a recommended speed when the aircraft moves along the planned route based on the power consumption rate data and the operation data; and an instruction unit that sets and outputs an instruction speed based on the recommended speed and the movement plan. (Note 2) The control device according to Note 1, wherein the instruction unit can set a time priority mode that instructs the instruction speed that results in the earliest arrival time within the range of the movement plan, and a power consumption priority mode that results in the smallest amount of power consumed by the aircraft within the range of the movement plan, and sets the time priority mode and the power consumption priority mode according to the remaining battery level of the aircraft. (Note 3) The control device according to Note 2, wherein the instruction unit determines that the remaining battery level of the aircraft when it arrives at its destination will be below a preset threshold, and updates and outputs the instructed speed based on the power consumption priority mode, regardless of the movement plan. (Note 4) The control device according to any one of Notes 1 to 3, wherein the consumption rate data acquisition unit acquires power consumption rate data for a formation of multiple aircraft moving along the planned route as a formation, and the calculation unit calculates the recommended speed for the formation when the formation moves along the planned route based on the power consumption rate data for the formation and the operation data. (Note 5) The control device according to Note 4, wherein each of the multiple aircraft has a propulsion device set to move along the planned route based on the instructed speed received from the control device. (Note 6) The control device according to Note 4 or 5, wherein the consumption rate data acquisition unit acquires individual power consumption rate data for the multiple aircraft, and the calculation unit calculates the recommended speed for the formation from the individual power consumption rate data.(Note 7) The control device according to any one of Notes 4 to 6, further comprising a determination unit that determines whether to exchange power between multiple aircraft based on the remaining battery charge of each of the aircraft. (Note 8) The control device according to Note 7, wherein the aircraft include a power adjustment device configured to enable the exchange of power between them according to the determination of the determination unit. (Note 9) The control device according to any one of Notes 1 to 8, wherein the flight data acquisition unit acquires the flight data, which includes cargo information indicating information about the cargo carried by the aircraft as aircraft data, and the calculation unit calculates the recommended speed when the aircraft carrying the cargo moves along the planned route according to the cargo information. (Note 10) The control device according to Note 9, wherein the cargo information includes information about the weight of the cargo, and the calculation unit calculates the recommended speed when the aircraft carrying the cargo moves along the planned route according to the weight of the cargo. (Note 11) A control method comprising: acquiring power consumption rate data of an aircraft moving along a planned route in accordance with a movement plan; acquiring flight data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; calculating a recommended speed for the aircraft to move along the planned route based on the power consumption rate data and the flight data; and setting and outputting a command speed based on the recommended speed and the movement plan. (Note 12) A program that causes a computer to execute the control method comprising: acquiring power consumption rate data of an aircraft moving along a planned route in accordance with a movement plan; acquiring flight data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; calculating a recommended speed for the aircraft to move along the planned route based on the power consumption rate data and the flight data; and setting and outputting a command speed based on the recommended speed and the movement plan.(Note 13) An aircraft operation system comprising: an aircraft that moves along a planned route in accordance with a movement plan; and a control device that controls the aircraft, wherein the control device includes: a power consumption rate data acquisition unit that acquires power consumption rate data of the aircraft moving along a planned route in accordance with a movement plan; an operation data acquisition unit that acquires operation data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; a calculation unit that calculates a recommended speed when the aircraft moves along the planned route based on the power consumption rate data and the operation data; and an instruction unit that sets and outputs an instruction speed based on the recommended speed and the movement plan.

[0122] Some or all of the elements (e.g., configuration and function) described in Appendices 2 to 10 that are dependent on Appendice 1 may also be dependent on Appendices 11, 12, and 13 in the same way as those described in Appendices 2 to 10. Some or all of the elements described in any appendice may be applied to various hardware, software, recording means, systems, and methods for recording software.

[0123] This application claims priority based on Japanese Patent Application No. 2025-016817, filed on 4 February 2025, and incorporates all of its disclosures herein.

[0124] 1. Aircraft Operation System 2. Aircraft Operation System 3. Aircraft Operation System 10. Control Device 20. Control Device 30. Control System 31. Control System 41. Control Device 42. Control Device 110. Power Consumption Data Acquisition Unit 120. Operation Data Acquisition Unit 130. Calculation Unit 140. Instruction Unit 150. Memory Unit 151. Power Consumption Data 152. Operation Data 153. Movement Plan 160. Decision Unit 200. Aircraft 201. Aircraft 210. Position Information Acquisition Unit 220. Communication Unit 230. Camera 240. Aircraft Control Unit 250. Propulsion System 260. Memory Unit 270. Battery 280. Power Supply and Demand Device 300. Base Station 310. Wind Direction and Speed ​​Meter 400. Formation 500. Computer 502. Bus 504. Processor 506. Memory 508 Storage device 510 Input / Output I / F 512 Network I / F N1 Network

Claims

1. A control device comprising: a power consumption rate data acquisition means for acquiring power consumption rate data of an aircraft moving along a planned route in accordance with a movement plan; an operation data acquisition means for acquiring operation data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; a calculation means for calculating a recommended speed when the aircraft moves along the planned route based on the power consumption rate data and the operation data; and an instruction means for setting and outputting an instruction speed based on the recommended speed and the movement plan.

2. The control device according to claim 1, wherein the instruction means can set a time-priority mode that instructs the instruction speed that results in the earliest arrival time within the range of the movement plan, and a power consumption-priority mode that results in the lowest amount of power consumed by the aircraft within the range of the movement plan, and sets the time-priority mode and the power consumption-priority mode according to the remaining battery level of the aircraft.

3. The control device according to claim 2, wherein the instruction means determines that the remaining battery level of the aircraft when it arrives at its destination will be below a preset threshold, and updates and outputs the instruction speed based on the power consumption priority mode, regardless of the movement plan.

4. The control device according to any one of claims 1 to 3, wherein the power consumption rate data acquisition means acquires power consumption rate data for a formation of multiple aircraft moving along the planned route as a formation, and the calculation means calculates a recommended speed for the formation when the formation moves along the planned route based on the power consumption rate data for the formation and the flight data.

5. The control device according to claim 4, wherein each of the plurality of aircraft has a propulsion device configured to move along the planned path based on the instructed speed received from the control device.

6. The control device according to claim 4, wherein the power consumption rate data acquisition means acquires individual power consumption rate data for a plurality of aircraft, and the calculation means calculates the recommended speed for the formation from the individual power consumption rate data.

7. The control device according to claim 4, further comprising a determination means for determining whether to exchange power between multiple aircraft based on the remaining battery levels of each of the aircraft.

8. The control device according to claim 7, wherein the aircraft includes a power adjustment device configured to enable the exchange of power between them in accordance with the determination of the determination means.

9. The control device according to any one of claims 1 to 3, wherein the operational data acquisition means acquires operational data including cargo information indicating information about the cargo carried by the aircraft as aircraft data, and the calculation means calculates a recommended speed for the aircraft carrying the cargo to move along the planned route according to the cargo information.

10. The control device according to claim 9, wherein the cargo information includes information relating to the weight of the cargo, and the calculation means calculates a recommended speed for the aircraft carrying the cargo to travel along the planned route according to the weight of the cargo.

11. A control method comprising: acquiring power consumption rate data of an aircraft moving along a planned route according to a movement plan; acquiring flight data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; calculating a recommended speed for the aircraft to move along the planned route based on the power consumption rate data and the flight data; and setting and outputting a command speed based on the recommended speed and the movement plan.

12. A program that causes a computer to execute a control method which includes: acquiring power consumption rate data of an aircraft moving along a planned route according to a movement plan; acquiring flight data including aircraft data and wind direction and wind speed data for the planned route; calculating a recommended speed for the aircraft to move along the planned route based on the power consumption rate data and the flight data; and setting and outputting a command speed based on the recommended speed and the movement plan.

13. An aircraft operation system comprising: an aircraft that moves along a planned route in accordance with a movement plan; and a control device that controls the aircraft, wherein the control device includes: a power consumption rate data acquisition means for acquiring power consumption rate data of the aircraft moving along a planned route in accordance with a movement plan; an operation data acquisition means for acquiring operation data including aircraft data of the aircraft and wind direction and wind speed data of the planned route; a calculation means for calculating a recommended speed when the aircraft moves along the planned route based on the power consumption rate data and the operation data; and an instruction means for setting and outputting an instruction speed based on the recommended speed and the movement plan.

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