JP2023000236A - Flying object control system - Google Patents

Abstract

To provide a flying object control system which more appropriately controls a flying object that can be taken off and landed vertically and enables the flying object to be taken off and landed safely and with high density in accordance with the state thereof and its surrounding environment.SOLUTION: A flying object control system 30 comprises a flying object control device 20 and a ground monitor device 10. The flying object control device 20 includes: a state monitor unit 22 for monitoring at least one of an ambient environment of a flying object 1 and an operational state of the flying object 1; a flight control unit 21 for controlling flight of the flying object 1; a closed space setting unit 23 for setting a closed space 2 of the flying object 1; and a communication unit 24 with the ground monitor device 10. The ground monitor device 10 includes: a flight location monitor unit 11 for monitoring flight locations of a plurality of flying objects 1; a closed space management unit 12 for managing the closed spaces 2 of the plurality of flying objects 1; and a communication unit 13 with a plurality of flying object control devices 20. The closed space setting unit 23 controls the closed space 2 with respect to the flying object 1 based on the result of monitoring by the state monitor unit 22.SELECTED DRAWING: Figure 1

Description

The present invention relates to an aircraft control system, and more particularly to an aircraft control system for an aircraft capable of vertical takeoff and landing.

2. Description of the Related Art In recent years, flying objects such as small electric aircraft capable of flying in the sky have been developed as next-generation means of transportation within and between cities. At this time, since a plurality of flying objects come and go, control is required to prevent collisions.

For example, Patent Literature 1 describes a technique of setting flight paths that do not intersect with each other and controlling preceding and following flying objects so that they do not approach each other.

JP-A-2003-6798

In particular, in an aircraft capable of vertical takeoff and landing, there are many cases where individual takeoff and landing sites are located close to each other. Therefore, when the flying objects take off and land, there is a high risk of collision due to the close proximity of the flying objects, and advanced control is required.

However, if flight paths that do not intersect each other are set as in the technique described in Patent Document 1, only a limited number of flight paths can be set in a specific space. In particular, there are cases in which it is difficult to set flight paths that do not interfere with each other for flying objects that are capable of vertical takeoff and landing and whose takeoff and landing sites are close to each other. Alternatively, even if flight paths that do not interfere with each other can be set, the number of flight paths is limited, and there is a possibility that the required operation cannot be performed.

Moreover, Patent Document 1 does not describe the flight interval between the flying objects, which is considered necessary for maintaining safety when a plurality of flying objects fly on the same route.

SUMMARY OF THE INVENTION In view of the above problems, an object of the present invention is to provide an aircraft control system that more appropriately controls an aircraft capable of vertical takeoff and landing, and that enables safe and high-density takeoff and landing according to the condition and environment of the aircraft. to provide.

In order to achieve the above object, the present invention is configured as follows.

In an aircraft control system comprising an aircraft control device and a ground monitoring device, the aircraft control device includes a state monitoring unit that monitors at least one of an environment surrounding the aircraft and an operating state of the aircraft; A flight control unit that controls the flight of the aircraft, a closed space setting unit that sets the closed space of the aircraft, and a communication unit that communicates with the ground monitoring device. a flight position monitoring unit for monitoring the flight position of the aircraft; an enclosed space management unit for managing the enclosed spaces of the plurality of aircraft; and a communication unit for communicating with the plurality of flight control devices, A section controls the closed space with respect to the flying object based on the result of monitoring by the state monitoring section.

Further, in an aircraft control device of an aircraft control system, a condition monitoring unit for monitoring at least one of an environment surrounding the aircraft and an operating state of the aircraft, and a flight control unit for controlling the flight of the aircraft. and a closed space setting unit that sets the closed space of the aircraft, and a communication unit that communicates with a ground monitoring device, wherein the closed space setting unit performs the flight based on the result of monitoring by the state monitoring unit. Control the closed space with respect to the body.

Further, in a ground monitoring device of an aircraft control system, a flight position monitoring unit for monitoring flight positions of a plurality of aircraft, a closed space management unit for managing closed spaces of the plurality of aircraft, and communication with a flight control device. and a communication unit that performs: the closed space is controlled by the flight control device.

According to the present invention, it is possible to provide an aircraft control system that more appropriately controls an aircraft capable of vertical takeoff and landing, and enables safe and high-density takeoff and landing according to the condition and environment of the aircraft.

Problems, configurations, and effects other than those described above will be clarified by the following embodiments.

1 is a block diagram showing an embodiment of a mobile body control system of the present invention; FIG. FIG. 4 is a conceptual diagram of allocating a closed space in the mobile body control system of the present invention; FIG. 4 is a conceptual diagram of allocating a closed space in the mobile body control system of the present invention; FIG. 4 is a diagram showing an example of allocating a closed space based on high positional accuracy in the moving body control system of the present invention; FIG. 10 is a diagram showing an example of allocating closed spaces based on low positional accuracy in the moving body control system of the present invention; FIG. 5 is a diagram showing an example of allocating a closed space based on the influence of wind in the moving body control system of the present invention; FIG. 4 is a diagram showing an example of allocating a closed space based on the influence of inertia during movement in the moving body control system of the present invention; FIG. 4 is a diagram showing an example of allocating a closed space based on the influence of a partial equipment failure in the mobile body control system of the present invention; FIG. 10 is an example of allocating a closed space based on the downwash effect of the own vehicle in the moving body control system of the present invention, and is a diagram showing a stationary state; FIG. 10 is an example of allocating a closed space based on the effect of downwash of the own aircraft in the moving body control system of the present invention, and is a diagram showing the time of body tilt. FIG. 2 is a conceptual diagram showing the relationship between a closed space and a monitoring range in the moving body control system of the present invention; FIG. 2 is a conceptual diagram showing the relationship between a closed space and a monitoring range in the moving body control system of the present invention; 4 is a flow chart showing an example of control of the mobile body control system of the present invention;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a block diagram showing an embodiment of an aircraft control system 30 of the present invention.

In FIG. 1, an aircraft control system 30 includes a ground monitoring device 10 and an aircraft control device 20, which can communicate with each other by radio or the like. The ground monitoring device 10 includes a flight position monitoring section 11 , an enclosed space management section 12 and a communication section 13 . The aircraft control device 20 includes a flight control section 21 , a state monitoring section 22 , an enclosed space setting section 23 and a communication section 24 .

The communication unit 13 and the communication unit 24 perform alternate communication of information.

An aircraft 1 (shown in FIG. 2) controlled by the aircraft control system 30 is assumed to be a vertical takeoff and landing aircraft (VTOL) capable of vertical takeoff and landing. This flying object 1 can also be applied to a flying object 1 that moves with people on board, and safety is required. Also, it may be applied to an unmanned flying object 1 .

The flying object 1 can be propelled by a driving device such as a motor or an engine, for example. In addition, it has a function capable of being automatically controlled when the aircraft 1 takes off and lands.

The takeoff/landing site 3 (shown in FIG. 2) is a place on the ground side where one aircraft 1 takes off and lands. In the case of a vertical takeoff and landing aircraft, it is possible to provide a plurality of takeoff and landing fields 3 within a certain range because it does not take up much space for takeoff and landing compared to an aircraft that uses a runway. This enables various operations.

For example, it can be assumed to be installed in various places, such as the roof of a building or an empty space. The aircraft control system 30 can control a plurality of takeoff and landing sites 3, and can increase the number of controllable takeoff and landing sites 3, for example, 3 or more, 5 or more.

The ground monitoring device 10 is a device installed on the ground side that monitors and controls takeoff and landing of each aircraft 1 . For example, it can be configured by a server or the like. One ground monitoring device 10 may monitor all flying objects 1, or may monitor only flying objects 1 flying within a predetermined range. The predetermined range here is, for example, a monitoring control required range 4 (shown in FIG. 2B) necessary for monitoring and controlling the takeoff and landing of each aircraft 1 with respect to the target takeoff and landing site 3 .

A plurality of ground monitoring devices 10 may be provided. In this case, if one ground monitoring device 10 breaks down, another ground monitoring device 10 may assist. Furthermore, when flying objects 1 exceeding the number that can be monitored by one ground monitoring device 10 enter the monitoring/control area, the other ground monitoring devices 10 assist in monitoring/controlling that range. good too.

The ground monitoring device 10 may have a redundant configuration (dualization) in order to ensure safety and availability. That is, the same device such as a server necessary for monitoring and control is provided in two of the ground monitoring equipment 10, or the same device is provided in another ground monitoring equipment 10 to prepare a backup system.

A flight position monitoring unit 11 monitors the flight position of each aircraft 1 . The range of the flying object 1 to be monitored may be a moving object that flies within the monitoring range, a moving object existing within the monitoring range, or may be limited to the flying object 1 that is scheduled to take off or land. A method for identifying the position of the flying object 1 may be to detect the position of the flying object 1 using a sensor installed on the ground, or to receive position information from each flying object 1 .

Examples of sensors installed on the ground include sensors such as a camera, an IR (infrared) camera, a laser radar, and a lidar (LIDAR). With these, the position of the flying object 1 is grasped while grasping the space three-dimensionally. Also, when position information is received from the aircraft 1 , it is done via the communication unit 13 .

The closed space management unit 12 defines a flight space required for the aircraft 1 to fly safely as a “closed space”. The closed space manager 12 allocates the closed space required by each flying object 1 based on the closed space information received from each flying object 1 and the flight position of each flying object 1 .

Here, if the closed space assigned to one flying object 1 interferes with the closed space assigned to another flying object 1, either one or both of the flying objects 1 are allowed to fly so as to eliminate the interference. Direct changes.

FIG. 2A is a conceptual diagram of the closed space 2, and FIG. 2B is a conceptual diagram of a situation where interference between the closed spaces 2 occurs.

In FIGS. 2A and 2B, when instructing a flight change so as to eliminate the interference in the enclosed space 2, the instruction may be given after the actual occurrence of the interference, or when the occurrence of the interference is expected. can be As means for predicting interference in advance, information on the take-off/arrival plan of each flying object 1, information on the surrounding weather, and the like may be applied.

For example, if a plurality of flying objects 1 are planning to land at the same takeoff and landing site 3 in the same time slot as takeoff and landing plan information, the enclosed space management unit 12 can predict that interference between the flying objects 1 will occur. It is conceivable to instruct a flight change such as to shift the landing time zone of each aircraft 1 or instruct to use a different takeoff and landing site 3 .

Here, the "definition of closed space" will be explained.

The enclosed space 2 is a flight range required for the aircraft 1 to fly safely. The enclosed space 2 is defined based on the expected flight range of the aircraft 1 and the range of influence on other aircraft 1 based on the equipment state of the aircraft 1 and the influence of the external environment. Since it is defined based on the assumed flight range of the flying object 1 , it is possible to prevent the flying objects 1 from colliding with each other as long as another flying object 1 does not enter the closed space 2 .

Moreover, as described above, the size of the closed space 2 is changed as needed according to the critical situation and the external environment. For example, when the wind is strong, there is a high possibility that the position of the flying object 1 will shift. The details of the calculation method of the closed space 2 will be explained in the explanation of the closed space setting unit 23 of the aircraft 1 .

The communication unit 13 communicates with the communication unit 24 of the aircraft control device 20 by radio or the like. Thereby, communication between the ground monitoring device 10 and the aircraft control device 20 can be performed.

The aircraft control device 20 is a device that controls the flight of each aircraft 1 . The flying object control device 20 is basically mounted on each flying object 1 . On the other hand, for example, it may be configured to be installed on the ground and remotely controlled, or the flying object control device 20 installed in one flying object 1 may control other flying objects 1 existing in the vicinity.

The aircraft control device 20 may have a redundant configuration (dualization) in order to ensure safety and availability. That is, it is also possible to set up a backup system by providing two devices such as computers for monitoring and controlling in the aircraft control device 20, or by providing the same device in another aircraft control device 20. good.

The flight control unit 21 controls flight of the aircraft 1 . When instructed to change the flight by the enclosed space management unit 12, it manages the flight speed, direction, attitude, and timing of the aircraft 1 based on the instruction, and drives driving devices such as motors required for flight control.

The state monitoring unit 22 uses sensors and the like to monitor the operating state of the airframe 1 and the surroundings of the airframe. The operating state of the aircraft 1 includes, for example, the flight position, flight speed, direction, attitude, timing, and operating state of onboard equipment. Further, the operating state of the on-board equipment includes, for example, motor output, rotor rotation speed, battery capacity, and presence or absence of equipment failure.

The conditions around the aircraft include, for example, the direction and strength of the wind around the aircraft, the topography and surrounding structures, the size and attributes of other aircraft 1 and obstacles, the distance from the aircraft, the position, and the like. The state monitoring unit 22 basically monitors the current state information, but may also estimate past state information or future state information on the flight route. By estimating future state information, for example, when interference is expected to occur on a future flight route, it is possible to change the flight route in advance so as to avoid it.

The state monitoring unit 22 may instruct the flight control unit 21 to stop traveling or to take an avoidance route when an obstacle is detected on the flight path. Obstacles include, for example, buildings and birds. By detecting these obstacles separately from the flight position monitoring unit 11, it is possible to detect obstacles more reliably.

Examples of sensors here include sensors such as cameras, IR cameras, millimeter wave radars, and ultrasonic sensors. Basically, the sensor is mounted on each flying object 1, but if it is installed on the ground, for example, it may be configured to transmit the results of monitoring on the ground to the flying object 1, or it may be installed on one flying object 1. The results monitored by the sensors may be transmitted to other flying objects 1 in the vicinity.

Information on the obstacles is sent to the ground monitoring device 10, and the ground monitoring device 10 may instruct each aircraft 1 to change or correct its flight path based on the information. Changing the flight route includes changing the route itself, such as changing the landing site. Correction of the flight path includes correcting the shape of a part of the flight path so as to avoid obstacles.

The closed space setting unit 23 sets the shape and size of its own closed space 2 based on the state monitoring result by the state monitoring unit 22 . In other words, the closed space setting section 23 controls the closed space 2 based on the state monitoring result by the state monitoring section 22 . Then, the closed space setting unit 23 notifies the use of the closed space 2 to the ground monitoring device 10 via the communication unit 24 .

The presence or absence of interference in the closed space 2 between the flying objects 1 is confirmed by the ground monitoring device 10 based on the notification from the closed space setting unit 23 . When the closed space setting unit 23 receives a notification from the ground monitoring device 10 that no interference occurs in the closed space 2 , the closed space setting unit 23 instructs the flight control unit 21 to fly in the closed space 2 .

When notifying the ground monitoring device 10 of the use of the enclosed space 2, the state information of the aircraft 1, the flight path, the flight timing, and the position information of the takeoff/landing site 3 to be used are transmitted. In addition to these pieces of information, information such as flight priority, aircraft performance, and weather conditions may be transmitted.

Here, an example of setting the shape of the closed space 2 will be described. When the closed space setting unit 23 sets the closed space 2 , it is necessary to estimate the flight position of the aircraft 1 . When estimating the flight position, an error occurs due to the influence of the position estimation method and the surrounding environment. Therefore, the closed space setting unit 23 sets (controls ). The position estimation accuracy is included in the monitoring result of the flight position of the aircraft 1 by the state monitoring unit 22 .

As a method of estimating the flight position, for example, the signal information of the GNSS receiver mounted on the aircraft 1 is used, and a technology called SLAM that detects feature points (laser reflection point groups) of surrounding structures using LIDAR is applied. , estimating the position by recognizing surrounding structures from camera images, and estimating the distance from the propagation time of UWB signals (Ultra Wideband) transmitted from the base station. In the present invention, it is sufficient that the flight position of the flying object 1 can be estimated, and the method does not matter.

There are various methods for estimating the flight position, but the position accuracy differs depending on each method, and also varies depending on the performance of the equipment used and the surrounding environment. For example, when using GNSS, the error is about several meters in an environment where signals from satellites can be properly received, and the error is suppressed to an order of several centimeters in an environment where differential positioning or RTK positioning is possible.

However, the positional accuracy of the aircraft 1 fluctuates depending on the presence or absence of obstacles and multipaths and the influence of the satellite position. Therefore, the closed space setting unit 23 may calculate the aircraft position and its confidence interval based on the state monitoring result by the state monitoring unit 22 , and set the range of the confidence interval as the closed space 2 .

3A and 3B show conceptual diagrams when the closed space 2 is set based on the positional accuracy. FIG. 3A shows the closed space 2AH when the position accuracy is high, and FIG. 3B shows the closed space 2AL when the position accuracy is low. The closed space 2AL is set larger than the closed space 2AH. Thus, when the position estimation accuracy of the flying object 1 is low, safety can be maintained by setting the closed space 2 to a larger closed space 2AL.

On the other hand, when the position estimation accuracy is high, setting the closed space 2 to a smaller closed space 2AH allows a plurality of flying objects 1 to fly close to each other efficiently.

When setting the closed space 2, the flight range estimated from the flight performance of the aircraft 1 should be set as the closed space 2 after considering the degree of influence on the flight due to disturbances from the surrounding environment such as wind and rain. is desirable.

FIG. 4 is a conceptual diagram when the closed space 2 is set based on the degree of influence of disturbance from the surrounding environment. The degree of influence of disturbance from the surrounding environment of the flying object 1 on the flight may be measured by installing a wind speed sensor in the flying object 1 or the ground monitoring device 10, or by measuring the position and attitude of the flying object 1 due to the influence of the disturbance. It may be estimated from the flight performance of the aircraft 1 such as the amount of fluctuation in the motor output and the rotor rotation speed, or from the weather forecast information of the surrounding area. Since the direction and strength of wind and rain may change suddenly, it is desirable to consider a certain range of fluctuation. The closed space setting unit 23 determines at least one of the degree of influence on the flight due to disturbance from the surrounding environment of the aircraft 1 and the flight performance of the aircraft 1 with respect to the disturbance from the surrounding environment, among the monitoring results obtained by the state monitoring unit 22. The closed space 2 can be controlled based on.

The flight performance of the aircraft 1 can be estimated from the operating performance of motors and rotors, body weight, flight control program performance, and the like. It is conceivable to set, as the closed space, the maximum range of movement that is expected until the aircraft 1 recovers its posture when an expected disturbance occurs.

In addition, when moving, due to the influence of inertia, it is unlikely that the closed space 2 will suddenly stop on the spot or move in a completely different direction. should be set.

FIG. 5 is a diagram showing a conceptual diagram when the closed space 2C is set based on the influence of inertia accompanying movement. By setting the closed space 2C based on the influence of inertia accompanying the movement of the flying object 1, it is possible to set the closed space 2C in an environment where a large disturbance is occurring, when using an airframe susceptible to disturbance, or when moving at high speed. , safety can be maintained by setting (controlling) the closed space 2C to a large size.

On the other hand, in an environment where disturbances are stable, when using an aircraft capable of stable flight control against disturbances, or when moving at low speeds, setting (controlling) the closed space 2C to a smaller size allows multiple can efficiently fly the flying object 1 in close proximity. In other words, it is possible to perform optimal space allocation according to environmental fluctuations and airframe performance.

FIG. 6 is a conceptual diagram when the closed space 2D is set when the equipment of the aircraft 1 fails.

In FIG. 6, when estimating the flight performance of the aircraft 1, it is desirable to consider the presence or absence of failures in the equipment of the aircraft 1 and the device operation states such as remaining battery capacity. For example, if it is confirmed that one rotor does not operate due to a failure, it is assumed that the flight performance will deteriorate, so it is conceivable to set the closed space 2D wider than in normal times. The closed space setting unit 23 sets (controls) the closed space 2D based on the flight performance of the aircraft 1 estimated from the device operation state including at least one of the presence or absence of equipment failure and the remaining battery capacity of the aircraft 1 .

In addition, when it is confirmed that the remaining battery level is low, assuming the possibility of a crash due to the remaining battery level being exhausted, the entire downward direction of the aircraft 1 may be set as the closed space 2D.

7A and 7B are conceptual diagrams when the closed space 2E is set based on the influence of downwash.

In FIG. 7A, in an environment where a large number of flying objects 1 use take-off and landing fields 3 close to each other, it is assumed that flight becomes unstable due to airflow turbulence (downwash) that occurs during flight of each flying object 1. be. Therefore, when setting the closed space 2, it is desirable to set the closed space 2E in consideration of the influence on the other aircraft 1 during flight.

For example, since the direction in which the airflow is generated changes depending on the attitude of the aircraft, the position and angle of the rotor, the rotational speed, etc., it is conceivable that the shape of the closed space 2E is determined according to the orientation of the propulsion device provided in the aircraft 1. . Specifically, the airflow generated by the rotor is predicted in combination with information such as the position information of the aircraft 1 from the ground monitoring device 10, the rotor rotation speed transmitted from the aircraft 1, and the aircraft angle, and the range of influence of the airflow is estimated. A method of estimating and changing the shape of the closed space 2E based on the information of this influence range is conceivable.

The closed space setting unit 23 sets (controls) the closed space 2 based on the influence of the airflow generated during flight of the aircraft 1 on other aircraft 1 .

As shown in FIG. 7A, when the flying object 1 is stopped at a certain point, it is considered that the air current is generated mainly directly below the flying object 1. is considered to be wide, and when it is moving, it is considered that an airflow is generated in the opposite direction. Therefore, as shown in FIG. be done.

As a result, even when the flying objects 1 are close to each other, it is possible to optimally allocate space after considering the influence of air currents, and high efficiency of takeoff and landing by a large number of flying objects 1 can be expected.

Of the methods for setting the closed space 2, two or more of the closed spaces 2AH, 2AL, 2B, 2C, 2D, and 2E may be combined. In other words, the closed interval setting unit 23 determines the positional accuracy of the aircraft 1, the degree of influence of disturbances from the surrounding environment on the flight, the influence of inertia, the operating state of the equipment of the aircraft 1, and the airflow generated during flight of the aircraft 1. The closed space 2 can be set (controlled) based on the result of combining at least two or more of the effects on the other aircraft 1 .

As a method of estimating the movement range of the flying object 1 and setting the closed space 2, for example, a method of treating the three-dimensional space coordinates around the takeoff/landing site 3 as random variables and treating the existence probability of the flying object 1 at each coordinate point as a probability distribution. can be considered.

When combining a plurality of techniques, for example, conditional probability distribution may be applied. First, based on the position estimation accuracy of the flying object 1, the probability that the flying object 1 exists at each coordinate position is calculated.

Next, when the flying object 1 exists at each coordinate position, the range in which it may move due to the influence of disturbance is calculated as a conditional probability. When calculating the influence of disturbance, aircraft performance, environmental changes, equipment failures, etc. may be taken into consideration. After deriving the probability that the flying object 1 exists at each coordinate point, the range in which the moving object exists with a probability equal to or greater than a certain threshold is set as the closed space 2 . Also when combining other methods, it calculates by the same calculation procedure. By combining multiple methods, space allocation for safer and more efficient takeoff and landing can be expected.

When setting a range where the probability of the aircraft 1 existing at each coordinate point is equal to or higher than a threshold as the closed space 2, the threshold may be set to a fixed value, or when an accident due to the aircraft 1 occurs It may be set based on the degree of influence assumed for The degree of impact assumed in the event of an accident can be evaluated based on the objects carried by the aircraft 1 (people, cargo, etc.), the price of the aircraft, the weight of the aircraft, the surrounding environment (populated areas, uninhabited areas, etc.), etc. For example, in a situation where the impact of an accident is considered to be small, such as when a small aircraft 1 that transports cargo flies in an uninhabited area, setting a higher threshold value results in setting a smaller closed space 2. high-density flight by the flying object 1 of .

On the other hand, in situations where a large flying object 1 that transports people or when flying in a densely populated area, setting a lower threshold value results in setting a larger enclosed space 2, so safety can be ensured. It becomes possible.
The closed space setting unit 23 calculates the probability that one flying object exists at each spatial coordinate point around the takeoff and landing site 3 of the flying object 1, and determines the closed space based on the degree of impact of the accident predicted for the flying object 1. A set threshold is set, and a range in which the probability is equal to or higher than the set threshold for the closed space is set as the closed space 2 .

As described above, setting of an excessively large or an excessively small closed space 2 can be avoided, and space allocation that achieves both safety and efficiency can be expected.

8A and 8B are conceptual diagrams when the closed space 2 is set outside the monitoring range.

Moreover, it is desirable that the shape of the enclosed space 2 be included within a range (hereinafter referred to as a monitoring range 5) that can be monitored by the state monitoring unit 22 of the aircraft 1 or the sensors provided in the ground monitoring device 10. FIG. By including the closed space 2 in the monitoring range 5, it can be confirmed that no object other than the flying object 1 exists in the closed space 2, and the safety of the flying object 1 can be maintained.

The monitoring range 5 is set according to the detection rate and detection range of the sensor used. When setting the monitoring range 5, it is desirable to consider the influence of disturbances such as nighttime, backlight, wind and rain. For example, in rainy weather, it is estimated that the monitoring range 5 is narrower than in fine weather. When using a plurality of sensors, a monitoring range 5 is set as a combined range.

However, depending on the surrounding environment and aircraft performance, there may be a case where the closed space 2 is set outside the monitoring range 5 as shown in FIG. 8B.

In that case, the flight control may be changed or the monitoring range 5 may be adjusted so that the aircraft 1 does not move out of the monitoring range 5 . Possible methods of changing flight control include, for example, reducing the flight speed and changing the direction and attitude of the aircraft.

As a method for adjusting the monitoring range 5, for example, changing the direction of the sensor installed in the aircraft 1 or the ground monitoring device 10 so that the monitoring range 5 includes the closed space 2, sensor parameters (camera It is conceivable to change the exposure time, focal length, viewing angle of LiDAR, etc.). If the monitoring range 5 does not include the closed space 2, the closed space setting unit 23 or the ground monitoring device 10 may instruct the flight control unit 21 to change the flight route.

The closed space setting unit 23 sets a monitoring range that can be monitored by the state monitoring unit 22, and the flight control unit 21 moves the aircraft 1 out of the monitoring range 5 when the closed space 2 is set outside the monitoring range 5. or control the aircraft 1 so that the monitoring range 5 includes the closed space 2.

Here, an example of flight priority will be described. First, there is a method of simply determining the priority in the order in which the closed space information from the aircraft 1 is received. Next, there is a method of increasing the priority of the aircraft 1 that has the right to increase the priority by paying the cost. Next, for the flying object 1 corresponding to an emergency vehicle (for example, a mobile object corresponding to a police vehicle, an ambulance, a fire engine, etc.), there is a method of increasing the priority.

Further, there is a method of determining the flight priority based on the order of flight paths of the flying object 1 which is efficient as a whole.

Furthermore, considering the remaining fuel and battery remaining amount of the flying object 1, the flying object 1 with less remaining amount can be given higher priority. These priorities can be combined and ultimately defined by ground monitoring equipment 10 .

The communication unit 24 of the aircraft control device 20 communicates with the communication unit 13 of the ground monitoring device 10 by radio or the like.

FIG. 9 is a flow chart showing an example of control of the aircraft control system 30 of the present invention. It is desirable that the following control procedure be executed periodically when flying near the takeoff/landing site 3 .

In FIG. 9, first, the aircraft control device 20 monitors the operating state of the aircraft 1 and the surroundings of the aircraft (step S101). The operational status of the aircraft includes, for example, the flight position, flight speed, direction, attitude, timing, and operational status of onboard equipment.

Further, the operating state of the on-board equipment includes, for example, motor output, rotor rotation speed, battery capacity, and presence or absence of equipment failure. The conditions around the aircraft include, for example, the direction and strength of the wind around the aircraft, the topography and surrounding structures, the size and attributes of other aircraft 1 and obstacles, the distance from the aircraft, the position, and the like.

Although the current state information is basically monitored, past state information or future state information on the flight route may be estimated. This is performed by the state monitoring unit 22 described above.

Next, the flying object control device 20 checks the presence or absence of obstacles on the flight path based on the monitored state information (step S102). In step S102, when an obstacle is detected on the flight path, the process proceeds to step S103. In step S103, the flight control unit 21 is instructed to stop traveling or to avoid an avoidance route, and the process returns to step S101. Monitoring is continued in step S101 until the obstacle is avoided. This is performed by the state monitoring unit 22 described above.

Next, the aircraft control device 20 sets the shape of its own closed space 2 based on the monitored state information (step S104). This is performed by the closed space setting section 23 described above.

Next, the aircraft control device 20 notifies the use of the closed space 2 to the ground monitoring device 10 (step S105). When notifying the ground monitoring device 10 of the use of the enclosed space 2, the state information of the aircraft 1, the flight path, the flight timing, and the position information of the takeoff/landing site 3 to be used are transmitted. In addition to these pieces of information, information such as flight priority, aircraft performance, and weather conditions may be transmitted. This is performed between the communication unit 24 and the communication unit 13 described above.

Next, the ground monitoring device 10 monitors the flight position of each aircraft 1 (step S106). The range of the flying object 1 to be monitored may be a moving object flying within the monitoring range 5 or existing within the monitoring range 5, or may be limited to the flying object 1 scheduled to take off or land. As for the method of specifying the position, the position of the flying object 1 may be detected using a sensor installed on the ground, or position information may be received from each flying object 1 . With these, the position of the flying object 1 is grasped while grasping the space three-dimensionally. This is performed by the flight position monitoring unit 11 described above.

Next, the ground monitoring device 10 allocates the closed space 2 based on the information on the closed space 2 received from each flying object 1 and the flight position of each flying object, and determines whether or not the closed space 2 interferes with each flying object 1 . is confirmed (step S107).

Here, if the closed space 2 assigned to one flying object 1 interferes with the closed space 2 assigned to another flying object 1, the interference may be canceled for either or both flying objects 1. to change flight. When instructing a flight change so as to eliminate the interference, the instruction may be given after the actual occurrence of the interference, or may be given when the occurrence of the interference is expected. This processing is performed by the closed space management unit 12 described above.

Next, the ground monitoring device 10 notifies the aircraft control device 20 of the presence or absence of interference in the closed space 2 (step S108). When notifying the flying object control device 20 of the presence or absence of interference in the closed space 2, information on the recommended flight route, flight timing, and the position of the takeoff/landing site 3 to be used may be sent. This is performed between the communication unit 13 and the communication unit 24 described above.

Next, the aircraft control device 20 confirms the presence or absence of interference in the closed space 2 from the ground monitoring device 10 (step S109). Upon receiving the notification that no interference has occurred, the flight controller 21 is instructed to continue the flight in the closed space 2 (step S110). Upon receiving the notification of the occurrence of interference, the flight controller 21 is instructed to stop traveling or to take an avoidance route (S111). This is done by the closed space setting unit 23 .

If communication between the ground monitoring device 10 and the flying object control device 20 is interrupted due to the occurrence of an abnormality, the flying object control device 20 cannot confirm the presence or absence of interference in the closed space 2 . In that case, the flying object 1 may fly autonomously while confirming the safety of its surroundings using the sensors of the flying object 1 itself. In that case, it is desirable to notify the ground monitoring device 10 and other nearby flying objects 1 that the self-aircraft is autonomously flying.

(effect)
As described above, by setting the closed space 2 of the minimum necessary size for each flying object 1 to fly safely according to the airframe performance, the operating state of the equipment, and the surrounding environment, It enables safe and high-density takeoff and landing to 3. In addition, the coordinated processing of the ground monitoring device 10 and the flying object control device 20 enables efficient and reliable monitoring and control of a plurality of flying objects 1 . At this time, the ground monitoring device 10 monitors the necessary range of the aircraft taking off and landing, and appropriate control becomes possible. In addition, by determining the priority, it is possible to efficiently take off and land, and to operate according to the situation and planned operations.

In other words, the present invention can provide an aircraft control system that more appropriately controls an aircraft capable of vertical takeoff and landing, and enables safe and high-density takeoff and landing according to the condition and environment of the aircraft.

As described above, the embodiments of the present invention have been described, but the present invention is not limited to the above embodiments, and includes various modifications other than those described above. For example, it is not limited to those having all the configurations provided in the above-described embodiments.

It is also possible to delete part of the configuration of a certain embodiment or replace it with another configuration. Moreover, it is possible to add, delete, or replace a part of the configuration of the embodiment with another configuration.

For example, in the above embodiment, the configuration in which the aircraft 1 is provided with the state monitoring unit 22 and the closed space setting unit 23 has been described, but these functions may be provided in the ground monitoring device 10 . Specifically, the state monitoring unit 22 (using a sensor or the like) provided in the ground monitoring device 10 monitors the flight position and speed of the aircraft 1, surrounding obstacles, etc., and based on that information, the closed space 2 is set. , the flight control instruction may be transmitted to the aircraft control device 20 .

Further, the aircraft control device 20 may set the closed space 2 by combining the monitoring information from the state monitoring unit 22 and the monitoring information from the ground monitoring device 10 . By combining multiple pieces of monitoring information, more accurate position recognition and obstacle detection can be expected.

Furthermore, the flying object position monitoring unit 11 and the closed space managing unit 12 of the ground monitoring device 10 may be provided in the flying object control device 20 so that the flying object control device 20 can integrate the functions. That is, the aircraft control device 20 may be configured to include the aircraft position monitoring unit 11 , the closed space management unit 12 , the flight control unit 21 , the state monitoring unit 22 , the closed space setting unit 23 and the communication unit 24 .

Further, the ground monitoring device 10 may be provided with the flight control unit 21, the state monitoring unit 22, and the closed space setting unit 23, and the ground monitoring device 10 may integrate the functions. In other words, the ground monitoring unit 10 includes an aircraft position monitoring unit 11, a closed space management unit 12, a communication unit 13, a flight control unit 21, a state monitoring unit 22, a closed space setting unit 23, and a communication unit 24. good too.

Moreover, the state monitoring unit 22 may be configured to monitor at least one of the surrounding environment of the moving object of the flying object 1 and the operating state of the flying object 1 .

Also, the closed space setting unit 23 may be configured to set at least one of the size and shape of the closed space 1 with respect to the aircraft 1 based on the monitoring result of the state monitoring unit 22 .

1 Mobile body 2, 2AH, 2AL, 2B, 2C, 2D, 2E Closed space 3 Takeoff and landing field 4 Monitoring and control required range 5 Monitoring range 10 Ground monitoring device 11 Flight position monitoring unit 12 Enclosed space management unit 13, 24 Communication unit 20 Aircraft control unit 21 Flight control unit , 22 state monitoring unit, 23 closed space setting unit

Claims (15)

In an aircraft control system comprising an aircraft control device and a ground monitoring device,
The aircraft control device includes:
a condition monitoring unit that monitors at least one of a surrounding environment of the aircraft and an operating condition of the aircraft;
a flight control unit that controls the flight of the aircraft;
a closed space setting unit for setting the closed space of the flying object;
and a communication unit with the ground monitoring device,
The ground monitoring device
a flight position monitoring unit that monitors the flight positions of the plurality of flying objects;
a closed space management unit that manages the closed space of the plurality of flying objects;
and a communication unit for communicating with a plurality of the aircraft control devices,
The aircraft control system, wherein the closed space setting unit controls the closed space for the aircraft based on a result of monitoring by the state monitoring unit. The aircraft control system according to claim 1,
When the closed spaces of a plurality of the flying bodies interfere with each other or when interference is estimated, the ground monitoring device instructs the flying body moving body to cancel the interference. An aircraft control system characterized by: The aircraft control system according to claim 1,
The aircraft control system, wherein the closed space setting unit controls the closed space based on the position estimation accuracy of the aircraft among the monitoring results obtained by the state monitoring unit. The aircraft control system according to claim 1,
The closed space setting unit selects at least one of the degree of influence of disturbance from the surrounding environment on the flight of the flying object and the flight performance of the flying object with respect to the disturbance from the surrounding environment, among the monitoring results obtained by the state monitoring unit. An aircraft control system characterized by controlling the closed space based on one. The aircraft control system according to claim 1,
The closed space setting unit controls the closed space based on the influence of inertia estimated from the flight speed and aircraft weight of the aircraft among the monitoring results obtained by the state monitoring unit. system. The aircraft control system according to claim 1,
The closed space setting unit controls the closed space based on the flight performance of the flying object estimated from the device operation state including at least one of the presence or absence of equipment failure of the flying object and the remaining battery capacity. aircraft control system. The aircraft control system according to claim 1,
The mobile body control system, wherein the closed space setting unit controls the closed space based on the influence of an airflow generated during flight of the aircraft on other aircraft. In the aircraft control system according to any one of claims 3 to 7,
The closed space setting unit determines the accuracy of the position of the flying object, the degree of influence of disturbance from the surrounding environment on the flight, the influence of inertia, the operating state of the equipment of the flying object, and the airflow generated during the flight of the flying object. A control system for a flying vehicle, wherein the closed space is controlled based on a result of a combination of at least two of the influences given to the other flying objects. The aircraft control system according to claim 1,
The closed space setting unit calculates the probability that the flying object exists at each spatial coordinate point around the takeoff and landing field of the flying object,
setting a closed space setting threshold based on the degree of impact of an accident predicted for the flying object;
An aircraft control system, wherein a range in which the probability is equal to or greater than the closed space setting threshold is set as the closed space. The aircraft control system according to claim 1,
The closed space setting unit sets a monitoring range that can be monitored by the state monitoring unit,
When the closed space is set outside the monitoring range, the flight control unit issues a flight instruction so that the flying object does not move out of the monitoring range, or sets the monitoring range to include the closed space. An aircraft control system for controlling the aircraft. In the aircraft control system according to any one of claims 1 to 10,
The flying object control system, wherein the closed space setting unit sets at least one of the size and shape of the closed space for the flying object based on the result of monitoring by the state monitoring unit. In the aircraft control device of the aircraft control system,
a condition monitoring unit that monitors at least one of a surrounding environment of the aircraft and an operating condition of the aircraft;
a flight control unit that controls the flying object;
a closed space setting unit for setting the closed space of the flying object;
a communication unit that communicates with the ground monitoring device;
with
The aircraft control apparatus, wherein the closed space setting unit controls the closed space for the aircraft based on the result of monitoring by the state monitoring unit. In the aircraft control device according to claim 12,
The flying object control device, wherein the closed space setting unit sets at least one of a size and a shape of the closed space for the flying object based on a result of monitoring by the state monitoring unit. In the ground monitoring equipment of the aircraft control system,
a flight position monitoring unit that monitors flight positions of a plurality of flying objects;
a closed space management unit that manages closed spaces of the plurality of flying objects;
a communication unit that communicates with the flight control device;
with
A ground monitoring device, wherein the closed space is controlled by the flight control device. 15. A ground monitoring device according to claim 14, wherein
The ground monitoring apparatus, wherein at least one of a size and a shape of the closed space with respect to the aircraft is set by the flight control device.

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