JP2023000617A - Flying object operation management system and flying object operation management method - Google Patents

Abstract

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

Description

The present invention relates to an aircraft operation management system and an aircraft operation management method for an aircraft such as an aircraft.

2. Description of the Related Art In recent years, there is an increasing need for a small aircraft capable of vertical takeoff and landing (eVTOL: electric vertical takeoff and landing aircraft) by rotating a plurality of rotor blades with an electric motor. Electric vertical take-off and landing (eVTOL) aircraft are expected to solve various transportation problems, such as reducing traffic congestion and environmental impact in urban areas, and securing means of transportation in depopulated areas.

In order for small aircraft such as those described above to be implemented as social infrastructure, it is necessary to popularize them by realizing highly efficient operation of a large number of aircraft. In particular, during takeoff and landing, air currents generated by other aircraft can make the aircraft unstable, so it is important to ensure safety as well as efficiency.

For example, Patent Literature 1 discloses a technique related to ensuring safe operation of aircraft. In Patent Document 1, a partition in which a part of the landing area is virtually divided is set in the landing area for the purpose of efficient utilization of the landing area for flying objects such as drones, and in the landing area Techniques for handling landing have been published.

WO2020/194495

Japanese Patent Laid-Open No. 2004-100000 proposes a method for efficiently using the takeoff/landing area, assuming that a plurality of flying objects have landed in a takeoff/landing area that is assumed to be an airport. However, considering the future operating conditions, it is possible that the frequency of operations will increase and airports will be established in cities, so there is a possibility that a sufficient area cannot be secured. As a result, when the frequency of flights increases, the number of aircraft that can stand by above the airport is small, which not only reduces the efficiency of airport utilization, but also makes it impossible to flexibly manage operations, such as changing the order of landings according to the degree of urgency.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an aircraft operation management system and an aircraft operation management method for an airport that can improve the utilization efficiency of an airport for takeoff and landing of multiple aircraft having vertical take-off and landing functions. That's what it is.

In order to achieve the above object, the present invention provides an "aircraft operation management system for managing flight path planning, takeoff and landing of an aircraft at an airport having a plurality of parking lots, wherein the aircraft operation management system comprises: A layered region consisting of at least one layer and an occupied region are set around the aircraft, and the occupied region is set to at least one of the layered region in which the aircraft flies and the layered region that is vertically adjacent to this layered region. An aircraft operation management system characterized by being

The present invention also provides a method for managing flight operations at an airport equipped with an apron, wherein a layered area consisting of at least one layer is set above the airport, and the aircraft moves within the layered area to take off and land. In addition, an occupied area is set around the aircraft in the layered area, and the occupied area is set in at least one of the layered area in which the aircraft flies and the layered area adjacent above and below the layered area. "Flying Vehicle Operation Management Method".

According to the present invention, it is possible to provide an aircraft operation management system and an aircraft control system capable of efficiently and safely taking off and landing a plurality of aircraft at an airport.

FIG. 2 is a conceptual diagram showing the relationship between the aircraft and the airport, the layered area of the airport, and the occupied area of the aircraft according to the first embodiment of the present invention. 1 is a block diagram showing a configuration example of an aircraft operation management system installed in an airport and an aircraft control system installed in an aircraft according to Embodiment 1 of the present invention; FIG. Schematic diagram when a cross-sectional view on a vertical plane with an airport is viewed from the side. Schematic diagram showing the relationship between the setting of the height of the stratified region and the airflow caused by the flying object. 5 is a schematic diagram of an occupied area in contact with the plane of the upper end of the standby area indicated by arrow I in FIG. 3; FIG. 4 is a flow chart showing the operation flow of the aircraft operation management system during landing according to the first embodiment of the present invention; 4 is a flow chart showing the operation flow of the aircraft control system during landing according to the first embodiment of the present invention; The schematic diagram which shows that only the area|region which the flying object F1 flies, and the area|region of the lower part are occupied. The schematic diagram which shows that a cross-sectional shape makes it a trapezoidal occupied area. FIG. 10 is a flow chart showing the operation flow of the aircraft operation management system at takeoff according to the second embodiment of the present invention; FIG. 6 is a flow chart showing the operation flow of the aircraft control system during takeoff according to the second embodiment of the present invention; The schematic diagram which shows another example of the cross-sectional view in the vertical plane with an airport. The schematic diagram which shows another example of the cross-sectional view in the vertical plane with an airport.

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

In addition, in the drawings, the same constituent elements are given the same reference numerals, and overlapping similar descriptions may not be given. In addition, the various constituent elements of the present invention do not necessarily have to be independent entities, and one constituent element may consist of a plurality of members, a plurality of constituent elements may consist of one member, a certain constituent element is part of another component, part of one component overlaps part of another component, and so on.

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

In FIG. 1, aircraft F (F1 to F4) are equipped with a plurality of rotor blades and are capable of vertical take-off and landing. The aircraft F is used for boarding users, carrying luggage, taking aerial photographs, and the like. The aircraft F also has therein an aircraft controller 200 for controlling the flight of the aircraft F, which will be described later with reference to FIG.

The airport 5 consists of multiple tarmacs A (Aa, Ab) where aircraft F take off and land, control equipment 8 that manages takeoff and landing at the airport, and sensors that monitor the position and status of the aircraft F above the airport 5. A sky monitoring unit 9 is provided. As shown in FIG. 2 and described in detail later, an aircraft operation management system 100 is installed in the control facility 8, and based on the status of the parking lot A at the airport 5, the surrounding weather conditions, and the status of the aircraft F , to manage takeoffs and landings.

The aircraft operation management system 100 of the present invention sets a layered region R (Ra to Rd), which is a layered virtual region above the airport 5 . The layered area R is obtained by dividing the area above the airport 5 into a plurality of layers, and is set in the area above the airport 5 .

The layered region R is, for example, formed of four layers R1, R2, R3, and R4 in descending order of height in the height direction. In the stratified area R configured in this way, the aircraft F (for example, F3) travels from the parking apron Aa through the layers R1, R2, and R3 of the stratified area in sequence, and travels from R4 toward the destination. to start. Here, among the layers, R1, the lowest layer, should be called the aircraft parking layer where the aircraft F is parked, and R4, the uppermost layer, should be called the takeoff and landing layer because it is the entrance to the parking apron. and R2 and R4 are layers that permit horizontal movement of the flying object F. By allowing the flying object F to move horizontally, other flying objects F take off and land preferentially. It acts as an enabling wait layer.

As described above, in the system of FIG. It is possible to grasp which area is flying.

In addition, around the flying object F (F1 to F4) that has landed at the airport 5, an area occupied by the flying object O (Oa to Od) is set. This occupied area O has a three-dimensional shape obtained by vertically extending a plane horizontally wider than the outer edge of the flying object F3, and occupies at least the area in which the flying object F3 is currently flying in the vertical direction. In the case of the flying object F3 in FIG. 1, the R2 layer among the layers of the layered region R occupies an occupied area Oc2 (numeral (2) is the subscript of the layered region R (indicating 2 in this case).

In the present invention, the occupied area Oc is set including the occupied areas Oc1 and Oc3 set in the layered area R2 in which the aircraft F3 is currently flying and the layered areas R1 and R3 adjacent above and below it. Although the occupied area O is described as having a tubular shape here, the occupied area O may be set with a rectangular parallelepiped or the like.

Thus, the aircraft F (F1 to F4) flying to the airport 5 descends along the flight path set inside the occupied area O, lands on the tarmacs Aa and Ab, and takes off.

Next, the functional configuration of the aircraft operation management system 100 installed at the airport 5 and the aircraft control system 200 installed in the aircraft F1 to F4 will be described. FIG. 2 is a block diagram showing a configuration example of the aircraft operation management system 100 and the aircraft control system 200 according to the first embodiment of the present invention.

In FIG. 2, the aircraft operation management system 100 includes the above-mentioned sky monitoring unit 101, an aircraft detection unit 102 for detecting the position and state of aircraft, and information on aircraft flying at other airports and outside the airport. A control information exchange unit 103 that acquires and transmits information on aircraft present at the airport, a takeoff and landing determination unit 104 that determines takeoff and landing of the aircraft in the airport, the availability of the parking lot, the weather (wind, wind and rain etc.), a port information acquisition unit 105 that acquires airport peripheral information such as the number of passengers, an occupied area setting unit 106 that sets the occupied area O of the flying object, and a flight route within the occupied area of the flying object. A takeoff/landing route designing unit 107 and a communication unit 108 that transmits the takeoff/landing route and the position of the occupied area O to the aircraft control system 200 and receives the surrounding conditions based on the sensors of the aircraft and the current position of the aircraft. there is

The aircraft control system 200 installed in the aircraft includes a communication unit 201 on the side of the aircraft control system 200 that exchanges signals with the communication unit 108 of the aircraft operation management system 100, and the attitude, position, and battery charge amount of the aircraft. , a state monitoring unit 202 for monitoring the state of equipment, etc., a surroundings monitoring unit 203 configured with sensors for detecting other flying objects, obstacles, etc. around the flying object, and take-off and landing path information received by the communication unit 201. A flight control unit 204 for controlling the flight of the flying object based on the information on the state of the flying object obtained by the state monitoring unit 202 based on the information on the occupied area O and the information on the surroundings of the flying object obtained by the surroundings monitoring unit. I have.

FIG. 3 shows a schematic diagram of a cross-sectional view of the vertical plane on which the airport 5 is present, as seen from the side. The layered area R and the occupied area O set above the airport 5 will be described with reference to FIG. In the example of FIG. 3, a stratified area R is set above the airport 5 . The top layer R4 of the layered region R is preferably set based on the height at which the aircraft F can fly. In the case of FIG. 3, the flying object F5 is out of the area managed by the layered area R, so the occupied area is not set.

In FIG. 3, the area in the height direction of the tarmac A (Aa, Ab, Ac) is the layered area R. It represents the set occupied area O (Oc, Oa, Ob). The arrows shown on the aircraft F (F1, F3, F4) indicate the directions in which the aircraft can move.

FIG. 4 is a schematic diagram showing the relationship between the setting of the height of the stratified region and the airflow caused by the flying object. Here, a design example of each layer of the layered region will be described with reference to FIG. FIG. 4 shows flying objects F1 and F2 flying in upper and lower layered regions R1 and R3 with a layered region, for example R2 (indicated by gray hatching) interposed therebetween. The flying object F1 flies in contact with the upper end of the single-layer region R2, and the flying object F2 flies in contact with the lower end of the single-layer region R2.

In FIG. 4, part of the air flow generated by the fan of the aircraft F1 is indicated by a streamline 110. As shown in FIG. As shown in the figure, in the case of an aircraft F1 assumed to be a vertical take-off and landing aircraft, a large air current is generated in the vertical direction of the aircraft F1. Especially, since the downward air current becomes large, the height of one layer R2 of the layered region should be set higher than the influence range of the downward air current as shown in FIG. By setting the heights in this way, when a plurality of flying objects fly, the airflow generated by the upper flying objects does not affect the lower flying objects by sandwiching the layered region R for one layer.

Fig. 4 describes the method of determining the height based on the range of influence of the airflow generated by the fan of the aircraft. It can be determined based on a disturbance such as a change, a moving amount of a flying object required to avoid an intruding object such as a bird, and the like.

Further, the layered regions R1, R2, R3, and R4 have different roles depending on their heights, and are preferably composed of transition regions R1, R3 and standby regions R2, R4. Here, the transition areas R1 and R3 prevent the position of the occupied area O from moving when the aircraft F flies in this area, and avoid contact with other occupied areas O when flying in the standby areas R2 and R4. However, the position of the occupied area O can be changed in the horizontal direction together with the flying object F.

The occupied area O of the flying object F is set as a three-dimensional occupied area O around the flying object F. As shown in FIG. The occupied area O has a three-dimensional shape obtained by vertically extending a plane set wider than the outer edge of the aircraft F in the horizontal direction. For example, as shown in FIG. 3, it is preferable to extend the occupied area O over areas (transition areas R1 and R3) adjacent above and below the area (standby area R2) in which the aircraft F flies.

By alternately arranging the transition areas R1 and R3 and the standby areas R2 and R4 in this manner and setting the occupied area O, basically only vertical movement paths are designed in the transition areas R1 and R3. R2 and R4 design a horizontal movement path. For example, horizontal movement is designed as shown in FIG.

FIG. 5 schematically shows the occupied area O in contact with the plane of the upper end of the standby area R2 indicated by the arrow I in FIG. Vehicles F1, F3 flying in the holding area are capable of horizontal movement 114, 116 with the occupied areas Oa, Oc. Occupied area Od of vehicle F2 does not allow horizontal movement because the vehicle is flying in the transition area. FIG. 5 shows movement trajectories 114 and 116 when the flying objects F1 and F3 and their occupied areas Oa and Oc move.

As shown in this figure, it is preferable to design so that the trajectory of the occupied area O during movement does not come into contact with other occupied areas O or other movement trajectories in each control cycle. However, in this figure, the occupied area Oa of the flying object F3 is not in contact with the occupied area Od, but the occupied area Oa is located at a vertical position that does not contact with the occupied area Od. may be

Further, it is preferable to set the layered regions such that the transition regions R1 and R3 are higher than the standby regions R2 and R4. Waiting areas R1 and R3 require horizontal and vertical route design, so an increase in processing load is expected, and transition areas R1 and R3 should be set high in order to shorten take-off and landing times. .

Next, operations of the aircraft operation management system 100, the aircraft control system 200, and the aircraft F1 will be described. 6 is a flowchart showing the operation of the aircraft operation management system 100 according to the first embodiment of the present invention, and FIG. 7 is a flowchart showing the operation of the aircraft control system 200. As shown in FIG. 6 and 7, the take-off and landing operations are assumed to be landing. 7, the flying object F1 among the plurality of flying objects F1 to F4 shown in FIG. 3 will be described as an example.

The flows of FIGS. 6 and 7 are operated in the aircraft operation management system 100 and the aircraft control system 200, respectively, and signals are sent and received at appropriate timings to influence each other. Therefore, in the following description, mutual operations will be described in chronological order.

The first stage in FIGS. 6 and 7 is a state in which the flying object F1 is approaching the air above the airport. At this time, in the processing step S301 of the aircraft operation management system 100 installed at the airport 5 in FIG. Notice.

More specifically, in step S301, the aircraft F1 reaches the sky above the airport 5, and the sky information from the sky monitoring unit 101 installed at the airport 5 and the information about the aircraft F1 from the communication unit 108 of the aircraft control system 200 are received. Based on the position information, the flying object detection unit 104 detects the flying object F1. In addition, the situation above the airport 5 by the sky monitoring unit 101, the flight plan of the aircraft F1 and the flight information of other aircraft received by the control information exchange unit 103, the tarmac availability information of the airport 5 by the port information acquisition unit 105, the surrounding The takeoff/landing decision unit 104 decides to land at the airport 5 using the weather information, airport information such as the presence or absence of emergency information, and the landing application signal Sg0 from the aircraft control system 200 of the aircraft F1 obtained by the communication unit 108. Then, the communication unit 108 is used to notify the aircraft F1 of the landing clearance signal Sg1. After that, the process proceeds to step S302.

On the other hand, at this time, in the processing step S401 of the flying body control system 200 on the flying body side, the flying body F1 reaches the sky above the airport 5 and shifts to the landing attitude.

More specifically, in step S401 of FIG. 7, when the flying object F1 reaches the sky above the airport 5, it is determined that it has entered the area of the airport 5, and a landing application signal Sg0 is transmitted. Further, as described above, upon receiving the landing permission signal Sg1 from the aircraft operation management system 100, the aircraft F1 transitions to the landing state.

After that, the process proceeds to step S402, and the condition monitoring unit 202 installed on the flying object F1 monitors the internal information of the flying object F1 such as the position, attitude, battery state, control state of each device, and the flight information obtained by the peripheral monitoring unit 203. In addition to the body F1, external information such as flying bodies and obstacles is collected and transmitted to the flying body operation management system 100 on the airport 5 side via the communication section 201 as the flying body information signal Sg2. It should be noted that the process of step S402 is a process that is continuously executed in flight.

In step S403, it is determined that the aircraft is in flight, and if it is in flight, the process of step S404 is continued.

In processing step S302 of the aircraft operation management system 100 installed at the airport 5 in FIG. 6, the aircraft information signal Sg2 transmitted in step S402 in FIG. 7 is received to detect the aircraft position. Specifically, the flying object detection unit 102 is included in the flying object information signal Sg2 transmitted from the flying object control system 200 obtained by the communication unit 108 and the sky information obtained by the sky monitoring unit 101 installed at the airport 5. Based on the positional information of the flying object F1, the positional information of the flying object F1 is detected. After that, the process moves to step S303.

In step S303, the takeoff/landing determination unit 104 determines whether the aircraft F1 is in flight or in a landing state based on the position information of the aircraft F1 and the state information of the aircraft F1. In the case of the flight state, the process proceeds to step S304, and in the case of the landing state, the process proceeds to step S311.

In step S304, the tarmac specified by the aircraft operation management system 100 of the airport 5 is determined as the landing position. This position is subject to change due to parking space availability, airport congestion, emergencies, and other factors. After that, the process moves to step S305.

In step S305, the occupation area setting unit 106 sets an occupation area O around the aircraft F1. In this embodiment, as described above, the occupied area O is set to a plane having an edge in the horizontal direction outside the edge of the flying object, and a solid obtained by extending the occupied plane in the vertical direction as the occupied area O. . After that, the process proceeds to step S306.

In step S306, the takeoff/landing route design unit 107 determines where in the stratified region R the aircraft F1 is flying based on the position information. For example, the determination may be made by comparing the height of the flying object F1 and the height of each layered region R set above the airport 5 . When flying in the standby area, the process proceeds to step S307, and when flying in the transition area, the process proceeds to step S309.

In step S307, the take-off/landing route design unit 107 designs a horizontal flight route within the standby area of the aircraft F1. It is preferable to use the above-described method for designing the horizontal flight path. After that, the process proceeds to step S308.

In step S308, the takeoff/landing route design unit 107 designs the vertical flight route of the aircraft F1. For example, the route should be designed to provide a constant descent speed that does not damage the load. After that, the process proceeds to step S309.

In step S309, the takeoff/landing route design unit 107 does not permit horizontal route design because the aircraft F1 flies in the transition area. A vertical flight path, for example, may be designed to provide a constant descent speed that does not damage the payload. After that, the process proceeds to step S310.

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

In step S311, when the flying object F1 lands, the communication unit 108 transmits landing completion information Sg4 to the flying object control system 200 of the flying object F1, and ends the landing process.

Next, an example of the processing flow of the aircraft control system 100 installed in the aircraft F1 after receiving the flight path information Sg3 in step S404 of FIG. 7 will be described. In this state, in step S403, it is determined whether the flying object F1 is in the flight state or the landing state based on the position information of the flying object F1 and the state information of the flying object F1, and it is confirmed that it is in the flying state.

In the flying squadron F1, in step S404 of FIG. to get

Next, in step S405, the flight control unit 204 detects obstacles around the flying object F1 based on the information from the state monitoring unit 202, and confirms the presence or absence of obstacles on the route assigned by the flying object operation management system 100. do. If there is no obstacle, the process proceeds to step S407, and if there is an obstacle, the process proceeds to step S406.

If there is an obstacle, in step S406, the flight control unit 204 detects the position of the obstacle based on the information from the state monitoring unit 202, and adjusts the movement route transmitted from the aircraft operation management system 100 to avoid the obstacle. modify as follows. At this time, if the avoidance route is designed within the occupied area O, contact with other flying objects can be avoided.

When it is determined that there are no obstacles in step S405, or when the route is corrected in step S406, in step S407, flight follows the route information. After that, the process proceeds to step S402 and repeats until the landing is determined in step S403.

In addition, in step S408, the landing completion information of the flying object F1 is transmitted to the flying object operation management system via the communication unit 201. FIG.

In the first embodiment, the landing operation of the aircraft F1 is performed as described above. By performing such a landing operation, the utilization efficiency of the sky above the airport 5 is improved, and even when the airport is located on a narrow land, it becomes possible to wait in the sky above. In addition, by securing a large space below the aircraft, it is possible to avoid the influence of air currents of other flying objects during takeoff and landing, which is centered on vertical takeoff and landing aircraft, so that safe flight of the flying object over the airport 5 can be realized.

Also, by setting layered regions R, alternately setting each region as a standby region and a transition region, and adding movement restrictions for the flying object for each region, a route design in a planar space as shown in FIG. 5 can be achieved. This makes it possible to reduce the computational load of the aircraft operation management system 100 and realize smooth operation management.

In FIGS. 1 and 3, the horizontal widths of the occupied areas O of the multiple flying objects are shown to be the same, but the widths may be changed according to the size and performance of the flying objects and the climate around the airport 5 .

Also, the height of the layered region R may be changed according to the climate around the airport 5 . As a result, even when the position control of the flying object F1 is not stable, such as when the wind is strong, it is possible to fly safely.

1 and 3 show an example in which the flying object F1 flies and the areas above and below it are occupied, but as shown in FIG. Even so, substantially the same effects as those described above can be obtained.

In addition, as shown in FIG. 9, when an entry angle to the airport 5 is required, the occupied area O having a trapezoidal cross-sectional shape can be used to ensure the safety of the lower part.

In a second embodiment of the present invention, operations during takeoff will be described with reference to FIGS. 10 and 11. FIG. FIG. 10 is a flow chart showing the operation of the aircraft operation management system 100 according to the second embodiment of the present invention, and FIG. 11 is a flow chart showing the operation of the aircraft control system 200. As shown in FIG. 10 and 11, the take-off and landing operations are assumed to be taken off.

First, according to an example of the processing flow of the aircraft operation management system 100 installed at the airport 5, in step S501 preparations for takeoff of the aircraft F4 on the parking apron Ab are completed. Flight plan of aircraft F4 and flight information of other aircraft received by control information exchange unit 103 Airport information such as sky information of airport 5 of port information acquisition unit 105, surrounding weather information, presence or absence of emergency information, communication unit Using the takeoff application information Sg10 from the aircraft control system 200 of the aircraft F4 obtained in 108, the takeoff/landing determination unit 104 permits takeoff, and the communication unit 108 is used to transmit takeoff permission information Sg11 to the aircraft F1. Notice. After that, the process proceeds to step S502.

At this timing, the processing flow of the aircraft control system 100 installed on the aircraft F4 operates as follows.

On the aircraft F4 side, as shown in FIG. 11, in step S601, preparations for takeoff of the aircraft F4 on the tarmac Ab are completed, and the takeoff application information Sg10 is transmitted to the aircraft operation management system 100. Upon receiving takeoff permission information Sg11 from the aircraft operation management system 100, the aircraft F4 transitions to the takeoff state.

Then, in step S602, the state monitoring unit 202 installed on the flying object F4 obtains internal information such as the position, attitude, battery state, control state of each device, etc. from the surroundings monitoring unit 203. In addition to the flying object F4, external information such as flying objects and obstacles is collected and transmitted to the flying object operation management system 100 on the airport 5 side via the communication unit 201 as the flying object information Sg12 of the flying object F4.

Next, returning to the processing on the airport side in FIG. The positional information of the flying object F4 is detected based on the flying object positional information included in the flying object information Sg12 of the flying object F4 transmitted from.

Next, in step S503, the takeoff/landing determining unit 104 determines whether the flying object F4 has reached the departure airspace based on the position information of the flying object F4 and the state information of the flying object F4. This departure airspace is set at the upper end of the stratified area set above the airport 5 . Before reaching the departure airspace, the process proceeds to step S504, and after reaching the departure airspace, the process proceeds to step S511.

Before reaching the departure airspace, the departure airspace is designated by the aircraft operation management system 100 of the airport 5 in step S504. This departure airspace is subject to change due to airport congestion, emergencies, and other factors.

Next, in step S505, the occupation area setting unit 106 sets an occupation area O around the aircraft F4. In this case, at the initial stage when the aircraft F4 is parked, the lowest layer R1 and the upper layer R2 of the layered area are set as the occupied areas Ob1 and Ob2. As for the occupied area, as described above, a plane having an edge in the horizontal direction outside the edge of the flying object is set as the occupied area O by extending the occupied plane in the vertical direction.

After that, in step S506, the take-off/landing route design unit 107 determines where in the stratified region R the aircraft F4 is flying based on the positional information of the aircraft F4. For example, the determination may be made by comparing the height of the flying object F4 and the height of each layered region R set above the airport 5 . When flying in the standby areas R1 and R3, the process proceeds to step S507, and when flying in the transition areas R2 and R4, the process proceeds to step S509.

When flying in the standby areas R1 and R3, in step S507, the takeoff/landing route design unit 107 designs a horizontal flight path for the aircraft F4 within the standby area. It is preferable to use the above-described method for designing the horizontal flight path. After that, the process proceeds to step S508, and the takeoff/landing route design unit 107 designs the vertical flight route of the aircraft F4. For example, it is advisable to design the route so that it has a constant ascent speed that does not damage the load.

If it is determined in step S506 that the aircraft F4 is flying in the transition areas R2 and R4, then in step S509 the takeoff/landing path design unit 107 permits horizontal path design because the aircraft F4 flies in the transition areas. do not. A vertical flight path may be designed, for example, to provide a constant rate of climb that does not damage the payload.

After that, the process proceeds to step S510, and the communication unit 108 transmits the occupied area O and the flight route information Sg14 to the aircraft control system 200 of the aircraft F4. After that, the process returns to step S502.

Incidentally, in the process of step S511 when it is determined in step S503 that the flight object F4 has reached the departure airspace, the communication unit 108 transmits to the flight object control system 200 of the flight object F4 that the flight object F4 has reached the departure airspace. . After that, the process at the time of landing ends.

Returning to FIG. 11, the processing on the aircraft side after obtaining the takeoff permission information Sg11 will be described. First, in step S603, the flight control unit 204 determines whether the flying object F4 has reached the departure airspace based on the position information of the flying object F4. Thereafter, before reaching the departure airspace, the process proceeds to S604, and after reaching the departure airspace, the process proceeds to S608.

Before reaching the departure airspace, in step S604, the state monitoring unit 202 acquires the occupied area O assigned to the aircraft F4 and the information Sg14 of the route plan from the aircraft operation management system 100 installed on the airport 5 side. .

After that, in step S605, the flight control unit 204 detects obstacles around the flying object F4 based on the information from the state monitoring unit 202, and confirms the presence or absence of obstacles on the route assigned by the flying object operation management system 100. . If there is no obstacle, the process proceeds to step S607, and if there is an obstacle, the process proceeds to step S606.

If there is an obstacle, in step S606 the flight control unit 204 detects the position of the obstacle based on the information from the state monitoring unit 202, and converts the movement route (Sg14) transmitted from the aircraft operation management system 100 to the obstacle. modified to avoid At this time, if the avoidance route is designed within the occupied area O, contact with other flying objects can be avoided. After that, the process moves to step S607.

If there are no obstacles, in step S607 the flight control unit 204 flies so as to trace the route based on the route information Sg14. After that, the process proceeds to step S602 and repeats until it is determined in step S603 that the departure airspace has been reached.

After arriving at the departure airspace, the arrival of the flying object F4 at the departure airspace is transmitted to the flying object operation management system 100 via the communication unit 201 in step S608.

The above procedure is just an example, and in actual takeoff, it is preferable to take off from the state in which the route information Sg14 is given. In the second embodiment, the takeoff operation of the aircraft F4 is performed as described above.

By performing the take-off operation of the flying object F4 as described above, the utilization efficiency of the air space above the airport 5 is improved in the same manner as during landing, and even when the airport is located on a narrow land, it is possible to wait in the air space. In addition, by securing a large space below the aircraft, it is possible to avoid the influence of air currents of other flying objects during takeoff and landing, which is centered on vertical takeoff and landing aircraft, so that safe flight of the flying object over the airport 5 can be realized. In addition, since the route designing method, the occupied space designing method, and the like can be used in the same manner as in the first embodiment, description thereof is omitted here.

A third embodiment of the present invention will be described with reference to FIGS. 12 and 13. FIG. FIG. 12 shows a schematic diagram of a cross-sectional view of the vertical plane on which the air port 5 is present, as seen from the side as in FIG. 3 of the first embodiment. Configurations common to the first and second embodiments are denoted by the same reference numerals, and detailed description thereof will be omitted.

Above the airport 5 shown in FIG. 12, only a layered region R is set unlike in FIG. The upper end of the layered region R is preferably set based on the height at which the aircraft can fly. Other aircraft and the configuration of the airport 5 are the same as in the first and second embodiments.

In this configuration, the aircraft F is allowed to move both horizontally and vertically within the stratified region. In addition, the occupied areas Oa, Ob, and Oc of the flying object are set as solids obtained by extending a plane having an edge horizontally outward from the edge of the flying object F to the upper end and the lower end of the layered region R. The aircraft F moves horizontally and vertically within the occupied areas Oa, Ob, and Oc.

By setting the occupied areas in this manner, the paths of the flying objects F1, F2, and F3 can be designed within a plane as shown in FIG. FIG. 13 schematically illustrates the occupied region O which is in contact with the plane of the upper end of the layered region R indicated by the arrow B in FIG. 12 . Vehicles F1, F2, F3 are capable of horizontal movement with occupation areas Oa, Ob, Oc. FIG. 13 shows movement trajectories 114, 115, and 116 when the flying objects F1, F2, and F3 and the occupied areas Oa, Ob, and Oc move. As shown in this figure, it is preferable to design so that the movement trajectory of the occupied area O during movement does not come into contact with other occupied areas O or other movement trajectories in each control cycle.

The operation flow during flight is the same as the steps S306 and S309 in FIG. 6 of the first embodiment for landing, and the steps S503 and S509 in FIG. 10 for the second embodiment except for steps S503 and S509 for takeoff. .

By designing and operating the sky area above the airport 5 in this way, multiple flying objects do not collide and the air currents caused by the flying objects do not affect them, so safe flight of the flying objects within the airport is realized. . In addition, since it is possible to design a movement route on a plane to avoid collisions between multiple flying vehicles, it is possible to reduce the calculation load of the flying vehicle operation management system 100 and realize smooth operation management.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. The above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the described configurations.

F1, F2, F3, F4, F5: Aircraft with vertical take-off and landing function 5: Airport Aa, Ab: Parking area 8: Control facility 9: Sky monitoring section R1, R2, R3, R4: Stratified area R2, R4: Standby Areas R1, R3: Transition areas Oa, Ob, Oc, Od: Occupied area 100: Aircraft operation management system 101: Sky monitoring unit 102: Aircraft detection unit 103: Control information exchange unit 104: Takeoff/landing determination unit 105: Port information Acquisition unit 106: Occupied area setting unit 107: Takeoff/landing route design unit 108: (Airport side) Communication unit 200: Aircraft control system 201: (Aircraft side) Communication unit 202: Condition monitoring unit 203: Perimeter monitoring unit 204: Aircraft control unit

Claims (17)

An aircraft operation management system that manages flight path planning and takeoff and landing of an aircraft at an airport with a plurality of parking lots,
The aircraft operation management system sets a stratified area consisting of at least one layer above the airport and an occupied area around the aircraft, and the occupied area is the stratified area in which the aircraft flies; An aircraft operation management system, characterized in that it is set in at least one of the layered regions vertically adjacent to the layered region. The aircraft operation management system according to claim 1,
An aircraft operation management system, wherein a solid obtained by vertically extending a plane having an edge horizontally outward from an edge of the aircraft is set as the occupied area of the aircraft. The aircraft operation management system according to claim 2,
The aircraft operation management system, wherein the horizontal width of the occupied area is smaller than the vertical height. The aircraft operation management system according to claim 2,
An aircraft operation management system, wherein the height of the occupied area is set to the height of the layered area in which the aircraft flies and the layered area vertically adjacent thereto. The aircraft operation management system according to claim 2,
The height of the layered region is set higher than the height at which the flying object flying at the lower end of the layered region does not affect the flying object flying at the upper end of the layered region two layers below the layered region. body operation management system. The aircraft operation management system according to claim 5,
An aircraft operation management system, wherein the height of the stratified area is designed based on the range of influence of air currents generated by the aircraft. The aircraft operation management system according to claim 5,
An aircraft operation management system, wherein the height of the layered region is designed based on a fall amount calculated based on the time required for the aircraft to recover from an assumed failure. The aircraft operation management system according to claim 5,
An aircraft operation management system, wherein the height of the occupied area and the layered area is set to allow a margin for movement of the aircraft expected due to wind, avoidance of intruders, and the like. The aircraft operation management system according to claim 2,
An aircraft operation management system characterized in that, when the aircraft moves to another layered area, occupation of an area other than the layered area vertically adjacent to the layered area in which the aircraft flies is released. . The aircraft operation management system according to claim 1,
The layered area has a standby area that permits horizontal movement of the occupied area where the flying object exists, and a transition area that does not permit horizontal movement of the occupied area where the flying object exists. An aircraft operation management system characterized by: The aircraft operation management system according to claim 10,
The aircraft operation management system, wherein the height of the layered area is higher in the transition area than in the standby area. The aircraft operation management system according to claim 10,
An aircraft operation management system, wherein when the layered area consists of one layer, it is treated as the standby area. The aircraft operation management system according to claim 10,
When a plurality of occupied areas exist in the standby area, the flying object and the occupied areas are moved so that the occupied areas of the flying object flying in the standby area do not come into contact with each other. An aircraft operation management system characterized by designing a route. The aircraft operation management system according to claim 10,
1. An aircraft operation management system, wherein, when an object is intruded from the outside, the aircraft is designed to avoid a route within the occupied area. The aircraft operation management system according to claim 10,
An aircraft operation management system, wherein the airport is equipped with a sensor for detecting the position and state of the aircraft. An aircraft operation management method at an airport having a parking apron,
A stratified area consisting of at least one layer is set above the airport, the aircraft moves in the stratified area to take off and land, and an occupation area is set around the aircraft in the stratified area, An aircraft operation management method, wherein an occupied area is set in at least one of the layered area in which the aircraft flies and the layered area vertically adjacent to the layered area. The aircraft operation management method according to claim 16,
The layered area consisting of one or more layers includes a standby area that permits vertical movement and horizontal movement of the aircraft, and a transition area that permits vertical movement. A flying object operation management method.

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