JP2025129793A - Flight system, flight method and flight program - Google Patents

Abstract

[Problem] It is possible to further improve the safety of remotely piloted air vehicles. [Solution] An air navigation system that supports or manages the operation of manned air vehicles with pilots on board that fly in a specified airspace area and remotely piloted unmanned air vehicles that fly in an airspace area that is at least partially shared with the manned air vehicles, includes an air vehicle information acquisition unit that can acquire aircraft type information for multiple air vehicles, including the manned air vehicles and the unmanned air vehicles, an integrated information generation unit that generates integrated information including the aircraft type information for the multiple air vehicles, and transmits the integrated information to a remote control device that remotely pilots the multiple air vehicles or the unmanned air vehicles. [Selected Figure] Figure 1

Description

The present invention relates to an operation system, an operation method, and an operation program.

Patent Document 1 discloses a controller and control program for autonomous drones that are easy to operate even for non-experts. In particular, it discloses that the controller's screen displays the flight status, aircraft status, flight path, etc. of the drone being controlled.

Re-table No. 2020-171229

In recent years, there has been an increasing need to use unmanned aerial vehicles (UAVs) and other aerial vehicles for on-site surveys in emergencies such as disasters, for the purpose of collecting wide-area spatial information during normal times, and for other logistics purposes. In particular, during emergencies such as disasters, situations arise in which multiple manned and unmanned aerial vehicles are flying together within the airspace surrounding the scene. However, there has been no coordination between the ATM (Air Traffic Management) system, which controls manned aerial vehicles, and the UTM (UAS Traffic Management) system, which controls unmanned aerial vehicles.

Furthermore, while both automated and manual driving systems have been put into practical use as control systems for unmanned aerial vehicles, no method has been established for coordination between unmanned aerial vehicles operated by automated driving systems and those operated by manual driving systems.

Furthermore, while direct communication methods using VHF and UHF frequency bands have been established between manned aircraft and ATMs, and between pilots of manned aircraft, no communication method has been established between pilots in manned aircraft and remote pilots who operate unmanned aircraft from a remote location.

Patent Document 1 discloses that the flight status, aircraft status, flight path, etc. of the unmanned aerial vehicle (drone) being controlled are displayed on the screen of the control device. However, no consideration is given to methods of cooperation with aerial vehicles other than the unmanned aerial vehicle being controlled.

The present invention was made in consideration of at least one of the above problems, and aims to provide an operation system that enables remotely controlled unmanned aerial vehicles to operate in coordination with other aircraft.

To achieve the above objective, an operation system that supports or manages the operation of manned aerial vehicles with pilots on board that fly in a specified airspace area and remotely controlled unmanned aerial vehicles that fly in an airspace area that is at least partially shared with the manned aerial vehicles is provided. The operation system includes an aerial vehicle information acquisition unit that can acquire vehicle type information for multiple aerial vehicles, including the manned aerial vehicles and the unmanned aerial vehicles; an integrated information generation unit that generates integrated information including the vehicle type information for the multiple aerial vehicles; and a remote control device that remotely controls the multiple aerial vehicles or the unmanned aerial vehicles.

This invention enables remotely controlled unmanned aerial vehicles to operate in coordination with other aircraft.

1 is an overall configuration diagram of an operation system according to one embodiment of the present invention. FIG. 1 illustrates a first method for collecting and sharing information about air vehicles in an airspace. FIG. 10 illustrates a second method for collecting and sharing information about air vehicles in an airspace. FIG. 10 illustrates a third method for collecting and sharing information about air vehicles in an airspace. FIG. 10 illustrates a fourth method for collecting and sharing information about air vehicles in an airspace. FIG. 2 is a configuration diagram showing the main functions of the control base system 2000. FIG. 1 is a diagram illustrating an example of communication means between a control base system and an aircraft. FIG. 10 is a diagram illustrating another example of communication means between the control base system and the aircraft. FIG. 1 is a diagram illustrating an example of communication means between an operation base system and an aircraft via a communication satellite. FIG. 10 is a diagram showing another example of communication means between the control base system and the aircraft via a communication satellite. FIG. 2 is a functional block diagram showing the main functions of the airspace monitoring system. FIG. 2 is a functional block diagram showing the functions of the aircraft operation system. FIG. 2 is a functional block diagram showing the main functions of the unmanned aerial vehicle. FIG. 2 is a functional block diagram showing the main functions of the manned aircraft. FIG. 1 is a configuration diagram showing the hardware configuration of an airspace monitoring system, etc. FIG. 2 is a flowchart showing the operation of the operation system. FIG. 10 is a flowchart illustrating the process of detecting an aircraft by the aircraft detection unit. 10 is a table showing information about an aircraft acquired by an information acquisition unit. FIG. 10 is a flowchart illustrating the process of determining a dangerous state in an airspace by the airspace safety determination unit. FIG. 10 is a diagram showing an example of display of integrated information in an airspace monitoring system. FIG. 10 is a diagram showing an example of the display of integrated information in a control base system or manned aircraft. FIG. 10 is a diagram showing an example of a display screen displayed on the remote control unit when the airspace safety determination unit 4300 determines that an aircraft approach warning is issued. FIG. 10 is a diagram showing an example of a display screen displayed on the remote control unit when the airspace safety determination unit determines that a pilot approach warning is required. FIG. 10 is a diagram showing an example of a display screen displayed on a field terminal when an airspace safety determination unit determines that a worker approach warning is to be issued. FIG. 10 is a diagram showing an example of a display screen displayed on an on-site terminal in AR when the airspace safety determination unit determines that a worker approach warning is required. FIG. 10 is a diagram showing an example of a display screen displayed on the remote control unit when the airspace safety determination unit determines that a visual range deviation warning has been issued. FIG. 10 is a diagram showing an example of a display screen displayed on the remote control unit when the airspace safety judgment unit determines that there is an aircraft requiring caution. FIG. 10 is a sequence diagram showing an example of information exchange between systems when request information is input from a manned aircraft. FIG. 10 is a sequence diagram showing another example of information exchange between systems when request information is input from a manned aircraft. FIG. 10 is a diagram showing an example of a display screen displayed on the remote control unit when request information is input from a manned aircraft. 10A and 10B are diagrams illustrating locations where communication abnormalities occur and a first communication switching method. FIG. 10 is a control sequence diagram showing a first communication switching method. 10A and 10B are diagrams illustrating locations where communication abnormalities occur and a second communication switching method. FIG. 10 is a control sequence diagram showing a second communication switching method. 10A and 10B are diagrams illustrating locations where communication abnormalities occur and a third communication switching method. FIG. 10 is a control sequence diagram showing a third communication switching method.

The present invention will be described below by listing the contents of the embodiments. The present invention has the following configuration.
[Item 1]
An operation system that supports or manages the operation of a pilot-operated manned aircraft that flies in a predetermined airspace area and a remotely controlled unmanned aircraft that flies in an airspace area that is at least partially shared with the manned aircraft,
an aircraft information acquisition unit capable of acquiring aircraft type information of a plurality of aircraft including the manned aircraft and the unmanned aircraft;
an integrated information generation unit that generates integrated information including the aircraft type information of the plurality of aircraft;
An operation system that transmits the integrated information to a remote control device that remotely controls the multiple air vehicles or the unmanned air vehicle.
[Item 2]
Item 1, the operation system
An operation system in which the aircraft type information includes at least one of the following: information that can distinguish between manned and unmanned aircraft, information that can distinguish whether the aircraft is automatically piloted or manually piloted, and information that can distinguish the level of automatic operation of the autopilot.
[Item 3]
Item 1 or 2, the operation system,
An operation system in which the integrated information is displayed on a map screen or together with a map screen on a display unit provided on the control devices of the multiple aircraft or the remote control device of the unmanned aircraft.
[Item 4]
4. The flight operation system according to any one of items 1 to 3,
The aircraft information acquisition unit acquires operation status information of the plurality of aircraft, including at least one of during automatic operation, during manual operation intervention in automatic operation, and during manual operation;
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the operation status information of the multiple aircraft.
[Item 5]
5. The flight operation system according to any one of items 1 to 4,
The aircraft information acquisition unit acquires work status information of the plurality of aircraft, including at least one of the following: measurement operation in progress, measurement operation interruption, temporary departure from the flight path, return flight to the flight path, waiting flight, flight to a work resumption point, preparation for landing, and return to a landing point;
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the work status information of the multiple flying vehicles.
[Item 6]
6. The flight operation system according to any one of items 1 to 5,
the aircraft information acquisition unit acquires future flight plan information of the plurality of aircraft, including at least one of a planned flight route and a planned landing position;
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the flight plan information of the multiple flying vehicles.
[Item 7]
7. The flight operation system according to any one of items 1 to 6,
The flying object information acquisition unit acquires flight position information including flight positions of the plurality of flying objects,
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the flight position information of the multiple flying vehicles.
[Item 8]
8. The flight operation system according to any one of items 1 to 7,
An operation system in which the flight position information includes at least one of the three-dimensional or two-dimensional flight position of the aircraft, the distance between the multiple aircraft, the flight position and direction of travel, and the flight position, direction of travel, and speed.
[Item 9]
9. The flight operation system according to any one of items 1 to 8,
An operation system in which, when notification request information for another aircraft or flight plan change request information for another aircraft is received by a control device mounted on the manned aircraft or a remote control device that remotely controls the unmanned aircraft, the notification request information or change request information is transmitted to the control device or remote control device of the other aircraft.
[Item 10]
10. The flight operation system according to any one of items 1 to 9,
An operation system in which, when the control device or the remote control device receives the notification request information or the change request information, it notifies the user of the notification request information or the change request information by at least one of sound, light, vibration, and display on a display screen.
[Item 11]
11. The flight operation system according to any one of items 1 to 10,
an airspace safety determination unit that determines a dangerous state within the airspace area based on the information acquired by the aircraft information acquisition unit;
When the airspace safety determination unit determines that a dangerous state exists, information regarding the dangerous state is transmitted to a control device mounted on the manned aircraft or to the remote control device that remotely controls the unmanned aircraft;
An operation system in which the control device or the remote control device notifies information about the dangerous situation by at least one of sound, light, vibration, and display on a display screen.
[Item 12]
12. The flight operation system according to any one of items 1 to 11,
The flying object information acquisition unit acquires flight position information including flight positions of the plurality of flying objects,
The airspace safety determination unit determines whether or not there is a dangerous situation based on the flight position information.
[Item 13]
13. The flight operation system according to any one of items 1 to 12,
An operation system in which the airspace safety judgment unit judges that a dangerous situation has occurred when at least one of the following conditions is met: the distance between the multiple aircraft is less than a predetermined distance; the distance between predicted movement paths predicted based on the flight positions and directions of the multiple aircraft is less than a predetermined distance; the shortest distance between predicted movement positions in time series of the multiple aircraft is less than a predetermined distance; or the shortest distance between planned flight positions in time series based on the flight missions of the multiple aircraft is less than a predetermined distance.
[Item 14]
14. The flight operation system according to any one of items 1 to 13,
the airspace safety determination unit determines whether or not a dangerous state exists based on the aircraft type information,
An operation system that determines a dangerous situation when at least one of the following cases is true: when the plurality of aircraft includes manned aircraft and unmanned aircraft, and when the plurality of aircraft includes autopiloted unmanned aircraft and manually piloted unmanned aircraft.
[Item 15]
15. The flight operation system according to any one of items 1 to 14,
an airspace safety determination unit that determines whether or not there is a danger in the airspace area based on the piloting status information or the work status information acquired by the aircraft information acquisition unit,
When the airspace safety determination unit determines that a dangerous state exists, information regarding the dangerous state is transmitted to a control device mounted on the manned aircraft or to the remote control device that remotely controls the unmanned aircraft;
An operation system in which the control device or the remote control device notifies information about the dangerous situation by at least one of sound, light, vibration, and display on a display screen.
[Item 16]
16. The flight operation system according to any one of items 1 to 15,
an unmanned aircraft control system that wirelessly communicates with the unmanned aircraft;
a manned aircraft control system that wirelessly communicates with the manned aircraft;
an airspace monitoring system that is communicatively connected to the unmanned aircraft control system and the manned aircraft control system and includes the aircraft information acquisition unit and the integrated information generation unit;
When wireless communication between the unmanned aerial vehicle and the unmanned aerial vehicle control system is interrupted, or when wireless communication between the manned aerial vehicle and the manned aerial vehicle control system is interrupted,
The airspace monitoring system is an operation system that uses wireless communication means capable of wireless communication with the unmanned aerial vehicle or the manned aerial vehicle to obtain the aircraft type information of the unmanned aerial vehicle or the manned aerial vehicle, and transmits the integrated information to the unmanned aerial vehicle or the manned aerial vehicle.
[Item 17]
17. The flight operation system according to any one of items 1 to 16,
an unmanned aircraft control system that wirelessly communicates with the unmanned aircraft;
a manned aircraft control system that wirelessly communicates with the manned aircraft;
an airspace monitoring system that is communicatively connected to the unmanned aircraft control system and the manned aircraft control system and includes the aircraft information acquisition unit and the integrated information generation unit;
When wireless communication between the unmanned aerial vehicle and the unmanned aerial vehicle control system is interrupted,
The airspace monitoring system is an operation system that uses a communication means capable of communicating with the remote control device to obtain the aircraft type information of the unmanned aerial vehicle and transmits the integrated information to the remote control device.
[Item 18]
18. The flight operation system according to any one of items 1 to 17,
an unmanned aircraft control system that wirelessly communicates with the unmanned aircraft;
a manned aircraft control system that wirelessly communicates with the manned aircraft;
an airspace monitoring system that is communicatively connected to the unmanned aircraft control system and the manned aircraft control system and includes the aircraft information acquisition unit and the integrated information generation unit;
When wireless communication between the unmanned aerial vehicle and the unmanned aerial vehicle control system is interrupted, or when wireless communication between the manned aerial vehicle and the manned aerial vehicle control system is interrupted,
The airspace monitoring system is an operation system that uses wireless communication means capable of wireless communication between at least one of the remote control device and the unmanned aerial vehicle and the remote control device and the manned aerial vehicle to obtain the aircraft type information of the unmanned aerial vehicle or the manned aerial vehicle, and transmits the integrated information to the unmanned aerial vehicle or the manned aerial vehicle.
[Item 19]
An operation method for supporting or managing the operation of a manned aircraft with a pilot flying in a predetermined airspace area and a remotely controlled unmanned aircraft flying in a common airspace area with the manned aircraft, comprising:
The computer
an information acquisition step of acquiring aircraft type information of a plurality of aircraft including the manned aircraft and the unmanned aircraft;
a generation step of generating integrated information including the aircraft type information of the plurality of aircraft;
a transmitting step of transmitting the integrated information to a remote control device that remotely controls the plurality of air vehicles or the unmanned air vehicle;
A method of operation.
[Item 20]
An operation program that supports or manages the operation of a pilot-operated manned aircraft flying in a predetermined airspace area and a remotely controlled unmanned aircraft flying in a common airspace area with the manned aircraft,
On the computer,
an information acquisition command to acquire aircraft type information of a plurality of aircraft including the manned aircraft and the unmanned aircraft;
a generation command to generate integrated information including the aircraft type information of the plurality of aircraft;
a transmission command to transmit the integrated information to a remote control device that remotely controls the plurality of air vehicles or the unmanned air vehicle;
An operation program that executes the above.

The following describes in detail preferred embodiments of the present invention, with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configuration are designated by the same reference numerals, and redundant explanations will be omitted. Furthermore, the embodiments described below are merely examples, and other known elements or alternative means may be adopted depending on the application, purpose, scale, etc.

<A. First Embodiment>
[A-1. composition]
(A-1-1. Overview)
FIG. 1 is an overall configuration diagram of an operation system 1 (hereinafter also referred to as "system 1") according to one embodiment of the present invention. As shown in FIG. 1, operation system 1 includes an unmanned aerial vehicle 1000, an operation base system 2000, a manned aerial vehicle 3000, an airspace monitoring system 4000, an unmanned aircraft traffic management system (UAS Traffic Management (hereinafter also referred to as "UTM")) 5000, an air traffic management system (Air Traffic Management (hereinafter also referred to as "ATM")) 6000, a spatial information data utilization system 7000, and an on-site terminal 9000. In this case, operation system 1 further includes a remote control terminal 2002 for remotely controlling unmanned aerial vehicle 1002. Furthermore, if multiple manned aerial vehicles 3000 are flying in the airspace, they will be referred to as manned aerial vehicles 3001 and 3002, respectively.

The unmanned aerial vehicle 1000 is an unmanned aircraft or other unmanned aerial vehicle. When multiple unmanned aerial vehicles 1000 are flying in an airspace, the unmanned aerial vehicle controlled by the control base system 2000 is referred to as "unmanned aerial vehicle 1001," and the other unmanned aerial vehicles are referred to as "unmanned aerial vehicles 1002." The unmanned aerial vehicle 1001 is flight-controlled based on control commands received via wireless communication from the control base system 2000. The unmanned aerial vehicle 1002 is flight-controlled based on control commands received via wireless communication from the remote control terminal 2002.

Furthermore, the unmanned aerial vehicle 1001 is equipped with sensors such as an optical camera, an infrared camera, and a laser sensor including LiDAR, and uses these sensors to acquire information about the measurement area from the sky as measurement data. The unmanned aerial vehicle 1001 also wirelessly transmits the measurement data to the control base system 2000 during flight. Note that the unmanned aerial vehicle 1001 is not limited to acquiring information about the measurement area, but may also be an aerial vehicle that acquires weather data and environmental data, tracks suspicious ships, etc., or performs other tasks. Furthermore, the unmanned aerial vehicle 1001 does not necessarily have to be an aerial vehicle, but may also be a vehicle, ship, or other moving object equipped with the above-mentioned sensors, etc.

The control base system 2000 receives flight status information from the unmanned aerial vehicle 1001 via control communication, and transmits flight control commands to the unmanned aerial vehicle 1001 to remotely control the flight of the unmanned aerial vehicle 1001. The control base system 2000 also has the function of receiving measurement data acquired by the unmanned aerial vehicle 1001 via measurement data communication, and transmitting the received measurement data to the spatial information data utilization system 7000 described below. Note that the control base system 2000 is not limited to being a fixed building, and can also be configured as a mobile vehicle, ship, etc.

The manned aircraft 3000 is a manned aircraft or other manned aircraft that flies within the airspace monitored by the airspace monitoring system 4000 described below. When multiple manned aircraft 3000 are flying within the airspace, they are referred to as "manned aircraft 3001" and "manned aircraft 3002."

The airspace monitoring system 4000 is a system that monitors in real time the airspace in which the unmanned aerial vehicle 1001, which is the target of control by the control base system 2000, is flying. The airspace monitoring system 4000 has the function of constantly detecting aerial vehicles flying in the airspace using an aerial vehicle detection unit 4100 such as radar, laser, or sonar. It also has the function of communicating with the UTM and ATM described below to acquire information regarding the control information (position, speed, control type (autopilot/manual pilot), etc.) of unmanned and manned aerial vehicles in the airspace, including operational information (flight plan, flight mission, landing position, etc.), and aircraft type information (unmanned/manned, etc.). It also has the function of integrating the above acquired or detected information and transmitting it via wired or wireless communication to the control base system 2000, the on-site terminal 9000, or each aerial vehicle in the airspace. The airspace monitoring system 4000 also constantly communicates wirelessly (direct communication, LTE communication, communication via communication satellite, etc.) with the unmanned aerial vehicles 1000 and manned aerial vehicles 3000 within the airspace, and can directly acquire control information (position, speed, control type (autopilot/manual control), etc.), operational information (flight plan, flight mission, landing position, etc.), and aircraft type information (unmanned/manned, etc.) from the unmanned aerial vehicles 1000 and manned aerial vehicles 3000 within the airspace. The detailed functions of the airspace monitoring system 4000 will be described later.

UTM5000 is a system commonly known as an unmanned aircraft traffic management system (UAS Traffic Management). To ensure the safe and efficient operation of unmanned aircraft in the airspace under the jurisdiction of the UTM, the system communicates wirelessly with unmanned aircraft within the airspace to acquire information about the unmanned aircraft, weather information, and other information, and shares the acquired information with the unmanned aircraft via wireless communication to prevent accidents involving unmanned aircraft. In this embodiment, UTM5000 can also share the acquired information with the airspace monitoring system 4000. The detailed functions of UTM5000 will be described later.

ATM6000 is a system commonly referred to as an Air Traffic Management system. It collects information about manned aircraft within the airspace, as well as weather and other information, to ensure the safe and efficient operation of manned aircraft in the airspace under ATM's jurisdiction, and shares the collected information with manned aircraft via wireless communication to prevent accidents involving manned aircraft. In this embodiment, ATM6000 can also share the collected information with airspace monitoring system 4000. Detailed functions of ATM6000 will be described later.

The spatial information data utilization system 7000 is connected to the control base system 2000 via wired or wireless communication and receives measurement data acquired by the unmanned aerial vehicle 1001 from the control base system 2000. The spatial information data utilization system 7000 processes the received measurement data to convert it into data that makes it easier for the user to understand the condition of the measurement area, and provides the processed data to a user terminal, etc. For example, if the measurement data is images measured with an optical camera or infrared camera, it generates a wide-area image stitched together from multiple images, a wide-area orthoimage stitched together from multiple images after orthogonal transformation, or a map image integrating the wide-area image or wide-area orthoimage with geographic information. Furthermore, if the measurement data is point cloud data acquired by a laser sensor, it processes the point cloud data to generate three-dimensional spatial data expressed in a digital surface model (DSM) or digital elevation model (DEM), or a map image integrating the three-dimensional spatial data with geographic information.

The on-site terminal 9000 is a terminal device operated by on-site personnel involved in the operation of aircraft at takeoff and landing sites, etc. The on-site terminal 9000 acquires information about the control information (position, speed, operation type (autopilot/manual pilot), etc.) of each aircraft in the airspace, operational information (flight plan, flight mission, landing position, etc.), and aircraft type information (unmanned aircraft/manned aircraft, etc.) via the airspace monitoring system 4000, and displays this information on the display unit, thereby providing the user of the on-site terminal 9000 with information about the latest operational status and landing plans of aircraft in the airspace.

Note that wired or wireless communication between each component of the flight operation system 1 shown in Figure 1 (unmanned aerial vehicle 1000, control base system 2000, manned aerial vehicle 3000, airspace monitoring system 4000, UTM 5000, ATM 6000, spatial information data utilization system 7000, and on-site terminal 9000) may be interconnected via a communication network such as the Internet or a communication method such as LTE. Note that wireless communication between each component may form a dedicated wireless communication network or may utilize existing wireless infrastructure. Note that the control communication (e.g., command and control link) for transmitting and receiving the above-mentioned control-related information and the measurement data communication (e.g., payload link) for transmitting and receiving measurement data are each assigned different communication frequency bands or different communication paths, and are communicated via different wireless communication links.

(A-1-2. Explanation of information sharing methods for aircraft)
Next, a method for collecting information about each flying object flying within the airspace and sharing the collected information with each flying object or each system within the operation system 1 will be described with reference to FIGS.

(A-1-2-1. First Aircraft Information Sharing Method)
2 is a diagram illustrating a first method for collecting and sharing information about air vehicles in an airspace. In the example shown in this figure, first, the UTM 5000 acquires control information, flight information, and aircraft type information from the unmanned air vehicles 1001 and 1002 in the airspace, and the ATM 6000 similarly acquires control information, flight information, and aircraft type information from the manned air vehicles 3001 and 3002 in the airspace. Next, the UTM 5000 and the ATM 6000 transmit the control information, flight information, and aircraft type information they have acquired to the airspace monitoring system 4000. The airspace monitoring system 4000 integrates various information acquired from the UTM 5000 and the ATM 6000 with detection information about air vehicles in the airspace it has detected, and generates shared information, which it then transmits to the control base system 2000 and the on-site terminal 9000.

The sharing method shown in Figure 2 allows the operator of the unmanned aerial vehicle 1001, who is a user of the control base system 2000, to understand the status of all aerial vehicles, including unmanned and manned aerial vehicles, within the airspace in which the unmanned aerial vehicle 1001 he or she controls flies, thereby enabling the operation of the unmanned aerial vehicle 1001 to be carried out more safely.

(A-1-2-2. First Aircraft Information Sharing Method)
Figure 3 illustrates a second method for collecting and sharing information about aircraft in an airspace. In the example shown in this figure, the airspace monitoring system 4000 acquires control information, flight information, and aircraft type information for unmanned aircraft 1001 and 1002 in the airspace and manned aircraft 3001 and 3002 in the airspace via the UTM 5000 and ATM 6000, in a manner similar to the first method shown in Figure 2. The airspace monitoring system 4000 then integrates the various information acquired from the UTM 5000 and ATM 6000 with its own detection information about aircraft in the airspace, generating shared information, which is then transmitted to the control base system 2000 and the on-site terminal 9000. Furthermore, the control base system 2000 transmits the shared information to each aircraft in the airspace (unmanned aircraft 1001 and 1002, manned aircraft 3001 and 3002) via wireless communication. The unmanned aircraft 1002 further transmits the shared information to the remote control terminal 2002.

As shown in Figure 3, shared information can be provided to the pilots of each aircraft in the airspace via the control base system 2000, allowing each pilot to grasp the status of all aircraft in the airspace, whether manned or unmanned, and thus enabling them to operate the aircraft they control more safely.

(A-1-2-3. First Aircraft Information Sharing Method)
FIG. 4 illustrates a third method for collecting and sharing information about air vehicles in an airspace. In the example shown in this figure, the airspace monitoring system 4000 first acquires control information, flight information, and aircraft type information for the unmanned air vehicles 1001 and 1002 and the manned air vehicles 3001 and 3002 in the airspace via the UTM 5000 and the ATM 6000, in a manner similar to the first method shown in FIG. 2 . The airspace monitoring system 4000 then generates shared information by integrating the various information acquired from the UTM 5000 and the ATM 6000 with its own detection information about the air vehicles in the airspace. Next, the airspace monitoring system 4000 wirelessly transmits the shared information to each air vehicle in the airspace (the unmanned air vehicles 1001 and 1002 and the manned air vehicles 3001 and 3002). The airspace monitoring system 4000 also transmits the shared information to the control base system 2000 and the on-site terminal 9000. Unmanned aerial vehicle 10001 and unmanned aerial vehicle 1002 that receive the shared information transmit the shared information to control base system 2000 and remote control terminal 2002, respectively.

The sharing method shown in Figure 4 allows shared information to be provided to the pilots of each aircraft in the airspace via the airspace monitoring system 4000, allowing each pilot to grasp the status of all aircraft in the airspace, whether manned or unmanned, and thus operate the aircraft they pilot more safely.

(A-1-2-4. First Aircraft Information Sharing Method)
FIG. 5 illustrates a fourth method for collecting and sharing information about air vehicles in an airspace. In the example shown in this figure, the airspace monitoring system 4000 first acquires control information, flight information, and aircraft type information from the unmanned air vehicles 1001 and 1002 and the manned air vehicles 3001 and 3002 in the airspace. The airspace monitoring system 4000 generates shared information by integrating the acquired information with detection information about air vehicles in the airspace that it has detected. Next, the airspace monitoring system 4000 transmits the shared information to each air vehicle in the airspace (the unmanned air vehicles 1001 and 1002, the manned air vehicles 3001 and 3002) via wireless communication. The airspace monitoring system 4000 also transmits the shared information to the control base system 2000 and the on-site terminal 9000. Unmanned aerial vehicle 10001 and unmanned aerial vehicle 1002 that receive the shared information transmit the shared information to control base system 2000 and remote control terminal 2002, respectively.

The sharing method shown in Figure 5 allows shared information to be provided to the pilots of each aircraft in the airspace via the airspace monitoring system 4000, allowing each pilot to grasp the status of all aircraft in the airspace, whether manned or unmanned, and thus operate the aircraft they pilot more safely.

(A-1-3. Overview of the Control Base System 2000)
Next, the main functions of the control base system 2000 and the communication connection relationships with other systems will be described. Fig. 6 is a configuration diagram showing the main functions of the control base system 2000. The control base system 2000 includes a communication infrastructure management system 2100, an aircraft flight operation system 2200, a flight management system 2300, and an acquired data management system 2400.

The communication infrastructure management system 2100 has a communication function for transmitting and receiving control-related information, including control command information and flight status information, and other information, such as measurement data, between the control base system 2000 and the unmanned aerial vehicle 1001, which is the target of control by the control base system 2000, either directly or via a communication satellite 8000 or an internet line. The communication infrastructure management system 2100 also has a communication function for receiving shared information, including control information, operation information, and aircraft type information, for each aerial vehicle in the monitored airspace from the airspace monitoring system 4000. The communication infrastructure management system 2100 also has a function for transmitting the received shared information to the manned aerial vehicle 3001 and other aerial vehicles in the airspace (unmanned aerial vehicle 1002, manned aerial vehicle 3002). The communication infrastructure management system 2100 also has a communication function for transmitting information, such as measurement data obtained from the unmanned aerial vehicle 1001, to the spatial information data utilization system 7000.

The communication infrastructure management system 2100 also has a function for determining the communication connection status and a means for switching communication means. Specifically, it monitors the communication loss status, communication strength, and communication speed status, and determines the appropriate communication means based on the stability and speed required for communication, and switches to that communication means. The communication processing may be, for example, parallel transmission or switched transmission. The variations in the multiple communication means that can be switched by the communication infrastructure management system 2100 are explained below in Figures 7 and 8.

The aircraft operation system 2200 is a system that generates a flight mission for the unmanned aerial vehicle 1001 that is the target of remote control, acquires the real-time flight status (including position and speed) of the unmanned aerial vehicle 1001, and controls the target aerial vehicle by sending control target values to the aerial vehicle as control commands. The flight mission is, for example, a movement plan that includes the movement path and movement speed of the unmanned aerial vehicle 1001.

The flight management system 2300 is a system that makes decisions and gives instructions regarding the operation of the unmanned aerial vehicle 1001. The flight management system 2500 prepares plans for operations of the unmanned aerial vehicle 1001, including, for example, measurement work and flight, transmits the plans to the vehicle flight operating system 2200, and causes the vehicle flight operating system 2200 to generate flight missions and the like in accordance with the plans. In addition, when managing the operations of multiple unmanned aerial vehicles, the flight management system 2300 can prepare plans for the multiple unmanned aerial vehicles that it manages, and transmit information about the plans to the vehicle flight operating system 2200 that controls each of the aerial vehicles.

The acquired data management system 2400 is a system that manages the measurement data acquired by the unmanned aerial vehicle 1001. Specifically, it determines whether the vast amount of measurement data acquired via the communication infrastructure management system 2100 contains defective data, records the measurement data, and determines whether to send the measurement data to the spatial information data utilization system 7000.

(A-1-4. Multiple communication means patterns of the control base system 2000)
Next, communication means between the communication infrastructure management system 2100 of the control base system 2000 and the unmanned air vehicle 1001 will be described. Figures 7a, 7b, 8a, and 8b are diagrams showing examples of communication means between the communication infrastructure management system 2100 and the unmanned air vehicle 1001 or the manned air vehicle 3001. Communication between the communication infrastructure management system 2100 and the unmanned air vehicle 1001 or the manned air vehicle 3001 can be achieved by direct wireless communication, or by communication via a terrestrial Internet line. Communication between the communication infrastructure management system 2100 and the unmanned air vehicle 1001 or the manned air vehicle 3001 can also be achieved by satellite relay communication via a communication satellite 8000. In this case, communication between the communication satellite 8000 and the communication infrastructure management system 2100 can be achieved by direct wireless communication, or by communication via a terrestrial Internet line.

Figure 7a is a diagram showing an example of communication means between an operation base system and an aircraft. This figure shows an example of direct wireless communication between an unmanned aircraft 1001 or a manned aircraft 3001 and a communication infrastructure management system 2100. The example of communication means shown in this figure particularly shows an example of direct wireless communication between the unmanned aircraft 1001 or the manned aircraft 3001 using wireless communication equipment for direct communication (including wireless communication antennas, etc.) installed in the communication infrastructure management system 2100. For direct wireless communication, wireless communication bands such as the 2.4 GHz band and the 5.7 GHz band can be used, but are not limited to these. Wireless communication using frequencies such as very long waves in the 3 kHz to 30 kHz band, long waves in the 30 kHz to 300 kHz band, medium waves in the 300 kHz to 3 MHz band, short waves in the 3 MHz to 30 MHz band, ultra-short waves in the 30 MHz to 300 MHz band, ultra-short waves in the 300 MHz to 3 GHz band, microwaves in the 3 GHz to 30 GHz band, millimeter waves in the 30 GHz to 300 GHz band, and submillimeter waves in the 300 GHz to 3 THz band can also be used.

Next, Figure 7b shows another example of communication means between the control base system and the aircraft. This figure shows an example in which the unmanned aircraft 1001 and the communication infrastructure management system 2100 communicate via an Internet line. In the example of communication means shown in this figure, communication between the communication infrastructure management system 2100 and the unmanned aircraft 1001 or manned aircraft 3001 in particular is carried out via an Internet line such as LTE (Long Term Evolution) or public wireless equipment. Wireless communication between public wireless communication equipment (including base stations for aircraft communications, wireless communication antennas, etc.) and the unmanned aircraft 1001 or manned aircraft 3001 can appropriately use wireless in the various bands described above.

Next, we will explain the communication means via the communication satellite 8000. Figure 8a is a diagram showing an example of the communication means between the control base system and the aircraft via a communication satellite. The example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the control base system 2000 communicates with the unmanned aircraft 1001 or the manned aircraft 3001 via the communication satellite 8000, and in particular shows an example in which direct wireless communication is performed with the communication satellite 8000 using wireless communication equipment (including a wireless communication antenna, etc.) for direct communication with the communication satellite installed in the communication infrastructure management system 2100. Note that the direct wireless communication can use wireless communication bands such as the 2.4 GHz band or the 5.7 GHz band, but is not limited to these.

Figure 8b shows another example of communication means between a control base system and an aircraft via a communications satellite. The example of communication means shown in this figure shows an example in which the communications infrastructure management system 2100 of the control base system 2000 communicates with the unmanned aircraft 1001 or manned aircraft 3001 via a communications satellite 8000. In particular, communication between the communications infrastructure management system 2100 and the communications satellite 8000 is carried out via an Internet line such as LTE (Long Term Evolution) and public wireless facilities (including satellite communications base stations, wireless communication antennas, etc.).

Note that communication between the unmanned aerial vehicle 1001 or manned aerial vehicle 3001 and the communication infrastructure management system 2100 may be configured using any one of the four communication methods described above, but redundant communication using multiple of these communication methods is also possible.

(A-1-5. Overview of the Airspace Monitoring System)
Next, the airspace monitoring system 4000 will be described. Fig. 9 is a functional block diagram showing the main functions of the airspace monitoring system 4000. The airspace monitoring system 4000 includes an airborne vehicle detection unit 4100, an information acquisition unit 4200, an airspace safety determination unit 4300, an in-airspace information integrating unit 4400, an information sharing unit 4500, an inter-pilot communication unit 4600, and a communication switching unit 4700. The airspace monitoring system 4000 may be equipment installed in a fixed position on the ground, but is not limited to this, and may also be implemented in a vehicle moving on the ground or a ship moving on water or the sea.

(A-1-5-1. Aircraft detection unit 4100)
The flying object detection unit 4100 is a functional unit that searches a predetermined airspace area to be monitored and detects flying objects (including unmanned flying objects 1000 and manned flying objects 1000) flying within the airspace area. It includes an flying object detection sensor 4110 and an flying object determination unit 4120.

The flying object detection sensor 4110 can be composed of a radar sensor or a laser sensor. When a radar sensor is used, radar waves (electromagnetic waves) are emitted from the ground or sea where the airspace monitoring system 4000 is installed toward the airspace being monitored by the airspace monitoring system 4000, and the reflected waves reflected by flying objects present in the airspace are detected, thereby detecting objects, including flying objects, within the monitored airspace. On the other hand, when a laser sensor is used, laser light is emitted from the ground or sea where the airspace monitoring system 4000 is installed toward the airspace being monitored by the airspace monitoring system 4000, and the reflected light reflected by flying objects present in the airspace is detected, thereby detecting objects, including flying objects, within the monitored airspace.

The flying object determination unit 4120 determines at least one of the flying object's position, altitude, direction of movement, speed of movement, acceleration of movement, and distance between flying objects based on the detection information of reflected radar waves or reflected laser light obtained by the flying object detection sensor 4110. The flying object determination unit 4130 may also have a function to determine whether or not a flying object to be detected is present within the monitored airspace. For example, if the size of an object identified by the detection information is smaller than a predetermined size, it can be determined to be noise information such as a bird rather than a flying object. Furthermore, by giving the flying object's body shape unique characteristics (curvature, reflection intensity) and identifying these unique characteristics using reflected laser light or reflected radar waves, the flying object can be identified in addition to being detected.

(A-1-5-2. Information acquisition unit 4200)
The information acquisition unit 4200 is a functional unit that acquires information from other systems other than the airspace monitoring system 4000 (ATM 6000, UTM 5000, flying vehicles 1000, 3000, control base system 2000, on-site terminal 9000).

When acquiring information from the ATM 6000, the information acquisition unit 4200 receives, for example, information about the manned aerial vehicle 3000 in the airspace (aircraft type information, piloting status information, work status information, flight schedule information, flight position information, etc.). Similarly, when acquiring information from the UTM 5000, the information acquisition unit 4200 receives, for example, information about the unmanned aerial vehicle 1000 in the airspace (aircraft type information, piloting status information, work status information, flight schedule information, flight position information, etc.).

Furthermore, when the information acquisition unit 4200 acquires information directly via wireless communication from an unmanned aerial vehicle 1000 or a manned aerial vehicle 3000 flying within the airspace, it similarly receives information about the unmanned aerial vehicle 1000 or the manned aerial vehicle 3000 within the airspace (aircraft type information, piloting status information, work status information, flight schedule information, flight position information, etc.). Furthermore, when acquiring information from the control base system 2000 or the on-site terminal 9000, the information acquisition unit 4200 may acquire, for example, location information of the takeoff and landing point of the aerial vehicle or a field worker (user of the on-site terminal 9000) at the flight site, or location information of the control base system from the control base system 2000 or the on-site terminal 9000.

Here, the aircraft type information includes aircraft type information indicating whether the aircraft is a manned aircraft with a pilot on board or a remotely controlled unmanned aircraft. Alternatively, the aircraft type information may include aircraft type information indicating whether the aircraft is an autopilot aircraft or a manually controlled aircraft. Alternatively, if the aircraft is an autopilot aircraft, the aircraft type information may include aircraft type information indicating the autopilot level of the autopilot. Here, the autonomous driving level is information divided into multiple levels ranging from manual driving assistance to fully autonomous driving. For example, if the autonomous driving level is divided into five levels, it can be divided as follows:
Level 1: Manual driving assistance Level 2: Partially automated driving under specific conditions Level 3: Conditional automated driving (pilot required)
・Level 4: Fully autonomous driving under specific conditions ・Level 5: Fully autonomous driving

Furthermore, the piloting status information is information that indicates the piloting status of the current aircraft, and includes at least one of the following: "in automatic operation," "manual piloting intervening in automatic operation," and "in manual operation."

The work status information includes information indicating the status of work performed by the aircraft. For example, the following work status information is included for measurement work and operational work. In addition to the work status information for measurement work and operational work listed below, the work status information may also include status information such as "low battery level" that indicates the internal state of the aircraft.
Measurement operation status: measurement in progress, measurement operation suspended Operational operation status: temporary departure from flight path, returning to flight path, waiting flight, flying to operation resumption point, preparing to land, obstacle avoidance flight, returning to landing pointHere, "temporary departure from flight path" refers to an operational operation in which the aircraft temporarily departs from the flight path and then returns to the flight path, such as during obstacle avoidance flight. Also, "returning to landing point" refers to whether the aircraft is returning according to the original flight plan or due to reasons outside the original flight plan, such as low battery, and in some cases these can be defined as different operational operation statuses.

Flight schedule information is information relating to the aircraft's future flight plan, and includes, for example, information on at least one of the planned flight route and planned landing location.

Flight position information also includes information related to the flight position of the aircraft, such as the three-dimensional or two-dimensional flight position of the aircraft, the distance between multiple aircraft, the flight position and direction of travel, or the flight position, direction of travel, and speed.

(A-1-5-3. Airspace Safety Judgment Department 4300)
The airspace safety determination unit 4300 is a functional unit that determines whether a dangerous state or a state that is likely to be dangerous in the airspace is a dangerous state based on information acquired by the information acquisition unit 4200 or information detected by the flying object detection unit 4100. The airspace safety determination unit 4300 determines whether a dangerous state (approach warning) exists based on, for example, flight position information of multiple flying objects. Specifically, the airspace safety determination unit 4300 can determine a dangerous state (approach warning) when any of the following conditions is met:
- When the distance between multiple aircraft is less than a predetermined distance - When the distance between the predicted movement paths predicted based on the flight positions and directions of multiple aircraft is less than a predetermined distance - When the shortest distance between the predicted movement positions of multiple aircraft over time is less than a predetermined distance - When the shortest distance between the flight plan positions of multiple aircraft over time based on the flight missions of multiple aircraft is less than a predetermined distance

In addition to the above, the airspace safety determination unit 4300 may determine a dangerous state (pilot approach warning) when the distance between the aircraft and the remote control unit 2230 of the control base system falls below a predetermined distance, or may determine a dangerous state (worker approach warning) when the distance between the aircraft and a field worker falls below a predetermined distance. Furthermore, if the orientation of the pilot's or worker's body can be detected by a sensor or the like, a dangerous state may be determined when the pilot or worker is approaching from behind, in addition to the distance information from the aircraft.

As another example, the airspace safety determination unit 4300 determines whether or not there is a dangerous state (there is an aircraft requiring caution) based on the aircraft type information of multiple aircraft. Specifically, the airspace safety determination unit 4300 can determine that there is a dangerous state (there is an aircraft requiring caution) when any of the following conditions is met:
・When the airspace contains both manned and unmanned aircraft. ・When the airspace contains multiple aircraft, including both autonomous and manually piloted unmanned aircraft.

The airspace safety determination unit 4300 may determine whether or not there is a dangerous state (requires piloting caution) based on the piloting status and work status of multiple aircraft. In this case, for example, if there is an aircraft returning with a piloting status of "manual piloting intervention in automatic driving" or a work status of "low battery level," the airspace around the aircraft may be determined to be in a dangerous state (requires piloting caution), and information about the dangerous state may be notified to aircraft flying in the airspace around the aircraft.

Furthermore, if the unmanned aerial vehicle 1000 is flying or is expected to fly in an airspace that is blind spot for the control base system or in a location outside the visual range, the airspace safety judgment unit 4300 may judge this to be a dangerous situation (visual departure warning) and notify the control base system of information about the dangerous situation.

(A-1-5-4. Airspace Information Integration Unit 4400)
The airspace information integrator 4400 has a function of generating integrated information including aircraft type information for multiple aircraft within the airspace. For example, the integrated information may be generated by integrating at least one of the following: information acquired by the information acquisition unit 4200 (aircraft type information, piloting status information, work status information, flight schedule information, flight position information, etc.); detection information of aircraft within the airspace detected by the aircraft detection unit 4100 (aircraft position, movement direction, movement speed, movement acceleration, etc.); and crisis state information determined by the airspace safety determination unit 4300 (approach warning, piloting caution, etc.). The integrated information may be information associated with map information based on the aircraft's position information, etc.

(A-1-5-5. Information sharing department 4500)
The information sharing unit 4500 is a functional unit that transmits the integrated information generated by the airspace information integration unit 4400 to an aircraft within the airspace (unmanned aircraft 1000 or manned aircraft 3000), or to the control base system 2000 (or remote control terminal 2002) that remotely controls the unmanned aircraft, or to the on-site terminal 9000.

Here, the information sharing unit 4500 has multiple communication methods for transmitting integrated information from the airspace monitoring system 4000 to the airborne vehicle and the control base system 2000, and transmits the integrated information using one of these communication methods. For example, as shown in Figure 2, the integrated information can be transmitted directly to the control base system 2000 using an internet line connecting the airspace monitoring system 4000 and the control base system 2000. Alternatively, as shown in Figures 4 and 5, the integrated information can be transmitted to the control base system 2000 via an unmanned airborne vehicle 1001 connected to the airspace monitoring system 4000 via wireless communication.

Next, as a communication method for transmitting integrated information to unmanned aerial vehicles and manned aerial vehicles, for example, the airspace monitoring system 4000 can transmit the integrated information to each unmanned aerial vehicle and manned aerial vehicle via wireless communication, as shown in Figures 4 and 5. Another communication method, as shown in Figure 3, is to transmit the integrated information to the control base system 2000 via an unmanned aerial vehicle 1001 connected to the airspace monitoring system 4000 via wireless communication, and then transmit the integrated information from the control base system 2000 to each unmanned aerial vehicle and manned aerial vehicle via wireless communication.

Next, as a communication method for transmitting the integrated information to the on-site terminal 9000, as shown in Figure 2, it can be transmitted directly using an internet line connecting the airspace monitoring system 4000 and the on-site terminal 9000. As another communication method, it is also possible to transmit the integrated information to the on-site terminal 9000 via the control base system 2000.

(A-1-5-6. Pilot communication unit 4600)
The inter-operator communication unit 4600 has a function to enable communication between operators of multiple unmanned aerial vehicles, or a function to enable communication between operators of unmanned aerial vehicles and operators of manned aerial vehicles. In particular, when a pilot inputs notification request information or flight plan change request information for a specific aerial vehicle, the inter-operator communication unit 4600 transmits the input information to the specific aerial vehicle or the remote control device of the aerial vehicle. The inter-operator communication unit 4600 includes a pilot request information acquisition unit 4610 and an inter-operator information relay unit 4620.

The pilot request information acquisition unit 4610 is a functional unit that acquires pilot input information accepted by the remote control unit 2230 that remotely controls the unmanned aerial vehicle 1001 or the control unit 3500 of the manned aerial vehicle 3001, and in particular acquires notification request information and flight plan change request information for a specific aerial vehicle input by the pilot. Information input by the pilot at the control base system 2000 can be acquired via the unmanned aerial vehicle 1001 and UTM 5000. Alternatively, it may be acquired directly from the control base system 2000 via an Internet line. Information input by the pilot at the manned aerial vehicle 3001 can be acquired via the ATM 6000.

The pilot-to-pilot information relay unit 4620 transmits the acquired notification request information and flight plan change request information to the identified aircraft or its remote control device. Any of the communication means shown in Figures 2 to 5 can be used as the communication means for transmitting this information. In addition, response information entered by the pilot of the manned aircraft or pilot base system 2000 that received the notification request information or flight plan change request information is transmitted from the pilot base system 2000 directly or via the airspace monitoring system 4000 to the original manned aircraft or pilot base system 2000.

(A-1-5-7. Communication switching unit 4700)
The communication switching unit 4700 includes a communication loss determination unit 4710 and a switching execution unit 4720. The communication loss determination unit 4710 is a functional unit that determines that a communication loss has occurred, in which either the wireless communication between the unmanned air vehicle 1000 and the UTM 5000 or the wireless communication between the manned air vehicle 3000 and the ATM 6000 has been interrupted. The communication loss determination unit 4710 determines that a communication loss has occurred, for example, when detection information of a communication loss detected in the UTM 5000, the ATM 6000, the unmanned air vehicle 1000, or the manned air vehicle 3000 is received from the UTM 5000, the ATM 6000, the unmanned air vehicle 1000, or the manned air vehicle 3000.

As a method for determining communication loss in the UTM5000, ATM6000, unmanned aerial vehicle 1000, or manned aerial vehicle 3000, for example, communication signals are constantly or periodically sent and received with the communication partner (so-called heartbeat signals), and if a communication signal is not received for a predetermined period of time or longer, it can be determined that communication loss has occurred.

The switching execution unit 4720 is a functional unit that, when communication loss occurs, switches communication to another alternative communication means in place of the communication means where communication loss occurred. Details of the communication switching method performed by the switching execution unit 4720 will be described later.

(A-1-5-8. User interface unit 4800)
The user interface unit 4800 includes a display unit 4810 and a request input unit 4820, and displays and outputs to the user and receives input from the user via the display unit 4810 and the request input unit 4820.

The display unit 4810 outputs various information to the user of the airspace monitoring system 4000 on a display screen. For example, it displays integrated information generated by the airspace information integration unit 4400, information on the judgment results by the airspace safety judgment unit 4300, and input buttons and input fields for inputting notification request information and flight plan change request information from the request input unit 4820 (described below). In particular, this integrated information may be displayed on a map screen or alongside a map image. By displaying information in this manner, the user of the airspace monitoring system 4000 can understand the operating status of each aircraft within the monitored airspace.

The request input unit 4820 is a functional unit that accepts input of notification request information and flight plan change request information from users of the airspace monitoring system 4000. The request input unit 4820 accepts input from users via hardware such as a touch panel, control lever, or input button. Notification request information is information that urges other aerial vehicles to be careful of interference with the user's own aircraft (unmanned aerial vehicle 1001), or information that the user wishes other aerial vehicles to notify as a priority or urgently. Flight plan change request information is information that requests other aerial vehicles to change their flight plan (including planned flight route, planned landing point, planned landing time, etc.).

(A-1-6. Overview of Aircraft Flight Operate System 2200)
Next, we will explain the aircraft flight operating system 2200 of the control base system 2000. Figure 10 is a functional block diagram showing the functions of the aircraft flight operating system. The aircraft flight operating system 2200 includes a command unit 2210, a communication unit 2220, and a remote control unit 2230.

(A-1-6-1. Command unit 2210)
The command unit 2210 includes a mission generation unit 2211, a control target value generation unit 2212, and a command output unit 2213. The mission generation unit 2211 generates a flight mission including planned information on the movement path and movement speed of the unmanned aerial vehicle 1001 based on the operation plan of the unmanned aerial vehicle 1001 obtained from the operation management system 2300. In addition, when the mission generation unit 2211 receives input from the remote control unit 2230 (described later) to change the operation plan by the pilot, it generates a flight mission based on that information.

The control target value generation unit 2212 generates a control target value based on the generated flight mission and control status information acquired from the unmanned aerial vehicle 1001 (including flight position, attitude information, movement direction, movement speed, etc. measured by the unmanned aerial vehicle 1001). The command output unit 2213 transmits command information for the generated control target value to the unmanned aerial vehicle 1001, which is the target of control, via the communication infrastructure management system 2100.

(A-1-6-2. Communication unit 2220)
The communication unit 2220 is a functional unit that controls information communicated between the control base system 2000 and external systems. It includes an air vehicle communication unit 2221, a monitoring system communication unit 2222, and an other air vehicle communication unit 2223.

The aircraft communication unit 2221 controls communication information with the unmanned aircraft 1001, which is the target of control. For example, it receives control status information from the unmanned aircraft 1001 and transmits command information generated by the command output unit 2213 to the unmanned aircraft.

Next, the monitoring system communication unit 2222 controls communication information with the airspace monitoring system 4000. For example, it receives integrated information, notification request information, and flight plan change request information from the airspace monitoring system 4000, and transmits control status information, notification request information, and flight plan change request information of the unmanned aerial vehicle 1001 to the airspace monitoring system 4000.

Next, the other aircraft communication unit 2223 controls communication information with other aircraft (unmanned aircraft 1002, manned aircraft 3001, 3002) in the airspace other than the unmanned aircraft 1001 being controlled. For example, it receives control status information from the other aircraft and transmits integrated information, notification request information, and flight plan change request information to the other aircraft.

(A-1-6-3. Remote control unit 2230)
The remote control unit 2230 includes a display unit 2231, a speaker 2232, a control command input unit 2233, and a request input unit 2234.

The display unit 2231 outputs various information to the pilot controlling the unmanned aerial vehicle 1001 via the remote control unit 2230 on a display screen. For example, it displays integrated information, notification request information, and flight plan change request information received from the airspace monitoring system 4000. In particular, this integrated information may be displayed on a map screen or displayed alongside a map image. By displaying the integrated information, the pilot controlling the unmanned aerial vehicle 1001 can understand the operational status of other aerial vehicles in the same airspace as the unmanned aerial vehicle 1001.

The display unit 2231 also has the function of displaying control status information received from the unmanned aerial vehicle 1001, flight mission information generated by the mission generation unit 2211, and input information input by the flight command input unit 2233 described below.

The speaker 2232 outputs various information by voice to the pilot operating the unmanned aerial vehicle 1001 using the remote control unit 2230. For example, it outputs integrated information, notification request information, and flight plan change request information received from the airspace monitoring system 4000 by voice.

Furthermore, when the remote control unit 2230 receives notification request information or flight plan change request information for the unmanned aerial vehicle 1001, the notification request information or flight plan change request information is notified to the pilot. As a notification method, for example, the notification request information or flight plan change request information is output by voice, light, or display via the display unit 2231 and speaker 2232. Notification output may also be by vibration, which vibrates the pilot command input unit 2233 described below. By notifying the unmanned aerial vehicle 1001 of notification request information or flight plan change request information from other aerial vehicles in this way, the requests of the pilots of the other aerial vehicles can be more reliably conveyed to the pilot.

Furthermore, if the airspace safety judgment unit 4300 determines that there is a dangerous condition regarding the unmanned aerial vehicle 1001 and the remote control unit 2230 receives information about the dangerous condition regarding the unmanned aerial vehicle 1001, the information about the dangerous condition is notified to the pilot. This notification method may involve, for example, outputting the information about the dangerous condition by sound, light, or display via the display unit 2231 and speaker 2232. Notification may also be output by vibration, which vibrates the pilot command input unit 2233, described below. By notifying the pilot of the dangerous condition regarding the unmanned aerial vehicle 1001 in this way, the dangerous condition in the airspace can be more reliably communicated to the pilot, and collisions between aircraft, etc., can be prevented in advance.

The control command input unit 2233 is a functional unit that accepts control commands input to the unmanned aerial vehicle 1001 by the operator of the remote control unit 2230. The control command input unit 2233 accepts control command input from the operator using hardware such as a touch panel, control lever, or input button. The control command input unit 2233 can input commands such as the movement direction, attitude, and speed of the unmanned aerial vehicle 1001, and can also input corrections to the flight mission displayed as a control command.

The request input unit 2234 is a functional unit that receives notification request information and flight plan change request information from the pilot regarding specific other aerial vehicles. Notification request information is information that urges other aerial vehicles to be careful about interference with the pilot's own aircraft (unmanned aerial vehicle 1001). Flight plan change request information is information that requests other aerial vehicles to change their flight plan (including planned flight route, planned landing point, planned landing time, etc.).

(A-1-7. Overview of Unmanned Aerial Vehicle 1001)
Next, an unmanned aerial vehicle 1001 will be described. FIG. 11 is a functional block diagram showing the main functions of the unmanned aerial vehicle. In this specification, the term "aerial vehicle" refers to any aerial vehicle with flight capabilities, regardless of the power source (electric power, prime mover, etc.), the control method (wireless or wired, fully autonomous flight type or partially manual flight type, etc.), and whether manned or unmanned. Aerial vehicles may also be referred to as unmanned aerial vehicles (UAVs), aircraft, multicopters, RPASs (remote piloted aircraft systems), UASs (unmanned aircraft systems), etc.

The unmanned aerial vehicle 1001 is an unmanned aircraft or other aerial vehicle that transmits measurement data to the control base system 2000 via wireless communication or transports a recording medium on which the measurement data is recorded. The unmanned aerial vehicle 1001 may be a fixed-wing aircraft, a rotary-wing aircraft, or a vertical take-off and landing aircraft (VTOL) with fixed wings and rotary wings. The unmanned aerial vehicle 1001 includes a flight unit 1100, a measurement unit 1200, a communication unit 1300, an aircraft information acquisition unit 1400, and an information output unit 1500.

(A-1-7-1. Flight section 1100)
The flying unit 1100 is a functional unit that flies the unmanned aerial vehicle 1001, and includes a self-position measuring unit 1110, an attitude measuring unit 1120, a flight control unit 1130, and an obstacle detection unit 1140.

The self-location measurement unit 1110 measures the position (absolute position) of the aircraft. The self-location measurement unit 1110 measures its current position using, for example, but not limited to, GNSS (Global Navigation Satellite System), GPS (Global Positioning System), etc. As a method for measuring its position, for example, RTK-GNSS (Real Time Kinematic - Global Navigation Satellite System) can also be used. The position information includes at least two-dimensional coordinate information in a planar view (e.g., latitude and longitude), and preferably three-dimensional coordinate information including altitude information. Note that the self-location measurement unit 1110 is not limited to measuring the position of the aircraft, and may also measure speed and acceleration information.

The attitude measurement unit 1120 measures the attitude (orientation) of the aircraft. The self-location measurement unit 1110 measures the current orientation of the aircraft using, for example, a geomagnetic sensor, a GNSS compass, etc. Attitude information includes at least the attitude angle (azimuth) in a planar view around the Z axis, and preferably includes attitude information around three axes: the X axis, the Y axis, and the Z axis. Note that the attitude measurement unit 1120 may measure information on angular velocity and angular acceleration in addition to the attitude of the aircraft.

The flight control unit 1130 is a mechanism and function that controls the flight operation of the unmanned aerial vehicle 1001, generating thrust for the unmanned aerial vehicle 1001 to lift and move in a desired direction. The flight control unit 1130 includes a processing unit, also referred to as a flight controller. The processing unit may include one or more processors, such as a programmable processor (e.g., a central processing unit (CPU), MPU, or DSP). The processing unit has access to memory. The memory stores logic, code, and/or program instructions that the processing unit can execute to perform one or more steps.

The processing unit includes a control module configured to control the airframe state of the unmanned aerial vehicle 1001. For example, the control module adjusts the spatial configuration, attitude angle, angular velocity, angular acceleration, angular jerk rate, and/or acceleration of the unmanned aerial vehicle 1001, which has six degrees of freedom (translational motion x, y, and z, and rotational motion θx, θy, and θz). That is, the flight control unit 1130 controls the unmanned aerial vehicle 1001 to perform various operations such as liftoff, forward movement, turning, and landing, and controls the attitude angle control and flight operations of the unmanned aerial vehicle 1001 from takeoff to flight and landing.

The flight control unit 1130 can control the flight of the unmanned aerial vehicle 1001 based on, for example, an autonomous flight program obtained from the aircraft flight operating system 2200. The flight control unit 1130 can also control the flight of the unmanned aerial vehicle 1001 by controlling the motor based on various information, such as the measurement target area, flight permitted/prohibited areas, corresponding flight geofence information, map information including two-dimensional or three-dimensional map data, the current position information of the unmanned aerial vehicle 1001, attitude information (heading information), speed information, and acceleration information, as well as any combination of these.

The obstacle detection unit 1140 is a functional unit that detects other aerial vehicles (unmanned aerial vehicle 1002, manned aerial vehicles 3001, 3002) flying in the airspace surrounding the aircraft. The obstacle detection unit 1140 detects other aerial vehicles around the aircraft using sensors such as radar and laser (LiDAR). When the obstacle detection unit 1140 detects another aerial vehicle, it notifies the remote control unit 2230 of the control base system 2000 of the detection of an obstacle as warning information via the base communication unit 1310 (described below).

(A-1-7-2. Measurement unit 1200)
The measurement unit 1200 is a functional unit that acquires information about a measurement target area using a measurement sensor 1210. The measurement unit 1200 includes the measurement sensor 1210, a sensor attitude control unit 1220, and a sensor control unit 1230.

The measurement sensor 1210 is composed of, for example, an optical camera that acquires optical images, an infrared camera that acquires infrared images, and a laser sensor such as LiDAR that acquires point cloud data. The measurement sensor 1210 acquires optical images, infrared images, point cloud data, and other measurement data of the ground surface of the measurement area from above the measurement area.

The sensor attitude control unit 1220 controls at least one of the attitude angles of the measurement sensor 1210 around the three axes relative to the body of the unmanned aerial vehicle 1001 by operating an attitude change device such as a gimbal that supports the measurement sensor. The sensor attitude control unit 1220 may control either or both of the pitch angle relative to the horizontal attitude of the body and the yaw angle relative to a predetermined reference direction. The sensor attitude control unit 1220 adjusts the sensor attitude change device to control the orientation of the measurement sensor 1210 so that the measurement target area can be photographed from a predetermined flight path.

The sensor control unit 1230 controls the measurement parameters of the measurement sensor 1210, such as the timing of data acquisition by the measurement sensor 1210 and the zoom amount. The sensor control unit 1230 controls the measurement sensor 1210 so that images are captured according to measurement conditions such as the data acquisition timing and zoom amount that have been set in advance. For example, if the measurement sensor is an optical camera, the sensor control unit 1230 may control the image acquisition timing, shutter speed, resolution, etc.

(A-1-7-3. Communication unit 1300)
The communication unit 1300 includes a radio wave communication module capable of radio wave communication. The communication unit 1300 also includes a base communication unit 1310 that communicates with the piloting base system 2000 directly or via a communication satellite 8000, a UTM communication unit 1320 that communicates with the UTM 5000, and a monitoring system communication unit 1330 that communicates with the airspace monitoring system 4000. Each of these communication units can use wireless communication via a communication network NW or direct wireless communication using Wi-Fi, 2.4 GHz, or a frequency band of 5.6 to 5.8 GHz. The communication unit 1300 can use a communication network NW that uses a communication standard such as LTE (Long Term Evolution) as the communication network NW.

The base communication unit 1310 transmits to the control base system 2000, for example, information about the unmanned aerial vehicle 1001 acquired by the aircraft information acquisition unit 1400 described below, such as piloting status information, work status information, measurement information such as the self-position measured by the self-position measurement unit 1110, control status information such as aircraft attitude measurement information measured by the attitude measurement unit 1120, or obstacle detection information detected by the obstacle detection unit 1140. Furthermore, the base communication unit 1310 receives flight control commands to the flight control unit 1130, sensor attitude control commands to the sensor attitude control unit 1220, sensor control commands to the sensor control unit 1230, aircraft type information for the unmanned aerial vehicle 1001, flight schedule information, and the like. The base communication unit 1310 also transmits measurement data (optical images, infrared images, point cloud data, etc. of the ground surface of the measurement area) measured by the unmanned aerial vehicle's measurement unit 1200 to the control base system 2000.

The UTM communication unit 1320 transmits to the UTM 5000 control status information such as aircraft type information, piloting status information, work status information, and flight schedule information acquired by the aircraft information acquisition unit 1400 (described below), or measurement information such as the aircraft's position measured by the self-position measurement unit 1110, and aircraft attitude measurement information measured by the attitude measurement unit 1120, and receives flight instructions and the like from the UTM 5000.

The monitoring system communication unit 1330 transmits to the airspace monitoring system 4000, for example, aircraft type information, piloting status information, work status information, and flight schedule information acquired by the aircraft information acquisition unit 1400 (described below), or control status information such as measurement information such as the aircraft's position measured by the self-position measurement unit 1110, and measurement information on the aircraft's attitude measured by the attitude measurement unit 1120, and receives from the airspace monitoring system 4000 operation information and the like of aircraft within the monitored airspace.

(A-1-7-4. Machine information acquisition unit 1400)
The aircraft information acquisition unit 1400 has the function of acquiring information to be transmitted outside the unmanned aerial vehicle 1001 via the communication unit 1300. The aircraft information acquisition unit 1400 includes an aircraft type information recording unit 1410, an operation status acquisition unit 1420, an operation status acquisition unit 1430, and a flight plan acquisition unit 1440.

The aircraft type information recording unit 1410 is a functional unit that records aircraft type information related to the aircraft's aircraft type. The aircraft type information includes, for example, at least one of the following: information that can distinguish between a manned aircraft and an unmanned aircraft; information that can distinguish whether the aircraft is automatically piloted or manually piloted; and information that can distinguish the level of autopilot operation. This aircraft type information is obtained from the piloting base system 2000 via the base communication unit 1310, or is preset information, and is recorded in the aircraft type information recording unit 1410.

The control status acquisition unit 1420 is a functional unit that acquires control status information for the aircraft itself. Control status information includes at least one of the following: autonomous driving, manual intervention in autonomous driving, and manual driving. This control status information can be acquired from the control base system 2000 via the base communication unit 1310, or determined by the aircraft itself.

The work status acquisition unit 1430 acquires work status information including the status of measurement work by the measurement unit 1200 or the status of operational work. The work status information includes at least one of the following: measurement work in progress, measurement work interrupted, temporary departure from the flight path, returning to the flight path, waiting flight, flying to the work resumption point, preparing to land, flying to avoid an obstacle, and returning to the landing point. This piloting status information can be acquired from the piloting base system 2000 via the base communication unit 1310, or determined by the aircraft itself.

The flight plan acquisition unit 1440 is a functional unit that acquires information about the aircraft's flight plan. Flight plan information includes, for example, the planned flight route, planned landing point, and planned landing time. The flight plan information can be acquired from the piloting base system 2000 via the base communication unit 1310.

(A-1-7-5. Information output unit 1500)
The information output unit 1500 has a display unit 1510, an audio output unit 1520, and a behavior output unit 1530. The information output unit 1500 outputs the above-mentioned aircraft type information, piloting status information, work status information, flight schedule information, or control status information such as measurement information such as the aircraft's own position and aircraft attitude. The display unit 1510 outputs this information by displaying or emitting light, the audio output unit 1520 outputs this information by audio, and the behavior output unit 1530 reports this information by flight behavior (for example, two yaw rotations and three up and down movements while hovering).

(A-1-8. Overview of Manned Flight Vehicle 3001)
Next, manned aircraft 3001 and 3002 will be described. FIG. 12 is a functional block diagram showing the main functions of the manned aircraft. In this specification, the term "manned aircraft" refers to a pilot-operated aircraft with flight capabilities, regardless of the power source (electric power, motor, etc.) or control method (wireless or wired, fully autonomous or partially manual, etc.). The manned aircraft 3001 may be a fixed-wing aircraft, a rotary-wing aircraft, or a vertical take-off and landing aircraft (VTOL) equipped with fixed and rotary wings. The manned aircraft 3001 includes a flight unit 1100, a measurement unit 1200, a communication unit 1300, an aircraft information acquisition unit 3400, and a control unit 3500.

(A-1-8-1. Flight section 3100)
Flight unit 3100 is a functional unit that flies manned aircraft 3001 and can have a configuration similar to that of flight unit 1100 of unmanned aircraft 1001.

(A-1-8-2. Measurement unit 3200)
The measurement unit 3200 is a functional unit that acquires information about the measurement target area using the measurement sensor 1210, and can have the same configuration as the measurement unit 3200 of the unmanned aerial vehicle 1001.

(A-1-8-3. Communication unit 3300)
The communication unit 3300 includes a radio wave communication module capable of radio wave communication. The communication unit 3300 also includes a base communication unit 3310 that communicates with the pilot base system 2000 directly or via a communication satellite 8000, an ATM communication unit 3320 that communicates with the ATM 6000, and a monitoring system communication unit 3330 that communicates with the airspace monitoring system 4000. Each of these communication units can use wireless communication via a communication network NW or direct wireless communication using Wi-Fi, 2.4 GHz, or a frequency band of 5.6 to 5.8 GHz. The communication unit 1300 can use a communication network NW that uses a communication standard such as LTE (Long Term Evolution) as the communication network NW.

The base communication unit 3310 can transmit to the control base system 2000, for example, information about the manned aerial vehicle 3001 acquired by the aircraft information acquisition unit 3400 described below, such as piloting status information, work status information, measurement information such as the self-position measured by the self-position measurement unit 1110, measurement information about the aircraft attitude measured by the attitude measurement unit 1120, or obstacle detection information detected by the obstacle detection unit 1140. Furthermore, from the control base system 2000, it acquires integrated information generated by the airspace monitoring system 4000, and response information to notification request information and flight plan change request information output from the manned aerial vehicle 3001 to the unmanned aerial vehicle 1001.

(A-1-8-4. Machine information acquisition unit 3400)
The aircraft information acquisition unit 3400 has a function of acquiring information to be transmitted outside the manned aircraft 3001 via the communication unit 3300. The aircraft information acquisition unit 3400 includes an aircraft type information recording unit 3410, an operation status acquisition unit 3420, an operation status acquisition unit 3430, and a flight plan acquisition unit 3440.

The aircraft type information recording unit 3410 is a functional unit that records aircraft type information related to the aircraft's aircraft type. The aircraft type information is, for example, information that can distinguish between a manned aircraft and an unmanned aircraft, information that can distinguish whether the aircraft is automatically piloted or manually piloted, and information that can distinguish the level of autopilot autonomy. This aircraft type information is, for example, preset information, and is recorded in the aircraft type information recording unit 3410.

The control status acquisition unit 3420 is a functional unit that acquires control status information for the aircraft itself. Control status information includes at least one of the following: whether the aircraft is in automatic driving, whether manual control is intervening in automatic driving, or whether the aircraft is in manual driving. This control status information can be determined by the aircraft itself based on information input by the pilot via the control unit 3500, which will be described later.

The work status acquisition unit 3430 acquires work status information including the status of measurement work by the measurement unit 3200 or the status of operational work. The work status information includes at least one of the following: measurement work in progress, measurement work interrupted, temporary departure from the flight path, returning to the flight path, waiting flight, flying to the work resumption point, preparing to land, flying to avoid an obstacle, and returning to the landing point. This piloting status information can be determined by the aircraft itself based on information input by the pilot via the piloting unit 3500, which will be described later.

The flight plan acquisition unit 3440 is a functional unit that acquires information about the aircraft's flight plan. Flight plan information includes, for example, the planned flight route, planned landing point, and planned landing time. The flight plan information can be determined based on information input by the pilot via the control unit 3500 (described below), or information acquired from an external system.

(A-1-8-5. Control unit 3500)
The control unit 3500 includes a display unit 3510, a speaker 3520, a control command input unit 3530, and a request input unit 3540.

The display unit 3510 outputs various information to the pilot controlling the manned aircraft 3001 via the remote control unit 2230 on the display screen. For example, it displays integrated information, notification request information, and flight plan change request information received from the airspace monitoring system 4000 or the control base system 2000. In particular, this integrated information may be displayed on a map screen or alongside a map image. Displaying the integrated information allows the pilot controlling the manned aircraft 3001 to understand the operational status of other aircraft in the same airspace as the manned aircraft 3001.

The display unit 3510 also has the function of displaying control status information for the manned aircraft 3001 and input information entered via the pilot command input unit 3530, which will be described later.

The speaker 3520 outputs various information by voice to the pilot operating the manned aircraft 3001 via the remote control unit 2230. For example, it outputs integrated information, notification request information, and flight plan change request information received from the airspace monitoring system 4000 or the control base system 2000 by voice.

Furthermore, when the control unit 3500 receives notification request information or flight plan change request information for the manned aircraft 3001, the notification request information or flight plan change request information is notified to the pilot. This notification method may, for example, be output by sound, light, or display via the display unit 3510 and speaker 3520. Notification may also be output by vibration, which vibrates the control command input unit 3530, described below. By notifying the manned aircraft 3001 of notification request information or flight plan change request information from other aircraft in this way, the requests of the pilots of the other aircraft can be more reliably conveyed to the pilot.

Furthermore, if the airspace safety determination unit 4300 determines that there is a dangerous condition regarding the manned air vehicle 3001 and the remote control unit 2230 receives information about the dangerous condition regarding the manned air vehicle 3001, the information about the dangerous condition is notified to the pilot. This notification method may involve, for example, outputting the information about the dangerous condition as sound, light, or display via the display unit 3510 and speaker 3520. Notification may also be output by vibration, which vibrates the pilot command input unit 3530, described below. By notifying the pilot of the dangerous condition regarding the manned air vehicle 3001 in this way, the dangerous condition in the airspace can be more reliably communicated to the pilot, making it possible to prevent collisions between aircraft, etc.

The control command input unit 3530 is a functional unit that accepts control commands input to the manned aircraft 3001 by the operator of the remote control unit 2230. The control command input unit 3530 accepts control command input from the operator using hardware such as a touch panel, control lever, or input button. The control command input unit 3530 can input commands such as the movement direction, attitude, and speed of the manned aircraft 3001, and can also input corrections to the flight mission displayed as a control command.

The request input unit 3540 is a functional unit that receives notification request information and flight plan change request information from the pilot regarding specific other aircraft. Notification request information is information that urges other aircraft to be careful about interference with the pilot's aircraft (manned aircraft 3001). Flight plan change request information is information that requests other aircraft to change their flight plan (including planned flight route, planned landing point, planned landing time, etc.).

(A-1-9. Hardware configuration)
13 is a block diagram showing the hardware configuration of an airspace monitoring system, etc. Here, the airspace monitoring system 4000, the control base system 2000, the remote control terminal 2002, the UTM 5000, the ATM 6000, the spatial information data utilization system 7000, and the on-site terminal 9000, which constitute the flight operation system 1 of the present invention, are information processing devices such as a server device or a PC. As shown in the figure, the airspace monitoring system 4000, the control base system 2000, the remote control terminal 2002, the UTM 5000, the ATM 6000, the spatial information data utilization system 7000, and the on-site terminal 9000 each include an input device 100, an output device 200, a processing device 300, a main memory device 400, an auxiliary memory device 500, a communication device 600, and a bus 700 that electrically connects these devices.

The input device 100 is a device used by users of each system that makes up the operation system 1 to input information and instructions. Specifically, the input device 100 is, for example, a touch panel, a keyboard, a mouse, or an audio input device such as a microphone.

The output device 200 is a device that outputs information from the information display units of the airspace monitoring system 4000, the control base system 2000, the remote control terminal 2002, the UTM 5000, the ATM 6000, the spatial information data utilization system 7000, and the on-site terminal 9000. Specifically, the output device 200 is a display device (including eyewear, AR, VR display devices, etc.), a printer, or a speaker.

The processing device 300 is, for example, a device that performs arithmetic processing. Specifically, the processing device 300 is, for example, a CPU, microprocessor, GPU (Graphics Processing Unit), FPGA (Field Programmable Gate Array), or other semiconductor device capable of performing calculations.

The main memory device 400 is a memory device such as RAM, which temporarily stores various read information, and ROM, which stores programs executed by the processing device 300, application programs, and various other information. The auxiliary memory device 500 is a non-volatile memory device such as an HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory, which can store digital information.

The communication device 600 is a device that communicates information with external devices wirelessly or via a wired connection.

(A-1-10. Flowchart)
Next, we will explain the operation flow of the operation system 1. Fig. 14 is a flowchart showing the operation of the operation system.

First, the aircraft detection unit 4100 detects aircraft flying within the airspace and acquires information such as the aircraft's flight position (step 101).

Next, the information acquisition unit 4200 acquires information from other systems other than the airspace monitoring system 4000 (ATM 6000, UTM 5000, aircraft 1000, 3000, control base system 2000, on-site terminal 9000) (step 102).

Next, the airspace safety determination unit 4300 determines whether a dangerous condition or a condition that could be dangerous within the airspace is a dangerous condition based on the information acquired by the information acquisition unit 4200 (step 103).

Next, the airspace information integration unit 4400 generates integrated information including aircraft type information for multiple aircraft within the airspace (step 104).

Next, the information sharing unit 4500 transmits the integrated information generated by the airspace information integration unit 4400 to the aircraft within the airspace (unmanned aircraft 1000 or manned aircraft 3000), or to the control base system 2000 (or remote control terminal 2002) that remotely controls the unmanned aircraft, or to the on-site terminal 9000 (step 105).

Next, the inter-operator communication unit 4600 communicates between operators of multiple unmanned aerial vehicles, or between the operator of an unmanned aerial vehicle and the operator of a manned aerial vehicle (step 106).

Next, the communication switching unit 4700 determines that a communication loss has occurred, in which either the wireless communication between the unmanned aerial vehicle 1000 and the UTM 5000 or the wireless communication between the manned aerial vehicle 3000 and the ATM 6000 has been interrupted, and switches communication to another alternative communication means in place of the communication means where the communication loss occurred (step 107).

(A-1-11. Method of detecting flying objects)
Next, a description will be given of an example of a method for detecting an air vehicle by the air vehicle detection unit 4100. Fig. 15 is a flowchart showing the process for detecting an air vehicle by the air vehicle detection unit.

First, the flying object detection sensor 4110 detects an object in the airspace monitored by the flying object detection unit 4100 (step 201).

Next, if an object is detected in step 201, the process proceeds to processing step 203; on the other hand, if an object is not detected, the process shown in this flowchart ends (step 202).

Then, the flying object determination unit 4120 analyzes the detected object and determines whether it is a flying object (step 203).

Next, if the object detected in step 203 is determined to be an airborne object, the process proceeds to processing step 205; on the other hand, if the object is determined not to be an airborne object, the process shown in this flowchart ends (step 204).

Next, at least one of the aircraft's position, altitude, direction of movement, speed of movement, acceleration of movement, and distance between aircraft is determined (step 205).

(A-1-12. Contents of collected information)
Next, a description will be given of an example of the content of information relating to flying objects in an airspace acquired by the information acquisition unit 4200. Fig. 16 is a table showing information relating to flying objects acquired by the information acquisition unit.

As shown in Table T101 in this figure, information about the aircraft includes information on the aircraft type, piloting status, operation status, flight state, and flight plan. The operation status further includes measurement operation status, operational operation status, aircraft internal status, and VTOL flight mode status. The flight plan also includes the planned flight route and landing plan.

Aircraft type information includes, for example, identification information for manned or unmanned aircraft, identification information for whether the aircraft is automatically or manually controlled, and identification information for the level of automatic control. Pilot status information includes, for example, information on whether the aircraft is automatically controlled, manually controlled, partially automatically controlled, under flight assistance (manual control), or manually controlled.

Measurement status information includes, for example, any of the following: measurement in progress, measurement interrupted, measurement canceled, or no measurement in progress. Operational status information includes, for example, any of the following: taking off, flying on flight path, temporarily leaving flight path, waiting, returning to flight path, avoiding obstacles, making a soft landing, returning to landing point, preparing for landing, or landing. Aircraft internal status information includes, for example, any of the following: low battery, motor abnormality, power abnormality, fault detected, no memory capacity, or no abnormality. VTOL flight mode information includes fixed-wing mode or multicopter mode.

Flight status information includes at least one of the following: position, altitude, speed, heading, distance between aircraft, remaining flight distance or remaining flight time, and geofence position. Here, remaining flight distance can be calculated based on, for example, information on wind, planned flight route, and battery charge level. Planned flight route information includes at least one of the following: planned flight position, altitude, speed, heading, and time. Landing plan information includes at least one of the following: landing position and landing time.

(A-1-13. Safety assessment method)
Next, we will explain an example of a method for determining whether or not there is a dangerous state in the airspace by the airspace safety determination unit 4300. Fig. 17 is a flowchart when the airspace safety determination unit determines whether or not there is a dangerous state in the airspace.

First, the airspace safety determination unit 4300 determines whether the current or future distance between the aircraft will be less than a predetermined distance (step 301). If the distance is less than the predetermined distance, an aircraft approach warning determination is made (step 302), and then an approach warning is sent to the pilots of the approaching aircraft.

Next, if step 301 determines that the distance is greater than the predetermined distance, or after processing step 302, it is determined whether the current or future position of the aircraft will be less than the predetermined distance from the control base system (step 303). If the distance is less than the predetermined distance, a pilot approach warning is determined (step 304), and then an approach warning is sent to both the approaching aircraft and the pilot.

Next, if step 303 determines that the distance is longer than the predetermined distance, or after processing step 304, it is determined whether the current or future position of the aircraft will be within the predetermined distance from the on-site worker (step 305). If the distance is within the processing distance, a worker approach warning determination is made (step 306), and then an approach warning is sent to both the approaching aircraft and the on-site worker.

Next, if the distance is longer than the predetermined distance in step 305, or after processing in step 306, it is determined whether the current or future position of the aircraft is outside the visual range from the control base system (step 307). If it is outside the visual range, a visual departure warning determination is made (step 308), and then the visual departure warning is notified to the pilot.

Next, if step 307 determines that the aircraft are within visual range, or after processing in step 308, it is determined whether the aircraft type, etc. of the aircraft whose inter-aircraft distance is less than a predetermined distance meets predetermined conditions (step 309). If the aircraft type, etc. meets the predetermined conditions, a caution state is determined (step 310), and then the pilot is notified of caution information. Here, the predetermined condition is, for example, when manned and unmanned aircraft are mixed among multiple aircraft whose mutual distances are less than a predetermined distance.

The above-mentioned approach warnings, visual deviation warnings, and cautionary information notifications can be sent not only through display output, audio output, light emission, and vibration output on the control device or on-site terminal, but also through display output, audio output, light emission, or other specific behavior from the aircraft.

(A-1-14. Example of integrated information display)
Next, the display contents of the integrated information generated by the airspace information integration unit 4400 and shared by each device by the information sharing unit 4500 will be described using Figures 18 and 19. Figure 18 is a diagram showing an example of the integrated information displayed in the airspace monitoring system 4000. As shown in this figure, the display unit 4810 of the airspace monitoring system 4000 displays the flight position, heading, altitude, speed, and manned/unmanned identification information of multiple aircraft (A01, U01, U02) within the monitored airspace on a map screen. For any aircraft selected by the user, detailed information about the aircraft, such as that shown in Figure 16, is displayed. The request input unit 4820 can also be implemented by displaying notification request and plan change request buttons on a display screen with a touch panel function. The system may also have a function to accept detailed notification request and plan change request input by voice or text after operating the notification request or plan change request button.

Figure 19 is a diagram showing an example of a display on the remote control unit 2230 of the integrated information control base system or the control unit 3500 of a manned aircraft. In this figure, as in Figure 18, the display unit 2231 of the control base system 2000 or the display unit 3510 of the manned aircraft 3001 displays on a map screen the flight position, heading, altitude, speed, and manned/unmanned identification information of multiple aircraft (A01, U01, A02) within the monitored airspace, and detailed aircraft information such as that shown in Figure 16 is displayed for any aircraft selected by the user. Furthermore, among the multiple displayed aircraft, the aircraft being controlled is displayed in an identifiable highlighted manner. The location information of the control base system, which is the pilot's location, may also be displayed on the map screen.

(A-1-15. Example of display of dangerous state judgment result in airspace safety judgment unit 4300)
Next, examples of displays on each display unit when the airspace safety determination unit 4300 of the airspace monitoring system 4000 determines that a dangerous state exists will be described with reference to FIGS.

Figure 20 shows an example of a display screen displayed on the remote control unit when the airspace safety judgment unit 4300 judges that an aircraft approach warning has been issued. Similar to Figure 19, the display screen shown in this figure displays the flight position, heading, altitude, speed, and manned/unmanned identification information of multiple aircraft (A01, U01, U02) within the monitored airspace on a map screen, and the information regarding the aircraft approach warning, which is the judgment result of the airspace safety judgment unit 4300, is highlighted at the bottom of the screen. Additionally, the information regarding the aircraft approach warning displays information on the direction, distance, and type of other approaching aircraft, such as "Unmanned aircraft approaching 13 km east-northeast."

Figure 21 shows an example of a display screen displayed on the remote control unit when the airspace safety judgment unit judges that a pilot approach warning has been issued. The display screen shown in this figure displays the flight position, heading, altitude, speed, manned/unmanned identification information, and pilot position of multiple aircraft (A01, U01, U02) within the monitored airspace on a map screen, and information regarding the pilot approach warning, which is the judgment result of the airspace safety judgment unit 4300, is highlighted at the bottom of the screen. In addition, information regarding the pilot approach warning displays information on the direction, distance, and aircraft type of other approaching aircraft, such as "Unmanned aircraft approaching from 3 km east-southeast."

Figure 22 is a diagram showing an example of a display screen displayed on an on-site terminal when the airspace safety judgment unit judges that a worker approach warning has been issued. The display screen shown in this figure displays the flight position, heading, altitude, speed, manned/unmanned identification information, and worker position of multiple aircraft (A01, U01, U02) within the monitored airspace on a map screen, and information related to the worker approach warning, which is the judgment result of the airspace safety judgment unit 4300, is highlighted at the bottom of the screen. In addition, information related to the worker approach warning, such as "Unmanned aircraft approaching from 3 km away in an east-southeast direction," is displayed, including information on the direction, distance, and type of other approaching aircraft.

Figure 23 shows an example of a display screen displayed in AR on an on-site terminal when the airspace safety judgment unit judges that a worker approach warning has been issued. The display screen shown in this figure displays the flight position, direction of travel, altitude, speed, manned/unmanned identification information, flight path, and flight geofence of the aircraft (U02) approaching the worker on an image captured by the on-site terminal's camera, and information related to the worker approach warning, which is the judgment result of the airspace safety judgment unit 4300, is highlighted at the bottom of the screen. In addition, information related to the worker approach warning, such as "Unmanned aircraft approaching from 3 km east-southeast," is displayed, including information on the direction, distance, and aircraft type of other approaching aircraft.

Figure 24 is a diagram showing an example of a display screen displayed on the remote control unit when the airspace safety judgment unit judges that a visual deviation warning has been issued. The display screen shown in this figure displays on a map screen the flight positions, heading, altitude, speed, manned/unmanned identification information, pilot position, and visual range (dotted line) from the pilot position of multiple aircraft (A01, U01, U02) within the monitored airspace, and at the bottom of the screen, information regarding the visual deviation warning, which is the judgment result of the airspace safety judgment unit 4300, is highlighted. In addition, information regarding the visual deviation warning, such as "The piloted aircraft will soon depart from visual range," is displayed to inform the user that the piloted aircraft will depart from visual range.

Figure 25 shows an example of a display screen that is displayed on the remote control unit when the airspace safety judgment unit determines that there is an aircraft requiring caution. The display screen shown in this figure displays the flight position, heading, altitude, speed, manned/unmanned identification information, work status information, and autonomous driving level information of multiple aircraft (A01, U01, U02) within the monitored airspace on a map screen, and information regarding the presence of an aircraft requiring caution, which is the result of the airspace safety judgment unit 4300's judgment, is highlighted at the bottom of the screen. In addition, information regarding the presence of an aircraft requiring caution, such as "There is an aircraft U02 nearby that requires caution," is displayed to convey the identification information of the aircraft requiring caution.

(A-1-16. Communication methods between pilots)
Next, using Figures 26 to 28, we will explain the communication method used by the operator communication unit 4600 to communicate between operators of multiple unmanned aerial vehicles, or between the operator of an unmanned aerial vehicle and the operator of a manned aerial vehicle.

Figure 26 is a sequence diagram showing an example of information exchange between systems when request information is input from a manned aircraft. First, when the request input unit 3540 of the manned aircraft 3001 receives request information (notification request information or flight plan change request information) from the pilot of the manned aircraft, the request information is transmitted to the airspace monitoring system 4000 via the ATM 6000, and then transmitted from the airspace monitoring system 4000 to the piloting base system 2000 via a ground-based internet line or the like.

The control base system 2000 then displays the request information on the display unit 2231 of the remote control unit 2230, receives response information from the remote pilot of the unmanned aerial vehicle 1001, and transmits the response information to the manned aerial vehicle 3001. Thereafter, re-request information and re-response information are transmitted and received between the manned aerial vehicle 3001 and the control base system 2000.

Figure 27 is a sequence diagram showing another example of information exchange between systems when request information is input from a manned aircraft. First, when the request input unit 3540 of the manned aircraft 3001 receives request information (notification request information or flight plan change request information) from the pilot of the manned aircraft, the request information is transmitted to the airspace monitoring system 4000 via the ATM 6000, and then transmitted from the airspace monitoring system 4000 to the piloting base system 2000 via a ground-based internet line or the like.

The control base system 2000 then displays the request information on the display unit 2231 of the remote control unit 2230, receives response information from the remote pilot of the unmanned aerial vehicle 1001, and transmits the response information to the airspace monitoring system 4000. The airspace monitoring system 4000 then transmits the response information to the manned aerial vehicle 3001. The manned aerial vehicle 3001 and the control base system 2000 then transmit and receive re-request information and re-response information via the airspace monitoring system 4000.

Next, as shown in Figures 26 and 27, we will explain the contents of the display screen in the control base system when request information and the like is exchanged between the manned aircraft 3001 and the control base system 2000. Figure 28 shows an example of the display screen displayed on the remote control unit when request information is input from the manned aircraft.

The example shown in Figure 28 shows a display screen that is displayed on the remote control unit 2230 of the unmanned aerial vehicle 1001 when a flight plan change request for the unmanned aerial vehicle 1001 is received from the manned aerial vehicle 3001 (A02). In this figure, the information about the flight plan change request, such as the aircraft identification information (A02) that entered the flight plan change request, is displayed. In addition, detailed information about the flight plan change request is output as audio information or text information. Examples of detailed information include, "Preparing for landing due to equipment abnormality. U01 will land 3 km east, so please wait until A02 has landed."

Detailed information about the manned aircraft 3001 (A02) may also be displayed in tabular form. The display screen may also display operation buttons for inputting a response to the flight plan change request, or operation buttons for making a direct call (or contact information for the source of the requested information). The flight plan change request or notification request information may be output as display information as shown in this figure, but the presence of the notification request or flight plan change request may also be signaled by sound, light, or vibration in the remote control unit 2230 or in the room where the remote control unit is installed.

(A-1-17. Communication switching method in case of communication abnormality)
Next, a method for switching communication means in the communication switching unit 4700 when a communication abnormality occurs will be described with reference to FIGS.

(A-1-17-1. First communication switching method when communication abnormality occurs)
29a is a diagram showing the location of a communication abnormality and a first communication switching method. Also, FIG. 29b is a control sequence diagram showing the first communication switching method. As shown in FIGS. 29a and 29b, if an abnormality occurs in communication between the UTM 5000 and the unmanned air vehicles (1001, 1002) or between the ATM 6000 and the manned air vehicles (3001, 3002), resulting in a communication loss in which communication is no longer possible, the UTM 5000 and the ATM 6000 each detect the communication loss state and transmit a communication loss signal to the airspace monitoring system 4000.

Next, when the airspace monitoring system 4000 receives a communication lost signal from the ATM 6000, it transmits an aircraft information request signal to the manned aircraft 3001, 3002 requesting that they transmit aircraft information related to the manned aircraft (aircraft type information, piloting status information, work status information, flight schedule information, flight position information, etc.), and acquires the above information from the manned aircraft 3001, 3002.

On the other hand, when the airspace monitoring system 4000 receives a communication lost signal from the UTM 5000, it transmits an aircraft information request signal to the unmanned aerial vehicles 1001 and 1002, requesting them to transmit aircraft information related to the unmanned aerial vehicles (aircraft type information, piloting status information, work status information, flight schedule information, flight position information, etc.), and receives the above-mentioned information from the unmanned aerial vehicles 1001 and 1002.

The airspace monitoring system 4000 then transmits integrated information obtained from the manned air vehicles 3001, 3002 and the unmanned air vehicles 1001, 1002 to the manned air vehicles 3001, 3002 and the unmanned air vehicle control base system 2000 (or the unmanned air vehicles 1001, 1002).

(A-1-17-2. Second communication switching method in case of communication abnormality)
Figure 30a is a diagram showing the location of a communication abnormality and a second communication switching method. Figure 30b is a control sequence diagram showing the second communication switching method. As shown in Figures 30a and 30b, when an abnormality occurs in communication between the UTM 5000 and the unmanned aerial vehicle (1001) and a communication loss occurs, in which communication is no longer possible, the UTM 5000 detects that a communication loss state has occurred and transmits a communication loss signal to the airspace monitoring system 4000.

Next, when the airspace monitoring system 4000 receives a communication lost signal from the UTM 5000, it sends an aircraft information request signal to the control base system 2000 requesting that it transmit aircraft information about the unmanned aircraft 1001 (aircraft type information, operation status information, work status information, flight schedule information, flight position information, etc.), and obtains aircraft information about the unmanned aircraft 1001 from the control base system 2000.

Next, the airspace monitoring system 4000 integrates the aircraft information of the manned aircraft 3001, 3002 obtained via the ATM 6000 and the aircraft information of the unmanned aircraft 1001 obtained from the control base system 2000, and transmits the integrated information to the manned aircraft 3001, 3002 and the unmanned aircraft control base system 2000 (or the unmanned aircraft 1001).

(A-1-17-3. Third communication switching method in case of communication abnormality)
Figure 31a is a diagram showing the location of a communication abnormality and a third communication switching method. Figure 31b is a control sequence diagram showing the third communication switching method. As shown in Figures 31a and 31b, if an abnormality occurs in communication between the UTM 5000 and the unmanned air vehicles (1001, 1002) and between the ATM 6000 and the manned air vehicles (3001, 3002), resulting in a communication loss in which communication is no longer possible, the UTM 5000 and the ATM 6000 each detect the communication loss state and transmit a communication loss signal to the airspace monitoring system 4000.

Next, the airspace monitoring system 4000 transmits an aircraft information request signal to the control base system 2000, requesting that it transmit aircraft information (aircraft type information, piloting status information, work status information, flight schedule information, flight position information, etc.) regarding all aircraft in the airspace (manned aircraft 3001, 3002 and unmanned aircraft 1001, 1002).

Next, the control base system 2000 transmits an aircraft information request signal to each aircraft in the airspace (manned aircraft 3001, 3002 and unmanned aircraft 1001, 1002) and acquires aircraft information from each aircraft. The control base system 2000 then transmits the acquired aircraft information to the airspace monitoring system 4000.

The airspace monitoring system 4000 then combines the aircraft information about each aircraft in the airspace obtained from the control base system 2000 with detection information such as the flight position of the aircraft detected by the aircraft detection unit 4100 within the airspace monitoring system 4000 to generate integrated information.

The airspace monitoring system 4000 then transmits the integrated information to the control base system 2000, which then transmits the received integrated information to each air vehicle within the airspace (manned air vehicles 3001, 3002 and unmanned air vehicles 1001, 1002).

In the above-described embodiment, an example was described in which the control base system 2000 and the airspace monitoring system 4000 are implemented in different devices, but all or part of the functions of the airspace monitoring system 4000 can be implemented in the control base system 2000.

[A-2. Effects of this embodiment]
According to this embodiment, a remotely controlled unmanned aerial vehicle and other aircraft can operate in cooperation with each other. More specifically, the operational status of aircraft within an airspace, including manned and unmanned aerial vehicles, can be integrated and provided to each pilot. Communication can also be achieved between a pilot in a manned aerial vehicle and a remote pilot who remotely controls an unmanned aerial vehicle. Communication can also be achieved between pilots of unmanned aerial vehicles.

The present invention is not limited to the above embodiment, and various configurations can be adopted based on the contents of this specification.

The series of processes described in connection with the above embodiment may be implemented using software, hardware, or a combination of software and hardware. A computer program for implementing each function of the operation system 1 according to this embodiment can be created and installed on a PC or the like. A computer-readable recording medium on which such a computer program is stored can also be provided. Examples of recording media include magnetic disks, optical disks, magneto-optical disks, and flash memory. The above computer program may also be distributed, for example, via a communications network NW, without using a recording medium.

The flowcharts used in the above embodiments do not necessarily have to be executed in the order shown. Some processing steps may be executed in parallel. Additionally, additional processing steps may be employed, and some processing steps may be omitted.

1...Operation system (system)
100...input device 200...output device 300...processing device 400...main memory device 500...auxiliary memory device 600...communication device 700...bus
1000, 1001, 1002... unmanned aerial vehicle 1100... flight unit 1110... self-position measurement unit 1120... attitude measurement unit 1130... flight control unit 1140... obstacle detection unit 1200... measurement unit 1210... measurement sensor 1220... sensor attitude control unit 1230... sensor control unit 1300... communication unit 1310... base communication unit 1320... UTM communication unit 1330... monitoring system communication unit 1400... aircraft information acquisition unit 1410... aircraft type information recording unit 1420... operation status acquisition unit 1430... work status acquisition unit 1440... flight plan acquisition unit 1500... information output unit 1510... display unit 1520... audio output unit 1530... behavior output unit 2000... operation base system 2002... Remote control terminal 2100... Communication infrastructure management system 2200... Aircraft flight operation system 2210... Command unit 2211... Mission generation unit 2212... Control target value generation unit 2213... Command output unit 2220... Communication unit 2221... Aircraft communication unit 2222... Monitoring system communication unit 2223... Other aircraft communication unit 2230... Remote control unit 2231... Display unit 2232... Speaker 2233... Flight command input unit 2234... Request input unit 2300... Flight management system 2400... Acquired data management system 3000, 3001, 3002... Manned air vehicle 3100... Flight unit 3110... Self-position measurement unit 3120... Attitude measurement unit 3130... Flight control unit 3140... Obstacle detection unit 3200... Measurement unit 3210... Measurement sensor 3220... Sensor attitude control unit 3230... Sensor control unit 3300... Communication unit 3310... Base communication unit 3320... ATM communication unit 3330... Monitoring system communication unit 3400... Aircraft information acquisition unit 3410... Aircraft type information recording unit 3420... Maneuver status acquisition unit 3430... Work status acquisition unit 3440... Flight plan acquisition unit 3500... Maneuver unit 3510... Display unit 3520... Speaker 3530... Maneuver command input unit 3540... Request input unit 4000... Airspace monitoring system 4100... Aircraft detection unit 4110... Aircraft detection sensor 4120... Aircraft determination unit 4200... Information acquisition unit 4300... Airspace safety determination unit 4400... In-airspace information integration unit 4500... Information sharing unit 4600... Pilot communication unit 4610: Pilot request information acquisition unit 4620: Pilot information relay unit 4700: Communication switching unit 4710: Communication loss determination unit 4720: Switching execution unit 4800: User interface unit 4810: Display unit 4820: Request input unit 5000: UTM
6000...ATM
7000...Spatial information data utilization system 8000...Communication satellite 9000...On-site terminal

Claims (20)

An operation system that supports or manages the operation of a pilot-operated manned aircraft that flies in a predetermined airspace area and a remotely controlled unmanned aircraft that flies in an airspace area that is at least partially shared with the manned aircraft,
an aircraft information acquisition unit capable of acquiring aircraft type information of a plurality of aircraft including the manned aircraft and the unmanned aircraft;
an integrated information generation unit that generates integrated information including the aircraft type information of the plurality of aircraft;
An operation system that transmits the integrated information to a remote control device that remotely controls the multiple air vehicles or the unmanned air vehicle. 2. The operation system according to claim 1,
An operation system in which the aircraft type information includes at least one of the following: information that can distinguish between manned and unmanned aircraft, information that can distinguish whether the aircraft is automatically piloted or manually piloted, and information that can distinguish the level of automatic operation of the autopilot. 2. The operation system according to claim 1,
An operation system in which the integrated information is displayed on a map screen or together with a map screen on a display unit provided on the control devices of the multiple aircraft or the remote control device of the unmanned aircraft. 2. The operation system according to claim 1,
The aircraft information acquisition unit acquires operation status information of the plurality of aircraft, including at least one of during automatic operation, during manual operation intervention in automatic operation, and during manual operation;
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the operation status information of the multiple aircraft. 2. The operation system according to claim 1,
The aircraft information acquisition unit acquires work status information of the plurality of aircraft, including at least one of the following: measurement operation in progress, measurement operation interruption, temporary departure from the flight path, return flight to the flight path, waiting flight, flight to a work resumption point, preparation for landing, and return to a landing point;
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the work status information of the multiple flying vehicles. 2. The operation system according to claim 1,
the aircraft information acquisition unit acquires future flight plan information of the plurality of aircraft, including at least one of a planned flight route and a planned landing position;
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the flight plan information of the multiple flying vehicles. 2. The operation system according to claim 1,
The flying object information acquisition unit acquires flight position information including flight positions of the plurality of flying objects,
An operation system in which the integrated information generated by the integrated information generation unit includes the aircraft type information and the flight position information of the multiple flying vehicles. 8. The navigation system according to claim 7,
An operation system in which the flight position information includes at least one of the three-dimensional or two-dimensional flight position of the aircraft, the distance between the multiple aircraft, the flight position and direction of travel, and the flight position, direction of travel, and speed. 2. The operation system according to claim 1,
An operation system in which, when notification request information for another aircraft or flight plan change request information for another aircraft is received by a control device mounted on the manned aircraft or a remote control device that remotely controls the unmanned aircraft, the notification request information or change request information is transmitted to the control device or remote control device of the other aircraft. 10. The operation system according to claim 9,
An operation system in which, when the control device or the remote control device receives the notification request information or the change request information, it notifies the user of the notification request information or the change request information by at least one of sound, light, vibration, and display on a display screen. 2. The operation system according to claim 1,
an airspace safety determination unit that determines a dangerous state within the airspace area based on the information acquired by the aircraft information acquisition unit;
When the airspace safety determination unit determines that a dangerous state exists, information regarding the dangerous state is transmitted to a control device mounted on the manned aircraft or to the remote control device that remotely controls the unmanned aircraft;
An operation system in which the control device or the remote control device notifies information about the dangerous situation by at least one of sound, light, vibration, and display on a display screen. The operation system according to claim 11,
The flying object information acquisition unit acquires flight position information including flight positions of the plurality of flying objects,
The airspace safety determination unit determines whether or not the dangerous state exists based on the flight position information. 13. The navigation system according to claim 12,
An operation system in which the airspace safety judgment unit judges that the dangerous state exists when at least one of the following conditions is met: the distance between the multiple aircraft is less than a predetermined distance; the distance between predicted movement paths predicted based on the flight positions and directions of the multiple aircraft is less than a predetermined distance; the shortest distance between predicted movement positions in time series of the multiple aircraft is less than a predetermined distance; and the shortest distance between planned flight positions in time series based on the flight missions of the multiple aircraft is less than a predetermined distance. The operation system according to claim 11,
the airspace safety determination unit determines whether or not the dangerous state exists based on the aircraft type information;
An operation system that determines that the dangerous situation exists when at least one of the following cases is true: when the plurality of aircraft includes manned aircraft and unmanned aircraft, and when the plurality of aircraft includes autopiloted unmanned aircraft and manually piloted unmanned aircraft. 6. The operation system according to claim 4 or 5,
an airspace safety determination unit that determines whether or not there is a danger in the airspace area based on the piloting status information or the work status information acquired by the aircraft information acquisition unit,
When the airspace safety determination unit determines that a dangerous state exists, information regarding the dangerous state is transmitted to a control device mounted on the manned aircraft or to the remote control device that remotely controls the unmanned aircraft;
An operation system in which the control device or the remote control device notifies information about the dangerous situation by at least one of sound, light, vibration, and display on a display screen. 2. The operation system according to claim 1,
an unmanned aircraft control system that wirelessly communicates with the unmanned aircraft;
a manned aircraft control system that wirelessly communicates with the manned aircraft;
an airspace monitoring system that is communicatively connected to the unmanned aircraft control system and the manned aircraft control system and includes the aircraft information acquisition unit and the integrated information generation unit;
When wireless communication between the unmanned aerial vehicle and the unmanned aerial vehicle control system is interrupted, or when wireless communication between the manned aerial vehicle and the manned aerial vehicle control system is interrupted,
The airspace monitoring system is an operation system that uses wireless communication means capable of wireless communication with the unmanned aerial vehicle or the manned aerial vehicle to obtain the aircraft type information of the unmanned aerial vehicle or the manned aerial vehicle, and transmits the integrated information to the unmanned aerial vehicle or the manned aerial vehicle. 2. The operation system according to claim 1,
an unmanned aircraft control system that wirelessly communicates with the unmanned aircraft;
a manned aircraft control system that wirelessly communicates with the manned aircraft;
an airspace monitoring system that is communicatively connected to the unmanned aircraft control system and the manned aircraft control system and includes the aircraft information acquisition unit and the integrated information generation unit;
When wireless communication between the unmanned aerial vehicle and the unmanned aerial vehicle control system is interrupted,
The airspace monitoring system is an operation system that uses a communication means capable of communicating with the remote control device to obtain the aircraft type information of the unmanned aerial vehicle and transmits the integrated information to the remote control device. 2. The operation system according to claim 1,
an unmanned aircraft control system that wirelessly communicates with the unmanned aircraft;
a manned aircraft control system that wirelessly communicates with the manned aircraft;
an airspace monitoring system that is communicatively connected to the unmanned aircraft control system and the manned aircraft control system and includes the aircraft information acquisition unit and the integrated information generation unit;
When wireless communication between the unmanned aerial vehicle and the unmanned aerial vehicle control system is interrupted, or when wireless communication between the manned aerial vehicle and the manned aerial vehicle control system is interrupted,
The airspace monitoring system is an operation system that uses wireless communication means capable of wireless communication between at least one of the remote control device and the unmanned aerial vehicle and the remote control device and the manned aerial vehicle to obtain the aircraft type information of the unmanned aerial vehicle or the manned aerial vehicle, and transmits the integrated information to the unmanned aerial vehicle or the manned aerial vehicle. An operation method for supporting or managing the operation of a manned aircraft with a pilot flying in a predetermined airspace area and a remotely controlled unmanned aircraft flying in a common airspace area with the manned aircraft, comprising:
The computer
an information acquisition step of acquiring aircraft type information of a plurality of aircraft including the manned aircraft and the unmanned aircraft;
a generation step of generating integrated information including the aircraft type information of the plurality of aircraft;
a transmitting step of transmitting the integrated information to a remote control device that remotely controls the plurality of air vehicles or the unmanned air vehicle;
A method of operation. An operation program that supports or manages the operation of a pilot-operated manned aircraft flying in a predetermined airspace area and a remotely controlled unmanned aircraft flying in a common airspace area with the manned aircraft,
On the computer,
an information acquisition command to acquire aircraft type information of a plurality of aircraft including the manned aircraft and the unmanned aircraft;
a generation command to generate integrated information including the aircraft type information of the plurality of aircraft;
a transmission command to transmit the integrated information to a remote control device that remotely controls the plurality of air vehicles or the unmanned air vehicle;
An operation program that executes the above.