JP6916255B2 - Management devices, management methods, and programs in flight systems - Google Patents

Description

The present invention relates to a technical field such as a system for taking measures against noise generated by flying an unmanned aircraft.

Conventionally, countermeasures for noise generated during flight by an aircraft capable of flying unmanned have been studied. For example, Patent Document 1 discloses a technique for selecting a flight path that can reduce the landing noise of a helicopter by using noise data detected by a microphone installed around the heliport. Further, Patent Document 2 discloses a technique for assisting in determining a route for an air vehicle to navigate by displaying a combination of a predicted noise level and a recommended route at a predetermined point on the recommended route. There is. Further, Patent Document 3 discloses a technique for deriving a revised flight path in which an aircraft can fly by utilizing a noise distribution generated when an aircraft flies on a standard flight path.

Japanese Unexamined Patent Publication No. 11-268697 Japanese Unexamined Patent Publication No. 2006-21219 Japanese Unexamined Patent Publication No. 2014-24456

However, when measures such as selecting a flight route that can reduce noise by using noise data as in the conventional technology are not sufficient as measures against noise generated by the flight of an unmanned aircraft. was there.

Therefore, the present invention provides a management device, a management method, and a program in a flight system capable of more flexibly taking noise countermeasures against noise generated by the flight of an unmanned flightable aircraft. Is an issue.

In order to solve the above problems, the invention according to claim 1, gas of a management apparatus in flight system to fly flyable aircraft unattended for a given purpose, sky region flight Ru scheduled It is characterized by including an acquisition unit for acquiring an allowable noise level specified based on an elephant parameter, and a determination unit for determining a flight schedule of one or more aircraft based on the allowable noise level. As a result, noise countermeasures can be taken more flexibly against the noise generated by the flight of an aircraft that can fly unmanned.

The invention according to claim 2 is a management device in a flight system for flying an unmanned aircraft for a predetermined purpose, and is at least the time, altitude, area, and airspace weather at which the flight is scheduled. An acquisition unit that acquires an allowable noise level specified based on any one of the parameters, and one or more aircraft to be flown for the predetermined purpose are determined based on the allowable noise level, and the determination is made. It is characterized by including a determination unit for determining the flight schedule of the aircraft. This makes it possible to fly an appropriate aircraft according to the allowable noise level according to the flight schedule.

According to a third aspect of the present invention, in the management device according to the second aspect, the determination unit compares the allowable noise level with the noise level generated by the flight of the unmanned aircraft. From the result, it is characterized in that the aircraft whose noise level is equal to or lower than the allowable noise level is determined. This allows an appropriate aircraft with a noise level below the permissible noise level to fly according to the flight schedule.

According to a fourth aspect of the present invention, in the management device according to the third aspect, the determination unit compares the allowable noise level with the noise level of each of a plurality of aircraft having different noise levels. From the result, it is characterized in that a part of the aircraft whose noise level is equal to or lower than the allowable noise level is determined from among the plurality of aircraft. As a result, among a plurality of aircraft having different noise levels, some aircraft whose noise level is equal to or lower than the allowable noise level can be flown according to the flight schedule.

The invention according to claim 5 is the flight of the aircraft which is made to fly in a predetermined flight path based on the allowable noise level in the management device according to any one of claims 1 to 4. It is characterized by determining a schedule. This makes it possible to fly an appropriate aircraft according to an allowable noise level in a predetermined flight path according to a flight schedule.

The invention according to claim 6 is the management device according to any one of claims 1 to 5, wherein the predetermined purpose is to carry a transportation target, and the determination unit is at least one of the above. It is characterized in that the flight schedule of a plurality of the aircraft to be carried by taking over the object to be carried is determined. This makes it possible for the aircraft to flexibly transport the goods according to the permissible noise level.

The invention according to claim 7 is a management device in a flight system for flying an unmanned flightable aircraft for a predetermined purpose, and is at least the time, altitude, area, and airspace weather at which the flight is scheduled. The permissible noise level specified based on any one of the parameters, the first permissible noise level of the first flight path to the takeover point to be transported, and the second flight from the takeover point. Based on the acquisition unit that acquires the second permissible noise level of the route and the first permissible noise level, the flight schedule of the first aircraft to be flown in the first flight path is determined. Moreover, it is characterized by including a determination unit for determining a flight schedule of the second aircraft to be flown in the second flight path based on the second allowable noise level. As a result, it is possible to fly a plurality of aircraft that take over and carry the object to be carried in their respective flight routes according to their respective flight schedules.

The invention according to claim 8 is the management device according to any one of claims 1 to 7, wherein the flight schedule is such that the aircraft is at least one of a departure point, a waypoint, and a destination point. It is characterized by including information on the scheduled time existing at the point.

The invention of claim 9 is a management method executed by flight system to fly flyable aircraft unattended for a given purpose, based on the parameters of the weather in the empty region flight Ru scheduled It is characterized by including a step of acquiring an allowable noise level specified by the aircraft and a step of determining a flight schedule of one or more aircrafts including time information based on the allowable noise level. And.

The invention of claim 10 causes a computer included in a flight system to fly flyable aircraft unattended for a given purpose, is specified based on the parameters of the weather in the empty region flight Ru scheduled It is characterized in that a step of acquiring an allowable noise level and a step of determining a flight schedule of one or more aircrafts including time information based on the allowable noise level are executed. The invention of claim 11 is a management method performed by a flight system that flies an unmanned, capable aircraft for a given purpose, at the time, altitude, area, and airspace where the flight is scheduled. Based on the step of obtaining the permissible noise level specified based on at least one parameter of the weather and the permissible noise level, one or more of the aircraft to be flown for the predetermined purpose are determined and said. It is characterized by including a step of determining a determined flight schedule of the aircraft. The invention according to claim 12 is at least any of the time, altitude, area, and airspace weather at which the aircraft is scheduled to fly to a computer included in a flight system that flies an unmanned, capable aircraft for a given purpose. Based on the step of obtaining the permissible noise level specified based on one of the parameters and the permissible noise level, one or more said aircraft to be flown for the predetermined purpose are determined, and the determined said said. It is characterized by performing the steps of determining the flight schedule of an aircraft.

According to the present invention, it is possible to more flexibly take noise countermeasures against the noise generated by the flight of an aircraft capable of flying unmanned.

It is a figure which shows the outline configuration example of a flight system S. It is a figure which shows the outline configuration example of UAV1-n. (A) is a diagram showing an outline configuration example of the management server MS, and (B) is a diagram showing an example of a functional block in the control unit 23. It is a figure which shows the level correspondence table example. It is a conceptual diagram which shows the area AR1 to AR3. It is a figure which shows the function which the permissible noise level in a certain time zone changes continuously with the lapse of time. It is a figure which shows the time-series magnitude relation between the permissible noise level and the aircraft noise level of UAV1-1. It is a conceptual diagram which shows the state when the flight schedule of UAV1-1 is decided. It is a conceptual diagram which shows the state when the flight schedule of UAV1-3 is decided. It is a conceptual diagram which shows the state when the flight schedule of UAV1-4 and UAV1-5 is decided. It is a conceptual diagram which shows the state when the flight schedule of UAV1-6 and UAV1-7 which take over and carry an article is decided. It is a figure which shows the time-series magnitude relation between the permissible noise level of a flight path RO6, and the noise level of each of UAV1-6 and UAV1-7. It is a sequence diagram which shows an example of the operation of the flight system S when the flight schedule of UAV1-1 is decided. It is a sequence diagram which shows an example of the operation of the flight system S when the flight schedule of UAV1-6 and UAV1-7 which take over and carry an article is determined.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The following embodiments are embodiments when the present invention is applied to a flight system.

[ 1. Flight system S configuration and operation overview ]
First, with reference to FIG. 1, the configuration and operation outline of the flight system S for flying an unmanned aircraft for a predetermined purpose will be described. Examples of predetermined purposes include transportation, surveying, photography, inspection, monitoring, and the like. FIG. 1 is a diagram showing a schematic configuration example of the flight system S. As shown in FIG. 1, the flight system S is an unmanned aerial vehicle (hereinafter referred to as "UAV (Unmanned Aerial Vehicle)") 1-n (1,2,3 ...), which flies in the atmosphere (air). It includes an operation management system (hereinafter referred to as "UTMS (UAV Traffic Management System)") 2 and a port management system (hereinafter referred to as "PMS (Port Management System)") 3. UAV1-n, UTMS2, and PMS3 can communicate with each other via the communication network NW. The communication network NW is composed of, for example, the Internet, a mobile communication network, its wireless base station, and the like. Note that UTMS2 and PMS3 may be configured as one management system.

The UAV1-n can fly or autonomously fly from the ground according to remote control by the operator. UAV1-n is an example of an aircraft that can fly unmanned. UAV1-n is also called a drone or multicopter. UAV1-n is managed by GCS (Ground Control Station). GCS is installed in a control terminal that can be connected to a communication network NW as an application, for example. In this case, the operator is, for example, a person who operates the control terminal to remotely control the UAV1-n. Alternatively, GCS may be configured by a server or the like. In this case, the operator is, for example, a GCS administrator or a controller provided by the server.

The UTMS 2 is configured to include one or more servers including the management server MS. The management server MS is an example of a management device. UTMS2 manages the operation of UAV1-n. UAV1-n flight management includes UAV1-n flight plan management, UAV1-n flight status management, and UAV1-n control. The UAV1-n flight plan is a flight plan that includes the flight route (planned route) from the departure point (flight start point) of UAV1-n to the destination point (or waypoint), and the flight schedule of UAV1-n. be. The flight path is represented by, for example, the latitude and longitude on the path and may include flight altitude. The flight schedule of UAV1-n includes information on the scheduled time when UAV1-n exists at at least one of a departure point, a waypoint, and a destination point (hereinafter, referred to as "time information"). The time information may include the date. At least one of a starting point, a waypoint, and a destination is, for example, a point on a map, represented by latitude and longitude. At this point, UAV1-n may be in the air (ie, in flight) or on the ground (ie, in landing). The flight schedule of UAV1-n may include time information of the scheduled time when UAV1-n exists at each point on the flight path.

In addition, the UAV1-n flight schedule is determined based on the permissible noise level. The permissible noise level means, for example, the degree (degree) at which the noise generated by the flight of UAV1-n is permissible. The permissible noise level is determined based on at least one parameter of the scheduled flight time zone (including at least one time), altitude, area, and airspace weather. Such permissible noise levels may vary depending on the time of day, altitude, area, and weather in the airspace where the flight is scheduled. For example, when flying UAV1-n at night or flying over an area including a residential area, it is assumed that the noise generated by the flight of UAV1-n becomes a problem. The problem caused by such noise may also depend on the altitude at which UAV1-n flies and the weather in the airspace where UAV1-n flies. Therefore, by using the permissible noise level specified based on such parameters and the noise level generated by the flight of UAV1-n (hereinafter referred to as "airframe noise level"), the generated noise can be generated. It is possible to manage to keep it below the permissible level.

The flight status of UAV1-n is managed based on the aircraft information of UAV1-n. The aircraft information of UAV1-n includes at least the position information of UAV1-n. The position information of UAV1-n indicates the current position of UAV1-n. The current position of UAV1-n is the flight position of UAV1-n in flight. The aircraft information of UAV1-n may include speed information of UAV1-n and the like. The speed information indicates the flight speed of UAV1-n. In addition, the control of UAV1-n includes air traffic control such as giving information and instructions to UAV1-n according to the flight status of UAV1-n.

PMS3 is composed of one or more servers and the like. The PMS3 manages, for example, a takeoff and landing facility (hereinafter referred to as a “port”) installed at a destination (or waypoint) of UAV1-n. Port management is performed based on port location information, port reservation information, and the like. Here, the position information of the port indicates the installation position of the port. The port reservation information includes the aircraft ID of the UAV1-n that reserved the port, information on the estimated time of arrival, and the like. The aircraft ID of UAV1-n is identification information for identifying UAV1-n. In addition, UAV1-n may land at a point other than the above-mentioned port (hereinafter referred to as "temporary landing point"). As an example of such a case, when it becomes difficult to maintain normal flight due to sudden changes (deterioration) in the weather in the airspace where UAV1-n flies, or in the event of a disaster, UAV1-n delivers relief supplies. For example, when doing so. In this case, the flight schedule of UAV1-n includes the time information of the scheduled time when UAV1-n exists at the temporary landing point.

[ 1-1. UAV1-n configuration and function overview ]
Next, the configuration and functional outline of UAV1-n will be described with reference to FIG. FIG. 2 is a diagram showing a schematic configuration example of UAV1-n. As shown in FIG. 2, the UAV1-n includes a drive unit 11, a positioning unit 12, a wireless communication unit 13, an imaging unit 14, a control unit 15, and the like. Although not shown, the UAV1-n includes one or more rotors (propellers), various sensors, an article holding mechanism for holding the articles to be transported, a battery for supplying electric power to each part of the UAV1-n, and the like. The rotor is a horizontal rotor and is an example of a propulsion device that generates a vertical propulsive force. The UAV1-n may have fixed wings along with the rotor (for example, a VTOL (Vertical takeoff and landing) type drone). The UAV1-n may also include an internal combustion engine that drives a generator with the power generated by burning fuel such as gasoline. In this case, the electric power supplied from the battery and the electric power supplied from the generator by driving the internal combustion engine can be used. The article holding (loading) mechanism holds articles carried by UAV1-n. Various sensors used for UAV1-n flight control include barometric pressure sensors, 3-axis accelerometers, geomagnetic sensors, meteorological sensors and the like. Meteorological sensors are used to monitor the weather. The detection information detected by the various sensors is output to the control unit 15.

The drive unit 11 includes a motor, a rotating shaft, and the like. The drive unit 11 rotates the rotor by a motor, a rotation shaft, or the like that drives according to a control signal output from the control unit 15. For driving the motor (in other words, driving the rotor), either the electric power supplied from the battery or the electric power supplied by driving the internal combustion engine is used. The positioning unit 12 includes a radio wave receiver, an altitude sensor, and the like. For example, the positioning unit 12 receives a radio wave transmitted from a satellite of GNSS (Global Navigation Satellite System) by a radio wave receiver, and detects the current position (latitude and longitude) in the horizontal direction of UAV1-n based on the radio wave. do. The current position of the UAV 1-n in the horizontal direction may be corrected based on the image data captured by the imaging unit 14 and the radio waves transmitted from the radio base station. Further, the positioning unit 12 may detect the current position (altitude) of UAV1-n in the vertical direction by the altitude sensor. The position information indicating the current position detected by the positioning unit 12 is output to the control unit 15.

The wireless communication unit 13 is responsible for controlling communication performed via the communication network NW. The imaging unit 14 includes a camera and the like. The imaging unit 14 continuously images the real space within the range within the angle of view of the camera. The image data captured by the image capturing unit 14 is output to the control unit 15. The control unit 15 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a non-volatile memory, and the like, which are processors. The control unit 15 executes various controls of UAV1-n according to a control program stored in, for example, a ROM or a non-volatile memory. Various controls include takeoff control, flight control, landing control, and goods transfer control. During the flight of UAV1-n, the control unit 15 periodically transmits the aircraft information of UAV1-n together with the aircraft ID of UAV1-n to UTMS2 via the wireless communication unit 13.

In flight control and landing control, position information acquired from the positioning unit 12, image data acquired from the imaging unit 14, detection information acquired from various sensors, and points (destination point, waypoint, or temporary landing point). The position information of the above, the flight plan information, and the like are used to control the drive of the rotor (including the control of the rotation speed of the rotor) and the position, attitude, and traveling direction of the UAV1-n. Here, the flight plan information indicates at least one of the flight path of UAV1-n and the flight schedule of UAV1-n, and is acquired from, for example, UTMS2. The autonomous flight of UAV1-n is not limited to the autonomous flight in which the control unit 15 provided in UAV1-n controls the flight, and the autonomous flight of UAV1-n includes, for example. Autonomous flight by controlling the flight of the flight system S as a whole is also included.

In the article transfer control, for example, the article held by the article holding mechanism is transferred from UAV1-n to a person or a UGV (Unmanned Ground Vehicle) at a destination point or a temporary landing point. In addition, at least one article may be taken over and transported by a plurality of UAV1-n. In this case, the article held by the article holding mechanism is transferred from UAV1-1 to UAV1-2 at a transit point, for example. In the article transfer control, the article may be lowered by using, for example, a reel or a winch, or the UAV1-1 may be landed while the UAV1-1 is hovered for the transfer of the article. When the article is lowered for the purpose of giving and receiving the article, the article is delivered by separating the article when the article reaches the ground or reaches a height of several meters from the ground. The article may be separated by automatically opening the hook that suspends the article (that is, by a control signal from the control unit 15), or by manually opening the hook that suspends the article (that is, by means of a control signal from the control unit 15). It may be done by opening (by a person). On the other hand, when UAV1-1 is landed for the purpose of giving and receiving goods, the goods are given and received by separating the goods after UAV1-1 has landed.

[ 1-2. Management server MS configuration and function overview ]
Next, the configuration and functional outline of the management server MS will be described with reference to FIG. FIG. 3A is a diagram showing a schematic configuration example of the management server MS. As shown in FIG. 3A, the management server MS includes a communication unit 21, a storage unit 22, a control unit 23, and the like. The communication unit 21 is responsible for controlling communication performed via the communication network NW. The storage unit 22 includes, for example, a hard disk drive or the like. The UAV1-n aircraft ID, the UAV1-n aircraft noise level, the UAV1-n flight plan information, and the UAV1-n aircraft information are stored in association with each other in the storage unit 22. The flight plan information of UAV1-n indicates at least one of the flight path and the flight schedule of UAV1-n.

The control unit 23 includes a CPU, a ROM, a RAM, a non-volatile memory, and the like, which are processors. FIG. 3B is a diagram showing an example of a functional block in the control unit 23. As shown in FIG. 3B, the control unit 23 has, for example, an allowable noise level acquisition unit (allowable noise level identification unit) 23a, an airframe noise level acquisition unit 23b, and a machine noise level acquisition unit 23b according to a program stored in a ROM or a non-volatile memory. It functions as a flight schedule determination unit 23c and the like. The allowable noise level acquisition unit 23a is an example of the acquisition unit, and the flight schedule determination unit 23c is an example of the determination unit.

The permissible noise level acquisition unit 23a is an information indicating an permissible noise level (information indicating the permissible noise level) specified based on at least one parameter (variable) of the weather in the time zone, altitude, area, and airspace where the flight is scheduled. ) To get. Here, at least one parameter of the time zone, altitude, area, and airspace weather where the flight is scheduled is commissioned for purposes such as transportation, surveying, photography, inspection, or monitoring. It is set according to the request from the client (for example, the business operator).

For example, an area where a flight is scheduled for the purpose of transporting goods is set as a parameter (area parameter). Such a parameter is represented by, for example, position information (latitude and longitude) to the destination (delivery destination) of the article. Alternatively, in addition to the area where the flight is scheduled for the purpose of transporting the goods, the time zone in which the flight is scheduled (for example, 10: 00-11: 00) is set as a parameter (time zone parameter). Such a time zone may be, for example, a delivery time zone of the article (a time zone in which the article should arrive at the delivery destination). Alternatively, in addition to the area (or area and time zone) where the flight is scheduled for the purpose of transporting the goods, the altitude (for example, 110 m) where the flight is scheduled is set as a parameter (altitude parameter). Alternatively, in addition to the area (or at least one of the area and the time zone and altitude) where the flight is scheduled for the purpose of transporting goods, the airspace where the flight is scheduled (airspace within the area). Meteorology (for example, rain) is set as a parameter (weather parameter). Here, the weather means the state of the atmosphere, and includes, for example, the weather such as fine weather, rain, snow, and thunder, as well as high humidity, strong wind, and wind direction. The weather may be obtained from the weather forecast. Depending on the purpose of the requester who makes the flight request, the area where the flight is scheduled may not be set as a parameter. In this case, for example, only one parameter of at least one of time zone and altitude is set.

Then, the permissible noise level acquisition unit 23a specifies the permissible noise level corresponding to the parameter based on the set parameter, for example, from the level association table. Here, the level association table is, for example, created in advance and stored in the storage unit 22. FIG. 4 is a diagram showing an example of a level association table. In the example of FIG. 4, the permissible noise level is represented by dB, but the method of expressing the permissible noise level is not particularly limited. For example, the permissible noise level may be represented by two values such as H (high) and L (low). Further, in the example of FIG. 4, for convenience of explanation, the areas divided into three areas AR1 to AR3 are shown, but the areas may be divided into two or four or more areas. FIG. 5 is a conceptual diagram showing areas AR1 to AR3. In the example of FIG. 5A, the area AR1 is included in the area AR2, and the area AR2 is included in the area AR3. In the example of FIG. 5B, the area AR1 is adjacent to the area AR2, and the area AR2 is adjacent to the area AR3. In this way, the areas are divided according to the permissible noise level. For example, when the operator of the flight system S flies UAV1-n only in a limited area such as a remote island, it is not necessary to divide the area and correspond to the allowable noise level, and the time zone, altitude, and weather , Or a combination of these may be associated with an allowable noise level. Further, the permissible noise level shown in FIGS. 4A and 4B may be indicated by, for example, the permissible noise level near the ground (for example, at a height of 1 m above the ground).

In the level association table example 1 shown in FIG. 4 (A), the allowable noise level is registered in association with each of the three areas AR1 to AR3. Each area AR1 to AR3 shown in FIG. 4A may be represented by, for example, the position information (latitude and longitude) and radius of the center of the area, or may be represented by a plurality of position information on or within the boundary of the area. It may be represented by the administrative division name of the area (for example, Shibuya Ward, Shinjuku Ward, Okutama City, etc.). In the example of FIG. 4A, since the area AR1 is an area with many houses, the permissible noise level is lower than that of the other areas AR2 and AR3 (that is, the noise is less permissible). For example, when the set parameter (area parameter) indicates the area AR1, the permissible noise level “20 dB” associated with the area AR1 is specified from the level association table example 1 shown in FIG. 4 (A). .. That is, it is specified as the allowable noise level of the area set as a parameter.

In addition, the set parameter may indicate a plurality of areas. For example, when a flight route from a departure point to a destination point (for example, a delivery destination) is determined and the flight route passes through a plurality of areas, each area is set as a parameter. Such a flight path may be given manually by the client or the like, may be given from the outside, or may be determined by the control unit 23. Further, the flight route may be a route determined so as to reduce noise or reduce the influence of noise. When each parameter indicates a different area (for example, AR3, AR1), the minimum allowable noise level (for example, 80 dB and 20 dB) associated with each area (for example, AR3, AR1) is the smallest. The level "20 dB" should be specified as the allowable noise level of the flight path. Alternatively, in this case, the permissible noise levels (for example, 80 dB and 20 dB) associated with each area (for example, AR3 and AR1) are the permissible noise level of the first flight path and the permissible noise level of the second flight path. May be specified as. Here, the first flight path may be the flight path to the takeover point of at least one article, and the second flight path may be the flight path from the takeover point.

On the other hand, in the level association table example 2 shown in FIG. 4B, the allowable noise level is registered in association with the combination of the three areas AR1 to AR3 and the two time zones. For example, when the set parameters (area and time zone parameters) indicate the area AR1 and the time zone “8: 00-19: 00”, the area AR1 and the time zone “8: 00-19: 00” The permissible noise level “20 dB” associated with “” is specified from the level association table example 2 shown in FIG. 4 (B). That is, it is specified as an allowable noise level in the area and time zone set as parameters. In the example of FIG. 4B, the time zone divided into two is shown, but the time zone may be divided into three or more.

When the set parameter (parameter of the time zone) indicates a plurality of time zones, the minimum permissible noise level among the permissible noise levels associated with each time zone is the permissible noise of the entire time zone. It should be specified as a level. Alternatively, in this case, the permissible noise level associated with each time zone may be specified as the permissible noise level in the first time zone and the permissible noise level in the second time zone. Here, the flight path in the first time zone is defined as the first flight path to the transfer point of at least one article, and the flight path in the second time zone is defined as the second flight path from the transfer point. It is good to do. Further, the permissible noise level in a certain time zone may be specified as a function that continuously changes with the passage of time. FIG. 6 is a diagram showing a function in which the permissible noise level in a certain time zone continuously changes with the passage of time. In the example of FIG. 6, the allowable noise level in the time zone “18: 00-19: 00” gradually decreases with the passage of time. In this case, the permissible noise level of the time zone “8: 00-18: 30” and the permissible noise level of the time zone “18: 31-7: 59” should be specified.

On the other hand, in the level association table example 3 shown in FIG. 4C, the allowable noise level is registered in association with the combination of the three areas AR1 to AR3, the two time zones, and the two altitudes. For example, when the set parameters (area, time zone, and altitude parameters) indicate area AR1, time zone "8: 00-19: 00", and altitude "less than 120 m", area AR1 , The permissible noise level “20 dB” associated with the time zone “8: 00-19: 00” and the altitude “less than 120 m” is specified from the level association table example 3 shown in FIG. 4 (C). That is, it is specified as the area, time zone, and altitude allowable noise level set as parameters. In the example of FIG. 4C, the altitude divided into two is shown, but the altitude may be divided into three or more.

When the set parameters (altitude parameters) indicate multiple altitudes, the minimum permissible noise level among the permissible noise levels associated with each altitude is specified as the permissible noise level of all of these altitudes. It is good. Alternatively, in this case, the permissible noise level associated with each altitude may be specified as the permissible noise level of the first altitude and the permissible noise level of the second altitude.

On the other hand, in the level association table example 4 shown in FIG. 4 (D), the allowable noise level is registered in association with the combination of the three areas AR1 to AR3, the two time zones, and the two weather. For example, if the set parameters (area, time zone, and weather parameters) indicate area AR1, time zone "8: 00-19: 00", and weather "rain", area AR1, The permissible noise level "30 dB" associated with the time zone "8: 00-19: 00" and the weather "rain" is specified from the level association table example 4 shown in FIG. 4 (D). That is, it is specified as the permissible noise level of the area, time zone, and weather set as parameters. In the example of FIG. 4D, the weather is divided into two, but the weather may be divided into three or more.

When the set parameter (weather parameter) indicates a plurality of weather, the minimum permissible noise level among the permissible noise levels associated with each weather is specified as the permissible noise level of the entire plurality of weather. It is good. Alternatively, in this case, the permissible noise level associated with each weather may be specified as the permissible noise level of the first weather and the permissible noise level of the second weather. Further, although not shown, a table in which an allowable noise level is registered in association with a combination of a plurality of areas, a plurality of time zones, a plurality of altitudes, and a plurality of weathers may be stored.

As another example, the permissible noise level acquisition unit 23a may acquire the permissible noise level by calculating the permissible noise level using the set parameters. In this case, it is not necessary to use the level mapping table described above. For example, the permissible noise level acquisition unit 23a calculates the permissible noise level by multiplying the set parameter by a coefficient corresponding to the type of the parameter. As an example, the permissible noise level is calculated by a coefficient k according to a parameter × a reference permissible level (for example, 20 dB). Here, for example, the coefficient k according to Shibuya Ward is set to "1", and the coefficient k according to Okutama City is set to "4". Alternatively, the coefficient k corresponding to Shibuya Ward and "8: 00-19: 00" is set to "1", and the coefficient k corresponding to Shibuya Ward and "19: 00-8: 00" is set to "0". NS.

The airframe noise level acquisition unit 23b acquires the airframe noise level of each of the plurality of UAV1-n. The aircraft noise level is the maximum or average level of noise generated by the flight of each of the plurality of UAV1-n, and also varies depending on the flight speed of the UAV1-n and the weight of the articles loaded on the UAV1-n. For example, as the flight speed of the UAV1-n increases or the weight of the loaded article increases, the rotation speed of the rotor increases, so that the airframe noise level increases. The noise generated by the flight of UAV1-n may be measured at the time of takeoff of UAV1-n (for example, measured with an article loaded), or based on the results measured in advance under a plurality of measurement conditions. It may be estimated by performing interpolation or the like. As such measurement conditions, for example, the flight speed, the weight of the loaded article, and the like are set. The measurement or estimation of the noise generated by the flight of UAV1-n may be performed by UAV1-n or by UTMS2 which manages the flight status of UAV1-n. Alternatively, the noise measurement or estimation may be performed by PMS3, which manages the port where UAV1-n takes off. The airframe noise level identified from the noise measured or estimated in this way is acquired by the airframe noise level acquisition unit 23b.

The flight schedule determination unit 23c determines the flight schedule of one or more UAV1-n based on the allowable noise level acquired by the allowable noise level acquisition unit 23a. Here, the UAV1-n to be determined by the flight schedule may be determined by the flight schedule determination unit 23c based on the allowable noise level. This makes it possible to fly the appropriate UAV1-n according to the allowable noise level according to the flight schedule. For example, the flight schedule determination unit 23c compares the permissible noise level acquired by the permissible noise level acquisition unit 23a with the airframe noise level of each of the plurality of UAV1-n, and from the comparison result, the airframe noise level is determined. Determine some UAV1-n that are below the permissible noise level.

FIG. 7 is a diagram showing a time-series magnitude relationship between the permissible noise level and the airframe noise level of UAV1-1. In the example of FIG. 7, since the aircraft noise level of UAV1-1 is lower than the allowable noise level in the time zone “8: 00-18: 30”, UAV1- is limited to the time zone “8: 00-18: 30”. 1 can be determined. Then, the flight schedule of UAV1-1 is determined so that UAV1-1 will fly within the time zone "8: 00-18: 30". For example, a flight schedule including time information of the determined time to fly UAV1-1 (scheduled time when UAV1-1 exists at the above-mentioned point) is determined. Further, for example, when the permissible noise level of the delivery time zone set as a parameter is acquired, the flight schedule determination unit 23c determines the UAV1-n of the aircraft noise level lower than the permissible noise level, and sets the delivery time zone. , Determine the flight schedule of the UAV1-n so that the determined UAV1-n can arrive. Alternatively, a flight schedule may be determined in which the delivery time zone is the flight time zone of the determined UAV1-n (the time zone in which the UAV1-n flies).

When the permissible noise level of the flight path from the departure point to the destination point is acquired, the flight schedule determination unit 23c determines the UAV1-n of the aircraft noise level lower than the permissible noise level, and the determined UAV1 Determine the flight schedule of the UAV1-n so that -n flies the flight path. Here, a specific example when the flight schedule of the UAV1-n to be flown is determined when the allowable noise level of the flight path is acquired will be described with reference to FIGS. 8 to 11.

FIG. 8 is a conceptual diagram showing a state when the flight schedule of UAV1-1 is determined. The example of FIG. 8 is an example of flying UAV1-1 selected in advance in the flight path RO1 (point A to point B) and the flight path RO2 (point A to point C). As shown in FIG. 8, the permissible noise level “80 dB” in the time zone “9: 00-10: 00” in the flight path RO1 and the permissible noise in the time zone “20: 00-21: 00” in the flight path RO1. Level "50dB", allowable noise level "60dB" in time zone "9: 00-10: 00" in flight path RO2, and allowable noise level "30dB" in time zone "20: 00-21: 00" in flight path RO2 It is assumed that "" has been acquired. In addition, it is assumed that the UAV1-1 aircraft noise level "40 dB" has been acquired. In the case shown in FIG. 8, if UAV1-1 is flown in the time zone “20: 00-21: 00” in the flight path RO2, the aircraft noise level “40 dB” exceeds the allowable noise level “30 dB”, which is not suitable. be. Therefore, the flight schedule determination unit 23c flies UAV1-1 in the time zone “9: 00-10: 00” in the flight path RO2, and in the time zone “20: 00-21: 00” in the flight path RO1. Determine the flight schedule of UAV1-1 so that it will fly. As a result, UAV1-1 can be used efficiently without exceeding the allowable noise level.

FIG. 9 is a conceptual diagram showing a state when the flight schedule of UAV1-3 is determined. The example of FIG. 9 is an example of flying UAV1-3 determined from a plurality of UAV1-2 and UAV1-3 having different aircraft noise levels in the flight path RO3 (point D to point E). As shown in FIG. 9, it is assumed that the allowable noise level “50 dB” of the time zone “20: 00-21: 00” in the flight path RO3 has been acquired. In addition, it is assumed that the aircraft noise level "60 dB" of UAV1-2 and the aircraft noise level "40 dB" of UAV1-3 have been acquired. In the case shown in Fig. 9, if UAV1-2 is flown in the time zone "20: 00-21: 00" in the flight path RO3, the aircraft noise level "60 dB" exceeds the allowable noise level "50 dB", which is not suitable. be. Therefore, the flight schedule determination unit 23c determines the flight schedule of UAV1-3 so as to fly UAV1-3 in the time zone "20: 00-21: 00" in the flight path RO3. As a result, UAV1-3 can be flown without exceeding the allowable noise level.

FIG. 10 is a conceptual diagram showing a state when the flight schedules of UAV1-4 and UAV1-5 are determined. The example of FIG. 10 is an example in which UAV1-4 is flown in the flight path RO4 (point F to point G) and UAV1-5 is flown in the flight path RO5 (point F to point H). As shown in FIG. 10, the allowable noise level “70 dB” in the time zone “9: 00-10: 00” in the flight path RO4 and the allowable noise level “9: 00-10: 00” in the time zone “9: 00-10: 00” in the flight path RO5 are allowed. It is assumed that the noise level "80 dB" has been acquired. In addition, it is assumed that the UAV1-4 aircraft noise level "70dB" and the UAV1-5 aircraft noise level "40dB" have been acquired. In the case shown in FIG. 9, the aircraft noise level is "40 dB" rather than flying UAV1-4, which has an aircraft noise level of "70 dB", in the time zone "9: 00-10: 00" in the flight path RO4. It is desirable to fly a certain UAV1-5 because the difference between the aircraft noise level and the allowable noise level is large. Therefore, the flight schedule determination unit 23c determines the flight schedule of UAV1-5 so as to fly UAV1-5 in the time zone “9: 00-10: 00” in the flight path RO4, and also determines the flight schedule of the UAV1-5 in the flight path RO5. Determine the flight schedule of UAV1-4 so that UAV1-4 will fly at "9: 00-10: 00". As a result, it is possible to fly UAV1-4 and UAV1-5 without exceeding the permissible noise level while utilizing a plurality of UAV1-4 and UAV1-5 having different aircraft noise levels without waste.

FIG. 11 is a conceptual diagram showing a state when the flight schedules of UAV1-6 and UAV1-7 for taking over and transporting articles are determined. In the example of FIG. 11, UAV1-6 is flown from point I to transit point J on the flight path RO6 (point I to point K), and after the goods are taken over from UAV1-6 to UAV1-7, UAV1-7 is moved. This is an example of flying from transit point J to point K. In the example of FIG. 11, the waypoint J is away from the flight path RO6, but the waypoint J may be on the flight path RO6. FIG. 12 is a diagram showing a time-series magnitude relationship between the permissible noise level of the flight path RO6 and the aircraft noise levels of UAV1-6 and UAV1-7, respectively. As shown in FIGS. 11 and 12, the allowable noise level “80 dB” in the time zone “17: 30-18: 00” in the flight path RO6 and the time zone “19: 00-19: 30” in the flight path RO6. The permissible noise level of "40dB" has been acquired, and the function that changes in time series from "80dB" to "40dB" has been acquired as the permissible noise level of the time zone "18: 00-19: 00". And. In addition, it is assumed that the UAV1-6 aircraft noise level "60 dB" and the UAV1-7 aircraft noise level "30 dB" have been acquired.

In the case shown in FIG. 11, it is efficient to fly UAV1-6, which has a faster flight speed than UAV1-7, in the time zone "17: 30-18: 00" in the flight path RO6, but the time " If UAV1-6 is flown after "18:30", the aircraft noise level "60dB" exceeds the allowable noise level as shown in FIG. 12, which is unsuitable. Therefore, the flight schedule determination unit 23c determines the flight schedule of UAV1-6 so as to fly UAV1-6 in the time zone "17: 30-18: 30" in the flight path RO6, and also determines the flight schedule of the UAV1-6 in the flight path RO6. Determine the flight schedule of UAV1-7 so that UAV1-7 will fly at "18: 30-19: 30". That is, based on the first permissible noise level of the first flight path to the transfer point (via point J) of the article and the second permissible noise level of the second flight path from the transfer point. The flight schedule of UAV1-6 to be flown in the first flight path is determined, and the flight schedule of UAV1-7 to be flown in the second flight path is determined. As a result, it is possible to fly UAV1-6 and UAV1-7 without exceeding the permissible noise level while efficiently utilizing a plurality of UAV1-6 and UAV1-7 having different aircraft noise levels.

The UAV1-n to be determined for the flight schedule may be selected in advance without comparing the permissible noise level and the aircraft noise level. For example, it may be necessary to fly UAV1-n during the time of day regardless of whether the aircraft noise level of UAV1-n exceeds the permissible noise level. In such a case, the flight schedule determination unit 23c has the highest permissible noise level (for example, 13: 00-) based on the permissible noise level acquired by the permissible noise level acquisition unit 23a in all time zones of the day. Determine the flight schedule of UAV1-n so that UAV1-n will fly at 14:00). As a result, it is possible to reduce the load of acquiring the airframe noise level of UAV1-n.

[ 2. Operation of flight system S ]
Next, the operation of the flight system S will be described separately for the first embodiment and the second embodiment. In the operation described below, it is assumed that the noise level of each of the plurality of UAV1-n is managed by the management server MS.

(Example 1)
First, the first embodiment of the operation of the flight system S will be described with reference to FIG. FIG. 13 is a sequence diagram showing an example of the operation of the flight system S when the flight schedule of UAV1-1 is determined.

In FIG. 13, when the management server MS receives the request information from the terminal of the requester who makes the flight request for a predetermined purpose, the management server MS sets the above parameters based on the request information (step S1). When the request information indicates the destination point (which may be a temporary landing point) and the estimated arrival time, the preset area from the departure point to the destination point and the estimated arrival time are set as parameters. Further, when the request information indicates a flight path specified in advance, one or more areas through which the flight path passes are set as parameters.

Next, the management server MS identifies and acquires the permissible noise level corresponding to the parameter set in step S1 by the permissible noise level acquisition unit 23a (step S2). Next, the management server MS acquires the airframe noise level of each of the plurality of UAV1-n by the airframe noise level acquisition unit 23b (step S3).

Next, the management server MS compares the allowable noise level acquired in step S2 with the respective aircraft noise levels acquired in step S3 by the flight schedule determination unit 23c (step S4). Next, the management server MS sets the UAV1-n (the UAV1-n to be flown) whose aircraft noise level is equal to or lower than the allowable noise level based on the comparison result in step S4 among the plurality of UAV1-n from the flight schedule determination unit 23c. To determine from (step S5). Here, it is assumed that UAV1-1 has been determined. A plurality of UAV1-n may be determined.

Next, the management server MS determines the flight schedule including the time information of the scheduled time to fly the UAV1-1 determined in step S5 from the flight schedule determination unit 23c (step S6). At this time, the flight path of UAV1-1 may be determined together with the flight schedule of UAV1-1 determined in step S5. In this case, the flight schedule may include time information of scheduled times existing at each point on the flight path.

Next, the management server MS transmits flight plan information indicating the flight schedule determined in step S6 to UAV1-1 determined in step S5 (step S7). When the flight route is determined together with the flight schedule of UAV1-1 in step S6, the flight plan information indicates the flight route and flight schedule of UAV1-1. The flight plan information may be transmitted to UAV1-1 via GCS. Then, when the UAV1-1 receives the flight plan information from the management server MS, it flies toward the destination point according to the flight plan information (step S8).

(Example 2)
Next, the second embodiment of the operation of the flight system S will be described with reference to FIG. FIG. 14 is a sequence diagram showing an example of the operation of the flight system S when the flight schedules of the UAV1-6 and UAV1-7 that take over and carry the goods are determined.

In FIG. 14, when the management server MS receives the request information from the terminal of the requester who makes the flight request for the purpose of transporting the article, the management server MS sets the above parameters based on the request information (step S11). In addition, the request information indicates the transportation destination and the delivery time zone of the article, and the area from the preset departure point to the transportation destination and the delivery time zone are set as parameters. The processing of steps S11 to S14 is the same as the processing of steps S1 to S4 shown in FIG.

Next, the management server MS can transport the goods from the departure point to the destination in the delivery time zone based on the comparison result in step S14 (in other words, the goods can be transported by one unit without taking over the goods). It is determined whether or not there is a UAV1-n) (step S15). Such UAV1-n needs to have its airframe noise level equal to or lower than the permissible noise level corresponding from the starting point to the destination. When the management server MS determines that there is a UAV1-n capable of transporting the goods from the departure point to the transportation destination (step S15: YES), the management server MS determines the UAV1-n. Here, as in step S5, UAV1-1 is determined, and the processes of steps S5 to S8 shown in FIG. 13 are performed.

On the other hand, when the management server MS determines that there is no UAV1-n capable of transporting the article from the departure point to the transport destination (step S15: NO), the management server MS searches for a set of UAV1-n that takes over and transports the article (step S15: NO). Step S16). Here, it is assumed that UAV1-6 and UAV1-7 are found as a set of UAV1-n by taking over the goods by the search. Then, the management server MS determines the UAV1-6 and UAV1-7 searched in step S16, and determines the transfer point (waypoint) of the article (step S17).

Next, the management server MS determines the flight schedules of UAV1-6 and UAV1-7 determined in step S17 (step S18). Here, the flight schedule of UAV1-6 includes time information of the scheduled time at each point on the flight path (an example of the first flight path) from the departure point to the transfer point of the goods. On the other hand, the flight schedule of UAV1-7 includes time information of the scheduled time at each point on the flight path (an example of the second flight path) from the transfer point of the article to the transportation destination (destination point).

Next, the management server MS transmits flight plan information indicating the flight schedule determined in step S18 to each of UAV1-6 and UAV1-7 determined in step S17 (step S19). As a result, the UAV1-6 and UAV1-7 can be flexibly transported according to the allowable noise level. The flight plan information may be transmitted to each of UAV1-6 and UAV1-7 via GCS.

Then, when UAV1-6 receives the flight plan information from the management server MS, it flies toward the takeover point according to the flight plan information (step S20). It may be the one that already exists at the takeover point of UAV1-7, or it may be the one that flies toward the takeover point according to the flight plan information from the management server MS. When the UAV1-6 arrives at the transfer point, the goods mounted on the UAV1-6 are transferred to the UAV1-7 (step S21). When the article is delivered from UAV1-6 to UAV1-7 in this way, UAV1-7 flies toward the destination according to the flight plan information received from the management server MS (step S22).

As described above, according to the above embodiment, the permissible noise level specified based on at least one parameter of the time, altitude, area, and airspace weather at which the flight is scheduled is acquired, and the permissible noise level is obtained. Since the flight schedule of one or more UAV1-n is determined based on the noise level, it is possible to take noise countermeasures more flexibly against the noise generated by the flight of UAV1-n.

In the present embodiment, noise countermeasures such as reducing noise or determining a flight path so that the influence of noise is reduced may be taken, but such noise countermeasures alone may not be sufficient. In particular, UAV1-n, which can deliver goods unmanned, is expected to have a lower allowable noise level in the area near the takeoff and landing area than manned aircraft. In addition, if the flight path is set so as to fly only in an area where the allowable noise level is high, there is a risk of a very detour. Further, if the flight path is set so as to fly only in the area where the allowable noise level is high, many aircraft including UAV1-n may be concentrated in the airspace including the flight path. As a result, flights of these aircraft may not be booked, or the aircraft may become congested and the risk of collision may increase. On the other hand, unmanned delivery of goods is expected to be delivered 24 hours a day, and in some cases it may be possible to adjust the flight schedule of UAV1-n. According to the present embodiment, according to the above-described configuration, the flight schedule is set so that the UAV1-n is flown at the time corresponding to the allowable noise level, the UAV1-n is selected according to the allowable noise level, and the allowable noise level is selected. By taking over and transporting articles by a plurality of UAV1-n according to the noise level, it is possible to take noise countermeasures more flexibly.

In addition, it may be difficult to determine the flight route so as to reduce the noise or reduce the influence of the noise, or it may be inappropriate to change the flight route as appropriate. For example, if it is confirmed that there are no obstacles, or if there is a flight path established by having a flight record in the past, it is safer to fly using such a flight path. can. It is also assumed that it will be difficult to freely change the flight route if the available airspace is determined for each operator. Furthermore, it is assumed that it is difficult to change the flight route due to the convenience of the battery and fuel of the aircraft (for example, there is a risk that the route cannot reach the waypoint or the destination unless the route is close to the shortest route). According to this embodiment, it is particularly suitable when it is difficult to change the flight path in this way, and the UAV1-n or UAV1-n to fly without changing the flight path for noise control. The effects of noise can be reduced by adjusting the flight schedule.

It should be noted that the above embodiment is an embodiment of the present invention, and the present invention is not limited to the above embodiment, and various configurations and the like are modified from the above embodiment without departing from the gist of the present invention. It is also included in the technical scope of the present invention. For example, in the above embodiment, the management server MS is configured to acquire the permissible noise level and determine the flight schedule of UAV1-n based on the permissible noise level, but instead of this, UAV1-n or GCS May be configured to obtain the permissible noise level and determine the flight schedule of UAV1-n based on the permissible noise level.

Further, in the above embodiment, the object to be transported by UAV1-n is an article, but may be a person or an animal. Further, in the above embodiment, the UAV has been described as an example of an aircraft capable of flying unmanned, but the present invention relates to a manned aircraft capable of flying without the presence of a pilot in the aircraft. Is also applicable. A person other than the operator (for example, a passenger) may be boarded on such a manned aircraft. Further, in the above embodiment, the rotor has been described as an example of the propulsion device for generating the propulsive force in the vertical direction, but a propulsion device using jet injection may be applied.

1-n UAV
2 UTMS
3 PMS
11 Drive unit 12 Positioning unit 13 Wireless communication unit 14 Imaging unit 15 Control unit 21 Communication unit 22 Storage unit 23 Control unit 23a Allowable noise level acquisition unit 23b Aircraft noise level acquisition unit 23c Flight schedule determination unit S Flight system

Claims (12)

A management device in a flight system that allows an unmanned flight aircraft to fly for a given purpose.
An acquisition unit that acquires tolerance noise level is specified based on the parameters of the weather in the empty region flight Ru is scheduled,
A determination unit that determines the flight schedule of one or more aircraft based on the permissible noise level.
A management device characterized by being provided with. A management device in a flight system that allows an unmanned flight aircraft to fly for a given purpose.
An acquisition unit that acquires the permissible noise level specified based on at least one parameter of the scheduled flight time, altitude, area, and airspace weather.
A determination unit that determines one or more aircraft to fly for the predetermined purpose based on the permissible noise level, and determines the flight schedule of the determined aircraft.
Management device you comprising: a. The determination unit determines the aircraft whose noise level is equal to or lower than the allowable noise level from the result of comparison between the allowable noise level and the noise level generated by the flight of the unmanned flightable aircraft. The management device according to claim 2, wherein the management device is characterized by the above. From the result of comparison between the permissible noise level and the noise level of each of the plurality of aircraft having different noise levels, the determination unit determines that the noise level among the plurality of aircraft is the permissible noise level. The management device according to claim 3, wherein a part of the aircraft is determined as follows. The management device according to any one of claims 1 to 4, wherein the determination unit determines a flight schedule of the aircraft to be flown in a predetermined flight path based on the allowable noise level. The predetermined purpose is to transport the object to be transported,
The management device according to any one of claims 1 to 5, wherein the determination unit determines a flight schedule of a plurality of the aircraft that take over and carry at least one of the transportation targets. A management device in a flight system that allows an unmanned flight aircraft to fly for a given purpose.
An allowable noise level specified based on at least one parameter of the scheduled flight time, altitude, area, and airspace weather, and the first flight path to the transfer point to be transported. An acquisition unit that acquires the permissible noise level of 1 and the second permissible noise level of the second flight path from the takeover point.
Based on the first permissible noise level, the flight schedule of the first aircraft to be flown in the first flight path is determined, and the second permissible noise level is based on the second permissible noise level. A decision-making unit that determines the flight schedule of the second aircraft to be flown in the flight path of
Management device you comprising: a. 13. The management device described. A management method performed by a flight system that flies an unmanned, capable aircraft for a given purpose.
Obtaining an allowable noise level which is specified based on parameters Meteorological empty region flight Ru is scheduled,
A step of determining a flight schedule of one or more aircraft, including time information, based on the permissible noise level.
A management method characterized by including. On a computer included in a flight system that flies an unmanned, capable aircraft for a given purpose,
Obtaining an allowable noise level which is specified based on parameters Meteorological empty region flight Ru is scheduled,
A step of determining a flight schedule of one or more aircraft, including time information, based on the permissible noise level.
A program characterized by executing. A management method performed by a flight system that flies an unmanned, capable aircraft for a given purpose.
The steps to obtain the permissible noise level identified based on at least one parameter of the scheduled flight time, altitude, area, and airspace weather.
A step of determining one or more aircraft to fly for the predetermined purpose based on the permissible noise level, and determining a flight schedule of the determined aircraft.
A management method characterized by including. On a computer included in a flight system that flies an unmanned, capable aircraft for a given purpose,
The steps to obtain the permissible noise level identified based on at least one parameter of the scheduled flight time, altitude, area, and airspace weather.
A step of determining one or more aircraft to fly for the predetermined purpose based on the permissible noise level, and determining a flight schedule of the determined aircraft.
A program characterized by executing.

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