JPWO2012046327A1 - Flying object design method, safety map generation device, and flying object control device - Google Patents

Abstract

An aircraft design method and a safety map generator used for the aircraft design method capable of designing the aircraft based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the crew of the aircraft Provide a flying object. In designing an aircraft that achieves both flight performance and collision safety performance, the flight performance of the aircraft is first designed. Next, calculation is performed based on the flight performance of the boundary line BL flying body which is the lowest boundary that avoids a ground collision and can return to flight when the altitude of the flying body decreases. Subsequently, an arbitrary point in the area below the boundary line BL is used as a starting point, and ground collision state values when the flying object collides with the ground are calculated. Based on the calculated ground collision state value, the collision safety performance of the flying object is calculated.

Description

  The present invention relates to an aircraft design method, a safety map generation device, and an aircraft control device used for an aircraft such as an aircraft.

  There is a technique for performing a safe flight when a flying object such as an aircraft flies over an air route (see, for example, Patent Document 1). This technology is to determine areas that should be avoided due to the weather (areas that are inappropriate for flight), model areas that are determined to be inappropriate, and set the path of the flying object while avoiding the modeled areas. is there.

Special Table 2000-515088

  By the way, in this type of flying object, when designing the flying object, the flying object is designed so as to be able to fly along a route set by the technique disclosed in Patent Document 1. On the other hand, when designing a flying object, it is required to protect the occupant by reducing the impact on the occupant such as the operator when the flying object lands unexpectedly. In order to protect the occupant, for example, there is means for disposing an impact absorbing material on the fuselage or disposing an airbag device on the cockpit.

  However, when these means are applied, it is a factor that increases the weight of the aircraft, and it is desirable not to provide it from the viewpoint of improving flight performance. In this regard, in the technique disclosed in Patent Document 1 described above, the flying object is designed to satisfy the flight performance, but the flying object design is not considered from the viewpoint of protecting the occupant. There was a problem.

  Therefore, an object of the present invention is to provide a flying object design method capable of designing a flying object based on both the viewpoints of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object, and the safety map used for the flying object design method. The object is to provide a generator and also a designed flying object.

  The aircraft design method according to the present invention that has solved the above problems includes a flight performance design step for designing the flight performance of the aircraft, and a flight return design that avoids a ground collision when the altitude of the aircraft is reduced. The lower limit boundary calculation step for calculating the lower limit boundary based on the flight performance of the flying object, and the ground collision state value when the flying object collides with the ground, starting from an arbitrary point in the area below the lower limit boundary, respectively. A safety map is generated by a process including a ground collision state value calculation step to calculate, and a collision safety performance calculation step to calculate the collision safety performance of the flying object based on the calculated ground collision state value, The aircraft is designed based on this.

  In the aircraft design method according to the present invention, after performing the flight performance design to satisfy the flight performance, the collision safety performance against the collision with the ground which is considered to occur when the designed flight performance is exhibited is ensured. We are designing collision safety performance for this purpose. For this reason, the flying object can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object.

  In addition, the aircraft design method according to the present invention includes a collision safety performance design step for designing the collision safety performance of the aircraft, and an upper limit boundary calculation step for calculating the upper limit boundary satisfying the collision safety performance based on the collision safety performance. And a flight performance calculation step that calculates a flight performance starting from an arbitrary point in a region above the upper limit boundary, and capable of returning to the flight by avoiding a ground collision when the altitude of the flying object decreases. A safety map is generated by a process, and a flying object is designed based on the safety map.

  In the aircraft design method according to the present invention, after performing the collision safety performance design to ensure the collision safety performance against the collision with the ground, which is considered to occur when the designed flight performance is exhibited, the flight performance is We are designing flight performance to meet this requirement. For this reason, the flying object can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object.

  Here, the flight practical range in which the flying object practically flies can be set in advance, and any point can be set to an area within the flight practical range.

  As described above, since an arbitrary point is set in a region within the practical flight range, the design of the flying object can be simplified and can be easily performed.

  Furthermore, the flight performance operating range in which the flying object can enter can be set in advance, and any point can be set to an area within the flight performance operating range.

  As described above, since an arbitrary point is set in the region within the flight performance operating range, the design of the flying object can be simplified and can be easily performed.

  Further, the aircraft design method according to the present invention sets the flight practical range in which the aircraft practically flies and the flight performance operation range in which the aircraft can enter, and designs the flight performance of the aircraft. From the performance design step, the lowest boundary calculation step that calculates the lowest boundary that can return to the flight by avoiding a ground collision when the altitude of the aircraft is lowered, and the lowest boundary Based on the ground collision state value calculation step for calculating the ground collision state value when the flying object collides with the ground, starting from an arbitrary point in the lower area, and based on the calculated ground collision state value, A collision safety performance calculation step for calculating a required collision safety performance, or a collision safety performance design step for designing a collision safety performance of an aircraft, and a collision safety based on the collision safety performance The upper limit boundary calculation step that calculates the upper limit boundary that satisfies the performance, and any point in the area above the upper limit boundary as the starting point, when the altitude of the flying object is reduced, it is possible to return to the flight by avoiding a ground collision In the flight performance calculation step for calculating the flight performance, a safety map is generated by the process of performing, and in designing the aircraft based on the safety map, any points are within the flight practical range and flight performance operation It is set to the area | region within the range, It is characterized by the above-mentioned.

  In the aircraft design method according to the present invention, after performing one of the flight performance design and the collision safety performance design, one of the flight performance design and the collision safety performance design is performed. For this reason, the flying object can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object. Arbitrary points are set in an area within the practical flight range and an area within the flight performance operating range. For this reason, the design of the flying object can be simplified and can be easily performed.

  In addition, a performance calculation step for calculating flight performance or collision safety performance at any point in the region where the flight practical range and the flight performance operation range overlap, and the calculated flight performance or collision safety performance A safety map by a process further comprising: a comparison step for comparing the reference value with a preset reference value; and a safety device additional region specifying step for specifying a region where an additional safety device is required based on the comparison result in the comparison step. It can be set as the aspect which produces | generates and designs a flying body based on a safety map.

  In this way, by specifying the area where the additional safety device is required, it is not necessary to rely on the collision safety performance, for example, only for the collision safety structure of the aircraft, so that the degree of freedom in design can be increased accordingly.

  Further, the safety map generation device according to the present invention includes a flight performance design means for designing the flight performance of the flying object, and a lower limit boundary that can return to the flight while avoiding a ground collision when the altitude of the flying object is lowered. The lowest boundary calculation means for calculating based on the flight performance of the flying object, and the ground for calculating the ground collision state value when the flying object collides with the ground, starting from any point in the area below the lower limit boundary. A safety map is generated by the collision state value calculating means and the collision safety performance calculating means for calculating the collision safety performance of the flying object based on the calculated ground collision state value.

  In the safety map generation device according to the present invention, after performing the flight performance design by the flight performance design means, the collision safety performance design for ensuring the collision safety performance is performed by the collision safety performance design means. For this reason, the flying object can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object.

  Further, the safety map generation device according to the present invention includes a collision safety performance design means for designing the collision safety performance of the flying object, and a maximum upper limit boundary calculation means for calculating a maximum upper limit boundary that satisfies the collision safety performance based on the collision safety performance. And a flight performance calculation means that calculates a flight performance starting from an arbitrary point in a region above the upper limit boundary and calculating a flight performance that can return to the flight by avoiding a ground collision when the altitude of the flying object is reduced. It is characterized by generating a map.

  In the safety map generation device according to the present invention, after performing the collision safety performance design for ensuring the collision safety performance by the collision safety performance design means, the flight performance design is performed by the flight performance design means. For this reason, the flying object can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object.

  On the other hand, a flying object according to the present invention is generated by a safety map storage unit that stores a safety map generated by a safety map generation device, a flight state detection unit that detects a flight state of the flying object, and a safety map generation device. And a display means for displaying the current flight state of the flying object detected by the flight state detection means on the safety map.

  The aircraft according to the present invention includes display means for displaying the current flight state of the aircraft detected by the flight state detection means on a safety map. For this reason, since the operator of the flying object can easily confirm the current flight state, the flying object can be easily operated according to the flight state.

  A flying object according to the present invention includes a safety map storage unit that stores a safety map generated by the safety map generation device, a flight state detection unit that detects a flight state of the flying object, and a flight state detection unit. And a flight support device that performs flight support of the flying object based on a result of referring to the detected safety state of the current flying object in the safety map stored in the safety map storage unit.

  The flying object according to the present invention provides flight support for the flying object based on the result of referring to the flight state of the flying object in the safety map. For this reason, it is possible to perform suitable control of the flying object in consideration of the safety map. Note that the flight support of the flying object includes, for example, modes of steering support and route setting of the flying object.

  Further, there is a gust occurrence probability calculating means for calculating a probability of occurrence of a gust exceeding a predetermined wind speed at each altitude of the flying region of the flying object, and a gust exceeding a predetermined wind speed at each point of the safety map stored in the safety map storage means. Flight state change calculation means for calculating the amount of change in the flight state of the aircraft when it occurred, and the lowest or upper limit boundary in the safety map based on the change amount of the flight state calculated by the flight state change calculation means Boundary movement amount calculation means for calculating a boundary movement amount that is a movement amount of the vehicle, and the flight support device uses the boundary movement amount as the lower limit boundary or the upper limit boundary in the safety map stored in the safety map storage means. The result of referring to the current flight state of the flying object detected by the flight state detection means to the boundary movement safety map moved by the boundary movement amount calculated by the calculation means Based on, it can be a manner of performing flight support of aircraft.

  Thus, by calculating the flight state change for calculating the amount of change in the flight state of the flying object when a gust exceeding the predetermined wind speed occurs at each point of the safety map stored in all the map storage means, the gust probability It is possible to perform operation control in consideration of

  Also, landing candidate location storage means for storing information on landing candidate locations at the time of emergency landing of the flying object, and the landing state of the flying object at the time of landing of the flying object at the landing candidate location is higher than a predetermined landing state And a reachable range calculating means for calculating a reachable range that is reachable in a state where the flight support device is calculated by the landing candidate location and reachable range calculating means stored in the landing candidate location storage means. Based on the reachable range, it is possible to provide a mode in which the flying support of the flying object is performed.

  As described above, the landing of the flying object is performed based on the landing candidate location stored in the landing candidate location storage unit and the reachable range calculated by the reachable range calculation unit, thereby requiring an emergency landing. It is possible to easily reach a landing candidate location where the impact on the flying object is sometimes reduced.

  According to the flying object design device, the safety map generation device, and the flying object according to the present invention, the flying object is designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object. be able to.

FIG. 1 is a diagram showing a first safety map. FIG. 2 is a perspective view showing an outline of the aircraft at the time of flight. FIG. 3 is a side view showing an outline of the aircraft during emergency landing. FIG. 4 is a graph showing the amount of energy absorbed by the aircraft. FIG. 5 is a flowchart showing a first procedure for generating a safety map. FIG. 6 is an explanatory diagram for explaining the flow until the safety map generated by the first procedure is completed. FIG. 7 is a flowchart showing another example of the first procedure for generating the safety map. FIG. 8 is a flowchart showing a second procedure for generating a safety map. FIG. 9 is an explanatory diagram illustrating a flow until the safety map generated by the second procedure is completed. FIG. 10 is a diagram showing a second safety map. FIG. 11 is a graph illustrating an example of a flight history change over time. FIG. 12 is a diagram showing a third safety map. FIG. 13 is a diagram showing a fourth safety map. FIG. 14 is a diagram showing a fifth safety map. FIG. 15A is a perspective view showing the additional yaw moment generator, and FIG. 15B is a side view of the large aircraft airbag. FIG. 16: is a block block diagram of a safety map production | generation apparatus both (a) and (b). FIG. 17 is a block diagram of an aircraft equipped with another example of the safety map generation device. FIG. 18 is a diagram illustrating an example of a display state in the display unit. FIG. 19 is a block diagram of a flying object according to the present embodiment. FIG. 22 is a graph showing a gust model indicating the probability distribution of the probability of a gust. FIG. 21 is a diagram showing a safety map that has been corrected in consideration of gusts. FIG. 22 is a plan view schematically showing a candidate for a ground emergency landing location. FIG. 23 is a side view showing the relationship between an aircraft and a candidate for a ground emergency landing location. FIG. 24 is an explanatory diagram showing an outline of an aircraft design method. FIG. 25 is an explanatory diagram showing an outline of a design method for a travelable aircraft. FIG. 26 is a diagram illustrating an example of a safety map used for a travelable aircraft.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted. For the convenience of illustration, the dimensional ratios in the drawings do not necessarily match those described.

  FIG. 1 is a diagram showing a safety map used in an aircraft design method according to the present invention. In the safety map shown in FIG. 1, the X-axis (horizontal axis) represents aircraft speed, the Y-axis (vertical axis) represents aircraft altitude, and the oblique axis (Z-axis) represents parameters such as aircraft attitude.

  In the example shown in FIG. 1, the attitude or the like of the aircraft that is the flying object of the present invention is set to “0”, and the safety map is generated with the relationship between the aircraft speed and the aircraft altitude. The aircraft is designed using this safety map. Aircraft design is performed from both aspects of flight performance design and collision safety performance design. In general, when the flight performance is increased, the collision safety performance is lowered, and when the flight safety performance is increased, the flight performance is lowered.

  The safety map is provided with a boundary line BL. The upper region with the boundary line BL as a boundary is a region (hereinafter referred to as “active region”) AS that exhibits predetermined flight performance, and flight performance design of an aircraft is performed in the active region AS. A region below the boundary line BL is a region PS that exhibits collision safety performance (hereinafter referred to as “passive region”) PS, and collision safety performance design is performed in the passive region PS. The collision safety performance design is designed for the purpose of protecting passengers when an aircraft falls and collides with the ground. The procedure for generating the boundary line BL will be described later.

  FIG. 2 is a perspective view showing an outline of the aircraft at the time of flight. As shown in FIG. 2, the aircraft 1 includes a body body 10. An engine is provided at the tip of the machine body 10, and a propeller 11 is attached to the engine. A main wing 12 is attached to the side of the body 10, and an aileron 13 and a flap 14 are provided on the main wing 12.

  Further, a horizontal tail 15 is attached to the side of the rear end of the fuselage body 10, and an elevator 16 is provided at the rear of the horizontal tail 15. Further, a vertical tail 17 is attached above the rear end of the fuselage body 10, and a ladder 18 is provided at the rear of the vertical tail 17.

  FIG. 3 is a side view showing an outline of the aircraft during emergency landing. As shown in FIG. 3, the front lower position of the airframe body 10 is configured by the airframe impact energy structure 21. Further, the lower position in the substantially central portion of the machine body 10 is constituted by an impact energy absorbing sheet structure 22.

  On the other hand, the aircraft body 10 is provided with a cabin 23, and a plurality of seats 24 are disposed inside the cabin 23. An operator and other passengers can sit on the seat 24 and can board the aircraft 1. Each seat 24 is provided with a seat belt 25, and an airbag 26 is provided in front of the seat 24.

  In designing the aircraft 1, flight performance design mainly includes engine output, main wing specifications (area, aspect ratio, airfoil, airflow angle), tail wing specifications (area, airfoil, airflow angle). Is the target. In addition, the moments of the aileron 13, the elevator 16, and the ladder 18 and the stall prevention function by the flaps are targeted.

  On the other hand, the impact safety performance design is targeted for the energy absorption capability by the airframe impact energy structure 21 and the impact energy absorption seat structure 22 and the restraint protection force of the occupant by the seat belt 25 and the airbag 26. The amount of energy absorbed by the body impact energy structure 21 and the impact energy absorbing sheet structure 22 is, for example, the numerical value shown in FIG. The upper limit of the load applied to the occupant is a numerical value on the upper limit line UL shown in FIG.

  Next, a procedure for generating a safety map according to the present embodiment will be described. FIG. 5 is a flowchart showing a first procedure for generating a safety map. When the safety map is generated in the first procedure, as shown in FIG. 5, first, the flight performance of the aircraft 1 is designed under a predetermined condition (S1). The predetermined condition for designing the flight performance of the aircraft 1 here does not include the condition for the collision safety performance. For example, the conditions for the maximum speed of the aircraft 1 and the fuel saving are determined, and this condition is satisfied. To design the flight performance.

  Next, the motion of the aircraft 1 according to the flight performance is calculated (S2). The motion of the aircraft 1 calculated here is based on all the steering conditions, with all parameters such as altitude, speed, attitude, etc. when the aircraft 1 flies at the beginning, and using the motion equation and its model. calculate. Subsequently, the lowest boundary that is the boundary line BL shown in FIG. 1 is calculated (S3). In calculating the lower limit boundary, as shown in FIG. 6A, as the steering condition calculated in step S2, an active area AS that is an area having at least one initial value of the steering condition that does not fall on the ground is calculated. To do. The other initial value ranges have no steering conditions that do not fall on the ground. In other words, the initial value ranges always fall on the ground. Then, the lowest boundary MLL obtained as the lower limit of the active region is set as the boundary line BL shown in FIG. Thus, a safety map is generated.

  When the safety map is generated, as shown in FIG. 6 (b), the altitude, speed, attitude, etc. of the aircraft 1 in the active area outside area OAS in the active area outside area OAS which is an area below the lower limit boundary MLL. As a default value, all subsequent motions of the aircraft 1 are calculated using an equation of motion and its model from any point in the out-of-active region OAS based on all subsequent steering conditions (S4). Here, the aircraft 1 always falls to the ground. The active area outside area OAS becomes the passive area PS shown in FIG.

  Subsequently, the speed and posture range that the aircraft 1 can take are calculated regarding the speed and posture when the aircraft 1 falls to the ground under the motion that the aircraft 1 can perform (S5). When the range that the aircraft 1 can take is calculated with respect to the speed and posture when the aircraft 1 falls to the ground, the aircraft 1 comes into contact with the ground when the aircraft 1 falls at the speed and posture within these ranges, thereby causing the aircraft 1 to touch the ground. Collision safety performance design that absorbs energy received from the ground is performed (S6).

  When designing the collision safety performance, an occupant protection structure is designed to reduce the energy received from the ground to an energy below the extent that the occupant can survive based on the speed and attitude range when the aircraft 1 falls. For example, the energy absorption characteristics, layout, size, and the like of the body impact energy structure 21 and the impact energy absorbing sheet structure 22 are determined.

  Thus, the collision safety performance design is performed and the process is terminated. Thus, in the aircraft design method that generated the safety map according to this procedure, after performing the flight performance design to satisfy the flight performance, the collision with the ground that is considered to occur when the designed flight performance is demonstrated. Has been designed to ensure the safety of crashes. For this reason, the aircraft 1 can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the passengers of the aircraft 1.

  In addition, the aircraft 1 can be designed by another procedure obtained by modifying the first procedure. FIG. 7 is a flowchart showing another example of the first procedure for generating the safety map. As shown in FIG. 7, in the procedure here for generating the safety map, the flight performance of the aircraft 1 is first designed according to predetermined conditions (S11), and then the flight performance is determined as in the first procedure. The motion of the corresponding aircraft 1 is calculated (S12). Subsequently, the lowest boundary MLL is calculated (S13), and a safety map is generated. Thereafter, all subsequent movements of the aircraft 1 in the out-of-active area OAS are calculated (S14). Up to this point, the procedure is the same as described above.

  Then, based on the results of calculation under all steering conditions using all parameters such as altitude, speed, and attitude of the aircraft 1 in the out-of-active area OAS as the initial values, the lowest speed at the time of a ground collision and the attitude is closest to the basic attitude Is calculated (S15). Here, the basic posture is a posture that becomes zero in the pitch, roll, and yaw directions with respect to the ground, for example.

  Then, the speed and attitude range that the aircraft 1 can take are calculated with respect to the speed and attitude at which the aircraft 1 falls to the ground under the motion with the lowest speed and the attitude closest to the basic attitude at the time of a ground collision ( S16). The calculation here is performed in the same manner as step S5 of the flowchart shown in FIG. Then, when the aircraft 1 falls at a speed and posture within these ranges, a collision safety performance design is performed to absorb the energy received from the ground by the aircraft 1 coming into contact with the ground (S17), and the process is terminated. To do.

  In this procedure, in the same way as the above procedure, after performing flight performance design to satisfy flight performance, to ensure collision safety performance against collision with the ground that is considered to occur when the designed flight performance is demonstrated. Has been designed for collision safety performance. For this reason, the aircraft 1 can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the passengers of the aircraft 1. When designing the collision safety performance, the calculation result of the motion with the lowest speed and the posture closest to the basic posture at the time of a ground collision is used. For this reason, the collision safety performance design which absorbs collision energy more suitably can be performed.

  Next, a second procedure for generating a safety map will be described. FIG. 8 is a flowchart showing a second procedure for generating a safety map. When the safety map is generated in the first procedure, as shown in FIG. 8, first, the collision safety performance design of the aircraft 1 is performed under a predetermined condition (S21). The predetermined condition for designing the collision safety performance here does not include the condition for the flight performance. For example, the conditions such as the total weight and cost of the aircraft 1, the merchantability, and the availability of materials are determined. Design collision performance to meet the conditions. In the collision safety performance design, for example, the energy absorption characteristics, layout, size, and the like of the airframe impact energy structure 21 and the impact energy absorption sheet structure 22 are determined.

  Next, the maximum upper limit boundary MUL is calculated based on the result of the collision safety performance design (S22). In calculating the upper limit boundary MUL, as shown in FIG. 9A, a passive region PS that exhibits collision safety performance is set. The passive region PS is set to a region in which the energy received by the aircraft 1 from the ground when the aircraft 1 falls can be reduced to an energy that is less than or equal to the extent that the occupant can survive. The calculated upper limit boundary MUL is defined as a boundary line BL shown in FIG. Thus, a safety map is generated.

  When the maximum upper limit boundary MUL is calculated and the safety map is generated, as shown in FIG. 9B, in the passive outer region OPS that is the region above the upper limit boundary MUL, the aircraft 1 in the passive region outer region OPS. All the subsequent motions of the aircraft 1 are calculated using the equations of motion and models thereof based on all the subsequent steering conditions, with all parameters such as altitude, speed, and attitude as initial values (S23). The passive area outside area OPS becomes an active area shown in FIG.

  Thereafter, the flight performance of the aircraft 1 is set (S24). Here, the flight performance of the aircraft 1 is designed so that the motion of the aircraft 1 can be performed in the region outside the passive region OPS. The flight performance of the aircraft 1 is designed based on engine output, main wing, and tail specifications. In this way, after setting the flight performance of the aircraft 1, the processing is terminated.

  Thus, in the design method of the aircraft 1 that has generated the safety map according to this procedure, after the collision safety performance design for ensuring the collision safety performance is performed, the aircraft 1 is requested to fly while satisfying the collision safety performance. The flight performance design that can demonstrate the flight performance that is achieved is performed. For this reason, the aircraft 1 can be designed based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the passengers of the aircraft 1.

  Next, the second aspect of the safety map will be described. FIG. 10 is a diagram showing a second safety map. As shown in FIG. 10, in the second safety map, in addition to the active area AS and the passive area PS, a practical range limited area US is set. The practical range limited region US is derived by using a flight operation manual, an equation of motion, or a model thereof, and is generated by narrowing a range that can be an initial state value. Further, a region other than the practical range restriction region US is the practical flight range of the present invention.

  The aircraft 1 takes off and landing before and after performing normal flight. For this reason, as shown in FIG. 11, the low altitude region flies at a high speed during takeoff and landing. The low altitude and high speed area where the practical range restriction area US is set is an area generated when the aircraft 1 takes off and landing. For this reason, in actual operation, the aircraft 1 in normal flight will not fly in this region.

  Therefore, in consideration of actual operation, the practical flight limit range limit is derived, and the practical range limit area US is set as an area that cannot be the initial state value. By setting the practical range restriction region US, the flight performance design and the collision safety performance design can be simplified and can be easily performed. About the setting of active area | region AS and passive area | region PS, it can be based on the procedure similar to the procedure which produces | generates a 1st safety map.

  Furthermore, the 3rd aspect of a safety map is demonstrated. FIG. 12 is a diagram showing a third safety map. As shown in FIG. 12, in the third safety map, an operation restriction area MS is set in addition to the active area AS and the passive area PS. The low altitude and high speed area below the boundary line BL where the operation restriction area MS is set is an area that is not operated in normal flight, for example, only when performing acrobatics. For this reason, it is a region that is not taken into consideration when designing the flight performance, and the aircraft 1 performing normal flight does not fly in this region. Further, an area other than the operation restriction area MS is the flight performance operation range of the present invention.

  Accordingly, the flight operation range restriction is derived, and the operation restriction area MS is set as an area that cannot be the initial state value. By setting the operation restriction area MS, the flight performance design and the collision safety performance design can be simplified and can be easily performed. About the setting of active area | region AS and passive area | region PS, it can be based on the procedure similar to the procedure which produces | generates a 1st safety map.

  Subsequently, a fourth aspect of the safety map will be described. FIG. 13 is a diagram showing a fourth safety map. As shown in FIG. 13, in addition to the active area AS and the passive area PS, the practical area restriction area US in the second safety map and the operation restriction area MS in the third safety map are set in the fourth safety map. Has been.

  As described when generating the second safety map and the third safety map, when the aircraft 1 flies, a practical range restriction region US and an operation restriction region MS where the aircraft 1 does not fly are generated. Therefore, in consideration of actual operation, the practical flight limit range restriction and the flight operation range limit are derived, and the practical range restriction area US and the operation restriction area MS are set as areas that cannot be the initial state values. By setting the practical range restriction region US, the flight performance design and the collision safety performance design can be simplified and can be easily performed. About the setting of active area | region AS and passive area | region PS, it can be based on the procedure similar to the procedure which produces | generates a 1st safety map.

  Furthermore, the 5th aspect of a safety map is demonstrated. FIG. 14 is a diagram showing a fifth safety map. As shown in FIG. 14, in the fifth safety map, in the same way as the fourth safety map shown in FIG. 13, in addition to the active area AS and the passive area PS, the practical range limited area US and the second safety map An operation restriction area MS in the third safety map is set. Further, a pre-crash region CS is set in the fifth safety map.

  In the aircraft 1, even if it is below the boundary line BL, if the collision safety performance is secured by the airframe impact energy structure 21 or the impact energy absorbing sheet structure 22, the structure becomes complicated and the cost increases. May be low. In particular, the tendency becomes remarkable in a region where the speed is low and the altitude is higher below the boundary line BL.

  In consideration of this point, the pre-crash region CS is set in a region where the altitude is lower than the boundary line BL at a low speed, and the collision safety performance is ensured. An additional device is used to design the collision safety performance in the pre-crash region CS. As the additional device used here, an instantaneous additional wing structure 30 serving as an instantaneous yaw moment generating device shown in FIG. 15A, a large aircraft airbag 31 shown in FIG. 15B, or the like can be used. Among these, the instantaneous additional blade structure 30 generates momentum with explosives or compressed gas.

  In this way, by setting the pre-crash region CS, the flight performance design and the collision safety performance design can be simplified and can be easily performed. About the setting of active area | region AS and passive area | region PS, it can be based on the procedure similar to the procedure which produces | generates a 1st safety map. As described above, by using the additional device, it is not necessary to ensure the collision safety performance only by the airframe impact energy structure 21 and the impact energy absorbing sheet structure 22. Accordingly, the degree of freedom in designing the collision safety performance can be increased accordingly.

  Next, a safety map creation device according to the present invention will be described. FIGS. 16A and 16B are block configuration diagrams of the safety map generation device according to the present invention. A safety map generation device 4 shown in FIG. 16A generates a safety map in the first procedure, and a safety map generation device 5 shown in FIG. 16B generates a safety map in the second procedure. Is to be generated.

  As shown in FIG. 16 (a), required safety performance input means 41 is connected to the safety map generation device 4. The required flight performance input means 41 is a device that allows a person who generates a safety map such as an operator or the like to input the flight performance required for the aircraft 1. The safety map generation device 4 includes a flight performance design unit 42, a boundary line calculation unit 43, and a required collision safety performance calculation unit 44.

  The flight performance design unit 42 designs the flight performance of the aircraft 1 based on the requested flight performance input from the requested flight performance input means 41. Further, the boundary line calculation unit 43 calculates the lowest limit boundary MLL that becomes the boundary line BL shown in FIG. 1 based on the flight performance calculated by the flight performance design unit 42. The required collision safety performance calculation unit 44 calculates the collision safety performance that ensures the collision safety when the aircraft 1 falls from a position below the lower limit boundary MLL. The safety map generator 4 calculates the safety map shown in FIG.

  Further, as shown in FIG. 16 (b), a required collision safety performance input means 51 is connected to the safety map generation device 5. The required collision safety performance input means 51 is a device that allows a person who generates a safety map such as an operator or the like to input the flight performance required for the aircraft 1. The safety map generation device 5 includes a collision safety performance design unit 52, a boundary line calculation unit 53, and a required flight performance calculation unit 55.

  The collision safety performance design unit 52 designs the collision safety performance of the aircraft 1 based on the required collision safety performance input from the required collision safety performance input means 51. Further, the boundary line calculation unit 53 calculates the maximum upper limit boundary MUL that becomes the boundary line BL shown in FIG. 1 based on the collision safety performance calculated by the collision safety performance design unit 52. The required flight performance calculation unit 55 calculates the flight performance of the aircraft 1 so that the aircraft 1 can move at a position above the upper limit boundary MUL. The safety map generator 5 calculates the safety map shown in FIG.

  In addition, the safety map generation device may be a device that generates a safety map in accordance with actual flight of an aircraft without using such an operator input. Examples thereof will be described below. An example of an aircraft equipped with this safety map generation device will also be described. FIG. 17 is a block diagram of an aircraft equipped with another example of the safety map generation device. The safety map generation device 6 according to the present embodiment is mounted on the aircraft 1.

  As shown in FIG. 17, an altitude sensor 61, a speed sensor 62, a body posture sensor 63, and a disturbance acquisition unit 64 are connected to the safety map generation device 6 according to the present embodiment. The safety map generator 6 is connected to display means 65 for displaying the generated safety map. The safety map generation device 6 includes a required flight performance calculation unit and a boundary line calculation unit similar to the safety map generation device 4 shown in FIG.

  The altitude sensor 61 is attached to the body of the aircraft 1. The altitude sensor 61 detects the aircraft altitude, which is the altitude of the aircraft, and transmits the detected aircraft altitude to the safety map generation device 6. The speed sensor 62 is attached to the body of the aircraft 1. The speed sensor 62 detects the aircraft speed, which is the speed of the aircraft, and transmits the detected aircraft speed to the safety map generation device 6. The body posture sensor 63 includes a gyro sensor attached to the body of the aircraft 1. The aircraft attitude sensor 63 detects the aircraft attitude, which is the attitude of the aircraft 1, and transmits the detected aircraft attitude to the safety map generation device 6.

  The disturbance acquisition means 64 includes an ATIS (Automatic Terminal Information Service) receiver and acquires wind direction, wind speed, weather condition, cloud type, and other disturbance information by air-air transmission from a control tower at an airport. The disturbance acquisition unit 64 transmits the acquired disturbance information to the safety map generation device 6.

  In the safety map generation device 6, a safety map is generated based on the aircraft altitude transmitted from the altitude sensor 61, the aircraft velocity transmitted from the speed sensor 62, and the aircraft attitude transmitted from the aircraft attitude sensor 63. The safety map generation procedure is performed in the same manner as the flowchart shown in FIG. In addition, the safety map generation device 6 generates safety maps for a plurality of aircraft postures. The safety map generation device 6 transmits the generated safety map to the display unit 65.

  The display means 65 includes a monitor capable of displaying the safety map generated by the safety map generation device 6. The display unit 65 displays the safety map transmitted from the safety map generation device 6. Here, as shown in FIG. 18, the safety map generation device 6 transmits a speed-altitude two-dimensional safety map corresponding to the body posture transmitted from the body posture sensor 63 to the display unit 65.

  In addition to the safety map, the safety map generation device 6 transmits the aircraft altitude transmitted from the altitude sensor 61 and the aircraft speed transmitted from the speed sensor 62 to the display unit 65. The display means 65 displays an altitude-position point P indicating the current altitude and speed position on the safety map.

  As described above, in the safety map generation device 6 according to the present example, while the aircraft 1 is flying, information such as the aircraft altitude, the aircraft speed, and the aircraft attitude is acquired, and the safety map is generated using these information. doing. For this reason, since a safety map can be generated without input by an operator or the like, the safety map can be easily generated.

  Furthermore, in the aircraft 1 according to this example, a safety map can be generated and flight control based on the generated safety map can be performed. Examples thereof will be described below. FIG. 19 is a block diagram of a flying object according to the present embodiment. As shown in FIG. 19, the flying body in this embodiment includes an aircraft control device 7. As with the safety map generation device 5 shown in FIG. 17, an altitude sensor 61, a speed sensor 62, a body posture sensor 63, and a disturbance acquisition unit 64 are connected to the aircraft control device 7. The aircraft control device 7 is connected with a display means 65.

  The aircraft control device 7 further includes a flight state acquisition unit 71, a safety map storage unit 72, a flight control amount calculation unit 73, and a display control unit 74. The flight state acquisition unit 71 calculates and acquires the flight state of the aircraft 1 based on each information transmitted from the altitude sensor 61, the speed sensor 62, the airframe attitude sensor 63, and the disturbance acquisition unit 64. The flight state acquisition unit 71 outputs the acquired flight state to the flight control amount calculation unit 73.

  The safety map storage unit 72 stores a safety map generated by any one of the safety map generation devices described above. The safety map storage unit 72 outputs the stored safety map to the flight control amount calculation unit 73 in response to reading from the flight control amount calculation unit 73.

  The flight control amount calculation unit 73 calculates a flight control amount for flight control of the aircraft 1 based on the flight state output from the flight state acquisition unit 71 and the safety map read from the safety map storage unit 72. The flight control amount calculation unit 73 controls each device of the airframe shown in FIGS. 2, 3, and 15 based on the calculated flight control amount. Further, the flight control amount calculation unit 73 outputs the calculated flight amount together with the flight state and the safety map to the display control unit 74.

  The display control unit 74 determines the display content of the display unit 65 based on the flight control amount, the flight state, and the safety map output from the flight control amount calculation unit 73. Here, as the display contents, a safety map, a state of the aircraft, a notification or a warning that flight control is performed, and the like are determined. The display control unit 74 transmits a display signal to the display unit 65 based on the determined display content, and performs display control of the display unit 65.

  In the aircraft control apparatus 7 according to the present embodiment, the current current position and flight state of the aircraft 1 are acquired based on the information transmitted from the altitude sensor 61, the speed sensor 62, and the aircraft attitude sensor 63, and the aircraft control apparatus 7 is safe. By referring to the map, the position of the aircraft 1 on the safety map is grasped. Here, in the flight control amount calculation unit 73, when the position of the aircraft 1 is in the active area AS on the safety map, the flight control amount calculation unit 73 performs control that is active operation to ensure a safe flight state. Further, the display control unit 74 causes the display unit 65 to display that effect.

  On the other hand, when the position of the aircraft is below the boundary line BL, the flight control amount calculation unit 73 determines that it corresponds to the pre-crash when the position of the aircraft 1 on the safety map is in the pre-crash region CS, and the impact is calculated. Control for pre-crash operation is performed so that the aircraft 1 is guided to a ground collision state with a small ground level. In addition, when an additional device is required, control for pre-crash operation such as preparation of the additional device is performed. Further, the display control unit 74 displays on the display means 65 that these are performed. In this way, operation control of the aircraft can also be performed.

  Furthermore, it can be set as the aspect which replaces with the safety map memory | storage part 72, and mounts the safety map production | generation apparatus shown in FIG. 16, FIG. In this case, control based on the safety map generated by the safety map generation device is performed. Further, the flight control amount calculation unit 73 sets and sets the route through which the aircraft 1 passes instead of or in parallel with the control of each device of the airframe shown in FIGS. 2, 3, and 15. The route may be output to the display control unit 74. In this case, the display control unit 74 performs control to display the output route on the display unit 65.

  As described above, in the aircraft 1 according to the present embodiment, the aircraft control device 7 acquires the flight state, and controls the aircraft 1 with reference to the acquired flight state in the safety map. For this reason, since the aircraft 1 can be controlled according to the type of the safety map, the aircraft 1 can be suitably controlled.

  On the other hand, when the aircraft 1 is actually in a flight state, if there is a disturbance such as a gust, the flight performance also changes, and it is required to correct the safety map. The safety map can be corrected in consideration of such a gust of wind. When considering the gust, for example, the gust speed and probability at each altitude can be grasped using the gust model shown in FIG. In such an example, in the above safety map, a change in state value before and after a gust is calculated using an equation of motion or a model. The safety map M shown in FIG. 21 includes speed-altitude two-dimensional safety maps M1 to M5 generated for each body posture. The two-dimensional map may be one or two or more.

  Then, as shown in FIG. 21, the state value after the gust is used as a base safety map, and the state value before the gust is enveloped on the safety map. This state value can be summarized by probability theory. The boundary line BL, the active area AS, the passive area PS, and the pre-crash area CS after the gust are expressed. In the example shown in FIG. 21, the state after gust is shown by a broken line in the case of σ = 3. When there is a high possibility of a gust of wind, the boundary line BL is moved upward so that the passive area PS becomes wider and the active area AS becomes narrower. Then, when the aircraft 1 is in a flight state, operation control in consideration of the gust probability can be performed by generating a safety map in consideration of such a gust.

  Further, although the change in flight characteristics is small depending on the flight location of the aircraft 1, the magnitude of the impact applied to the aircraft 1 when landing unexpectedly varies. For example, as shown in FIG. 22, it is assumed that there are a rocky place G, a forest W, a residential area J, and a flat land H as the emergency landing candidates of the aircraft 1. In this case, the impact on the aircraft 1 at the time of emergency landing is that the flat ground H is the smallest and the rocky place G is large. Moreover, it is necessary to avoid an emergency landing in the residential area J.

  In the aircraft 1, the disturbance acquisition means 54 grasps the position of the aircraft 1 and monitors the terrain information during the flight. At each point of the safety map, the aircraft 1 is in a state where it can be shock-absorbed by the airframe impact energy structure 21 and the impact energy absorbing sheet structure 22 when the aircraft 1 landed unexpectedly. Etc., and the reachable range information is stored. On the other hand, as shown in FIG. 23, the aircraft 1 sets a plurality of ground emergency landing candidates that are candidates for the ground emergency landing location as candidates for places where the aircraft 1 can make emergency landings. Store in the landing candidate database.

  Based on the ground collision location candidate database, the initial state value that can reach the ground emergency landing candidate from the reachable range on the safety map is calculated backward in real time at the time of flight operation, and only the result is active. It is possible to generate a safety map in which margins are given to areas and pre-crash areas. Furthermore, by using this safety map, it is possible to easily reach the landing candidate location where the impact on the aircraft is reduced when the emergency landing is necessary.

  Furthermore, a procedure for designing an aircraft using the safety map generated by the safety map generation device will be described. FIG. 24 is an explanatory diagram showing an outline of an aircraft design method. As shown in FIG. 24, the aircraft design process includes a security ensuring process, a safety achievement means determining process, a flight specification design process, and a collision safety performance design process.

  In designing an aircraft, first, in the security ensuring process, a safety map is generated using the safety map generation device. Once the safety map is generated, the flight performance and the aircraft collision safety performance are designed. Here, there are innumerable solutions between the flight performance and the collision safety performance. In the safety achievement means determination step, an aircraft including the safety achievement means is designed using an evaluation function for a combination of the flight performance and the collision safety performance. As an evaluation function here, the weight of a fuselage, a manufacturing cost, and other merchantability can be illustrated.

  Then, the flight performance and the collision safety performance are determined as a combination of the flight performance and the collision safety performance whichever has the highest evaluation result using the evaluation function or the higher evaluation result. Based on the flight performance thus determined, flight performance specifications are determined in the flight performance design process, and the safety performance of the aircraft is determined in the collision safety performance design process. Flight performance specifications include engine output, main wing and tail wing sizes, and collision safety performance structures include airframe impact energy structure and impact energy absorbing sheet structure.

  In this way, by designing the flight performance specifications and collision safety performance structure using the safety map, the aircraft can be designed so that the flight performance specifications and the collision safety performance structure that have conflicting relations can be easily compatible. be able to.

  In addition, an aircraft having a traveling performance such as hovercraft (hereinafter referred to as “runnable aircraft”) can be designed as a flying object. FIG. 25 is an explanatory diagram showing an outline of a design method for a travelable aircraft. As shown in FIG. 25, the design process of a travelable aircraft includes a safety ensuring process, a safety achievement means determination process, a flight specification design process, and a collision safety performance design process, as well as an automobile regulation ensuring process.

  In designing a travelable aircraft, first, in the security ensuring process, a safety map is generated using the safety map generation device. However, as a safety map, it is conceivable that a travelable aircraft travels on the ground. Therefore, as shown in FIG. 26, a vehicle traveling pre-crash region XS is set as the safety map. For the vehicle traveling pre-crash region XS, collision safety performance is ensured by an airbag or the like in the cockpit.

  Furthermore, conditions for securing automobile regulations are set in the automobile regulations securing process. Once the safety map is generated and the conditions for securing the automobile regulations are set, the flight performance and the aircraft crash safety performance are designed. At this time, an area that does not satisfy the conditions for securing automobile regulations is excluded from the safety map. As with aircraft design, there are countless solutions for flight performance and collision safety performance. In the safety achievement means determination step, an aircraft including the safety achievement means is designed using an evaluation function for a combination of the flight performance and the collision safety performance. As an evaluation function here, the weight of a fuselage, a manufacturing cost, and other merchantability can be illustrated. However, there is a solution for an evaluation function unique to a travelable aircraft. For example, it is a solution that assumes a posture that makes a forward collision at the time of a ground collision.

  Then, the flight performance and the collision safety performance are determined as a combination of the flight performance and the collision safety performance whichever has the highest evaluation result using the evaluation function or the higher evaluation result. Based on the flight performance thus determined, flight performance specifications are determined in the flight performance design process, and the safety performance of the aircraft is determined in the collision safety performance design process. Flight performance specifications include engine output, main wing and tail wing sizes, and collision safety performance structures include airframe impact energy structure and impact energy absorbing sheet structure.

  In this way, by designing the flight performance specifications and collision safety performance structure using the safety map, the aircraft can be designed so that the flight performance specifications and the collision safety performance structure that have conflicting relations can be easily compatible. be able to.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, there is an example in which a safety map with the posture or the like set to “0” is generated. However, for these examples, a safety map in which a plurality of postures or the like are set is set. You can also.

  The present invention relates to a flying object design method capable of designing a flying object based on both the viewpoint of satisfying the flight performance and the viewpoint of protecting the occupant of the flying object, and a safety map generation device used therefor, Can be used for engineered aircraft.

  DESCRIPTION OF SYMBOLS 1 ... Aircraft, 4-6 ... Safety map production | generation apparatus, 7 ... Aircraft control apparatus, 10 ... Airframe main body, 11 ... Propeller, 12 ... Main wing, 13 ... Aileron, 14 ... Flap, 15 ... Horizontal tail, 16 ... Elevator, 17 ... Vertical tail, 18 ... Ladder, 21 ... Airframe impact energy structure, 22 ... Impact energy absorbing sheet structure, 30 ... Momentary additional airfoil structure, 31 ... Large airframe airbag for aircraft, AS ... Active area, BL ... Boundary line, CS ... Pre-crash area, M ... Safety map, MS ... Operation restricted area, PS ... Passive area, US ... Practical range restricted area, XS ... Pre-crash area for vehicle travel.

Claims (12)

A flight performance design step to design the flight performance of the aircraft;
A lower limit boundary calculating step for calculating a lower limit boundary based on the flight performance of the flying object that avoids a ground collision when the altitude of the flying object is reduced and can return to flight;
A ground collision state value calculating step for calculating a ground collision state value when the flying object collides with the ground, starting from an arbitrary point in a region below the lowest boundary;
A collision safety performance calculating step for calculating a collision safety performance of the flying object based on the calculated ground collision state value;
A safety map is generated by a process including
A flying object design method, wherein the flying object is designed based on the safety map. A collision safety performance design step for designing the crash safety performance of the aircraft;
A maximum boundary calculation step for calculating a maximum boundary that satisfies the collision safety performance based on the collision safety performance; and
A flight performance calculation step for calculating a flight performance starting from an arbitrary point in a region above the upper limit boundary, and capable of returning to the flight while avoiding a ground collision when the altitude of the flying object is reduced,
A safety map is generated by a process including
A flying object design method, wherein the flying object is designed based on the safety map. Preliminarily set a flight practical range where the flying object practically flies,
The aircraft design method according to claim 1, wherein the arbitrary point is set in an area within the practical flight range. Preliminarily set the flight performance operating range where the flying object can enter,
The aircraft design method according to claim 1, wherein the arbitrary point is set in a region within the flight performance operating range. Preliminarily set a flight practical range where the flying object practically flies and a flight performance operation range where the flying object can enter,
A flight performance design step to design the flight performance of the aircraft;
A lower limit boundary calculating step for calculating a lower limit boundary based on the flight performance of the flying object that avoids a ground collision when the altitude of the flying object is reduced and can return to flight;
A ground collision state value calculating step for calculating a ground collision state value when the flying object collides with the ground, starting from an arbitrary point in a region below the lowest boundary;
Performing a collision safety performance calculation step for calculating a collision safety performance required for the flying object based on the calculated ground collision state value;
Or
A collision safety performance design step for designing the crash safety performance of the aircraft;
A maximum boundary calculation step for calculating a maximum boundary that satisfies the collision safety performance based on the collision safety performance; and
A flight performance calculation step of calculating a flight performance starting from an arbitrary point in a region above the upper limit boundary and calculating a flight performance that can return to the flight by avoiding a ground collision when the altitude of the flying object is reduced. A safety map is generated according to the process,
In designing the aircraft based on the safety map,
The said arbitrary point is set to the area | region within the said flight practical use range, and the area | region within the said flight performance operation range, The aircraft design method characterized by the above-mentioned. A performance calculation step for calculating flight performance or collision safety performance for any point in a region where the region within the flight practical range and the region within the flight performance operation range overlap;
A comparison step for comparing the calculated flight performance or collision safety performance with a preset reference value;
Based on the comparison result in the comparison step, a safety device additional region specifying step for specifying a region where an additional safety device is required;
A safety map is generated by a process further including
The aircraft design method according to claim 5, wherein the aircraft is designed based on the safety map. Flight performance design means for designing the flight performance of the aircraft;
A lower-limit boundary calculation means for calculating a lower-limit boundary that avoids a ground collision when the altitude of the flying object is reduced and can return to flight based on the flight performance of the flying object;
A ground collision state value calculation means for calculating a ground collision state value when the flying object collides with the ground, starting from an arbitrary point in a region below the lower limit boundary;
A collision safety performance calculating means for calculating a collision safety performance of the flying object based on the calculated ground collision state value;
A safety map generating device, characterized by generating a safety map. Collision safety performance design means for designing the crash safety performance of the aircraft,
Upper limit boundary calculating means for calculating the upper limit boundary satisfying the collision safety performance based on the collision safety performance;
Flight performance calculation means for calculating a flight performance starting from an arbitrary point in the region above the upper limit boundary, and capable of returning to the flight while avoiding a ground collision when the altitude of the flying object is reduced,
A safety map generating device, characterized by generating a safety map. Safety map storage means for storing a safety map generated by the safety map generation device according to claim 7 or 8,
Flight state detection means for detecting the flight state of the aircraft,
Display means for displaying a safety map generated by the safety map generation device and displaying a current flight state of the flying object detected by a flight state detection means on the safety map;
A vehicle characterized by comprising: Safety map storage means for storing a safety map generated by the safety map generation device according to claim 7 or 8,
Flight state detection means for detecting the flight state of the aircraft,
A flight support device for supporting the flight of the flying object based on a result of referring to a safety map stored in the safety map storage unit for a current flight state of the flying object detected by the flight state detecting unit;
A vehicle characterized by comprising: A gust occurrence probability calculating means for calculating a probability of occurrence of a gust exceeding a predetermined wind speed at each altitude of the flying region of the flying object;
Flight state change calculating means for calculating a change amount of the flight state of the flying object when a gust exceeding the predetermined wind speed occurs at each point of the safety map stored in the safety map storage means;
Boundary movement amount calculation means for calculating a boundary movement amount that is a movement amount of the lowest boundary or the highest boundary in the safety map based on the variation amount of the flight state calculated by the flight state change calculation means; Prepared,
The flight support apparatus includes the boundary movement safety map in which the lower limit boundary or the upper limit boundary in the safety map stored in the safety map storage unit is moved by the boundary movement amount calculated by the boundary movement amount calculation unit. The flying object according to claim 10, wherein the flying object is supported by a flight based on a result of referring to a current flight state of the flying object detected by a flight state detecting unit. Landing candidate location storage means for storing information on landing candidate locations at the time of emergency landing of the flying object;
Reachable range calculating means for calculating a reachable range that can be reached in a state where the landing state of the flying object at the landing candidate location is landing higher than a predetermined landing state when the flying object has landed unexpectedly; Prepared,
11. The flight support apparatus according to claim 10, wherein the flight support device performs flight support of the flying object based on the landing candidate location stored in the landing candidate location storage means and the reachable range calculated by the reachable range calculation means. Item 12. The flying object according to Item 11.

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