KR102577562B1 - Flying apparatus and flying method for urban air mobility - Google Patents

Abstract

The present invention uses an environment detection unit to detect environmental conditions for each of a plurality of airspaces within a flight area, a route determination unit to determine the risk of a designated route based on the detected environmental status, and the results determined by the route determination unit. A flight device and a flight method that can provide a safe flight path are presented as a flight device including a path supplementary unit that complements the designated path, and a flight method applied thereto.

Description

Flying device and flying method for urban air mobility {FLYING APPARATUS AND FLYING METHOD FOR URBAN AIR MOBILITY}

The present invention relates to a flying device and a flying method, and more specifically, to a flying device and a flying method that can provide a safe flight path.

Urban Air Mobility is a three-dimensional urban air transportation system that connects ground and air, and is a next-generation transportation system that can supplement or replace the existing ground transportation system provided in urban areas. Urban air mobility can quickly transport people and cargo by operating a personal aircraft capable of vertical takeoff and landing over the city, as an air taxi.

However, in order for urban air mobility to become a next-generation urban transportation system, safe flights of private aircraft must be guaranteed. At this time, in order to ensure safe flight of private aircraft, a control system, control center, control system, controller, control center, etc. suitable for the urban environment must be established, and a safe flight path according to the established control system, control center, control system, controller, control center, etc. must be provided.

However, personal aircraft used in urban air mobility are structured to fly using rotors to enable vertical takeoff and landing, and are operated at relatively low altitudes compared to regular passenger aircraft, so they are easily affected by the complex atmospheric environment above urban areas. In other words, at altitudes where private aircraft are operated, various weather phenomena such as gusts, turbulence, clouds, and precipitation may occur frequently and irregularly overlapping. Additionally, at the altitude where a private aircraft is operated, the range of changes in temperature, wind speed, and wind direction depending on time, location, altitude, etc. can be quite large. Therefore, it is difficult to provide safe flight paths for private aircraft.

In other words, when a private aircraft is provided with a designated flight path and flies along the provided flight path, it may not be able to generate sufficient lift due to the influence of the complex atmospheric environment above the city center. As a result, safety issues may arise.

Moreover, the complex atmospheric environment above the city can change rapidly locally due to the influence of uneven and complex urban topography and local weather changes above the city. As a result, it is more difficult to provide safe flight paths for private aircraft.

In other words, while a private aircraft is provided with a designated flight path and flies along the provided flight path, the atmospheric environment above the city center may change rapidly at one point on the flight path depending on the weather above the city center. Accordingly, private aircraft may be affected by the rapidly changing atmospheric environment above urban areas and may not be able to generate sufficient lift. As a result, safety issues may arise.

Therefore, considering the complex atmospheric environment over the city, it is necessary to perform safety work, such as a test flight, before creating the first flight path and use the results to create the first flight path, and even after providing the first flight path to the private aircraft, There is a need to verify and supplement the initial flight path by tracking changes in the complex atmospheric environment above.

However, there is a risk that safety issues will arise when urban air mobility becomes widespread, as a system that can monitor the complex air environment above urban areas to create, verify, and supplement safety equipment and safe flight routes has not yet been established.

The technology behind the present invention is published in the following patent documents.

KR 10-2323935 B1

The present invention provides a flight device and flight method that can provide a safe flight path.

A flight device according to an embodiment of the present invention is a flight device for urban air mobility, and includes an environment detection unit for detecting environmental conditions for each of a plurality of airspaces within a flight area; It includes a designated flight path generator for generating an initial flight path based on the detected environmental state.

and a test flight unit for test-flying a selected airspace among the plurality of airspaces, wherein the designated flight path creation unit may reflect the test results of the test flight unit on the sensed environmental state to generate an initial flight path.

A flight device according to an embodiment of the present invention is a flight device for urban air mobility, and includes an environment detection unit for detecting environmental conditions for each of a plurality of airspaces within a flight area; a path determination unit for determining the risk of a designated path based on the detected environmental state; and a path supplementation unit that supplements the designated route using the result determined by the route determination unit.

a flight unit for flying along the designated route created to include some of the plurality of airspaces; a weather acquisition unit for acquiring weather information of the flight area; A designated flight path generator for generating an initial flight path as the designated route based on the weather information of the flight area, wherein the path determination unit generates the acquired weather at a later time than the time when the initial flight path is created. Information and the sensed environmental conditions can be used to determine the risk of the designated route.

an airspace transceiver for transmitting the sensed environmental state to the route determination unit; a control transceiver unit for receiving the sensed environmental state and transmitting it to the route determination unit, and receiving a supplemented route and transmitting it to the flight unit; a flight transceiver unit for receiving the supplemented route and transmitting it to the flight unit; It may include an alarm unit for providing risk warning information according to the determination result of the path determination unit.

The environment detection unit and the airspace transceiver are disposed in each of the plurality of airspaces to maintain a position and altitude, and the flight transceiver is installed in the flight unit and moves along the designated route together with the flight unit, and the weather The acquisition unit, the control transceiver unit, the route determination unit, and the route supplementation unit may be installed in the control center, and the alarm unit may be installed in the flight unit and the control center, respectively.

The flight unit may include at least one aircraft flying independently, or may include a plurality of aircraft flying in a group.

The environment detection unit includes a sensor including at least one of a temperature sensor, a humidity sensor, a density sensor, a camera sensor, a radar sensor, a LiDAR sensor, a laser sensor, and an infrared sensor; It may include a payload on which the sensor is mounted.

The payload may be configured to fly or levitate, or to be attached to a building or structure.

The environment detection unit may include a controller installed on the payload to adjust the angle and position of the sensor.

The weather acquisition unit includes a receiver configured to receive at least one selected from wind speed, wind direction, precipitation, snow cover, cloud cover, temperature, solar radiation, and atmospheric pressure in the flight area as weather information; It may include a server for storing received weather information and inputting the stored weather information to the control transceiver.

A flight method according to an embodiment of the present invention is a method of flying an aircraft for urban air mobility, comprising: detecting environmental conditions for each of a plurality of airspaces within a flight zone; It includes a process of generating an initial flight path based on the detected environmental state.

Before the process of generating the initial flight path, a test flight is performed in an airspace selected from among the plurality of airspaces and a test flight result is generated, wherein the process of generating the initial flight path includes the sensed environmental condition. It may include a process of reflecting the test flight results and generating an initial flight path based on the environmental state in which the test flight results are reflected.

A flight method according to an embodiment of the present invention is a method of flying an aircraft for urban air mobility, comprising: detecting environmental conditions for each of a plurality of airspaces within a flight zone; The process of determining whether a designated path is dangerous based on detected environmental conditions; It includes a process of supplementing the designated path using the result of determining the risk.

A process of flying an aircraft along the designated route created to include some of the plurality of airspaces; and a process of acquiring weather information of the flight area; and determining whether the designated route is dangerous. may include a process of determining the risk of the designated route using the sensed environmental state and acquired weather information.

The process of flying an aircraft along the designated path may include a process of flying at least one aircraft independently.

The process of flying the aircraft along the designated path may include grouping a plurality of aircraft and leading the group flight with a lead aircraft among the plurality of aircraft.

The process of detecting the environmental state may include detecting a plurality of types of environmental conditions in the atmosphere for each of the plurality of airspaces.

The process of detecting a plurality of types of environmental conditions of the atmosphere may include detecting the temperature, humidity, and density of the atmosphere as environmental conditions.

The process of detecting the environmental state may include a process of detecting obstacle information about an obstacle existing within a safe radius to ensure flight safety of the aircraft.

The process of detecting the obstacle information may include detecting the number, type, location, and size of obstacles existing within the safety radius.

The process of acquiring the weather information may include acquiring at least one selected from wind speed, wind direction, precipitation, snow cover, cloud cover, temperature, solar radiation, and atmospheric pressure in the flight area as weather information.

The process of determining the risk of the designated route includes comparing the environmental conditions detected in the airspaces within the designated route among the detected environmental conditions with preset environmental conditions to determine whether the airspaces within the designated route are environmentally unstable. procedure; It may include a process of setting airspace within the designated route as a risk area or a safe area according to the obtained weather information and a result of determining whether the environment is unstable.

The process of determining whether the environment of the airspace within the designated route is unstable includes: determining that the environment of the airspace within the designated route is stable when the environmental state detected for each airspace within the designated route is included in the set environmental condition; and if the environmental condition detected in at least one airspace among the environmental conditions detected for each airspace within the designated route deviates from the set environmental condition, determining that the environment in the corresponding airspace is unstable.

The process of setting the airspace within the designated route as a risk area or a safe area determines that the weather in the flight area is unstable from the obtained weather information and that the environment of at least one of the airspaces within the designated route is unstable. If determined, the process of setting the relevant airspace as a risk area; If the weather in the flight area is determined to be stable based on the obtained weather information, or if the environment of the airspace within the designated route is determined to be stable, the method may include setting the airspace within the designated route as a safe area.

The process of determining the risk of the designated path includes extracting obstacle information from the detected environmental state; It may include a process of setting airspace within the designated route as a risk area or a safe area according to the extracted obstacle information.

The process of supplementing the designated route is to determine the risk of the designated route, so that the aircraft avoids the airspace set as a risk area among the airspaces within the designated route, and the surrounding area adjacent to the airspace set as the risk area. It may include a process of creating an avoidance route or a new route by utilizing airspace.

The process of creating the avoidance route or a new route includes comparing environmental conditions detected in the airspace set as the risk area and neighboring airspaces with preset environmental conditions to determine whether the surrounding airspaces are unstable; It may include selecting at least one surrounding airspace whose environment is judged to be stable among the neighboring surrounding airspaces, and utilizing the selected surrounding airspace as an avoidance route or a new route.

After the process of supplementing the designated path, a process of flying the aircraft along the supplemented path may be included.

According to an embodiment of the present invention, environmental conditions can be detected for each of a plurality of airspaces within a flight area in real time, and the risk of a designated route can be accurately determined using the detection results. At this time, weather information of the flight area can be obtained and the risk of the designated route can be efficiently determined by using the acquired weather information.

Additionally, the designated route can be supplemented using the results of determining the risk of the route. At this time, the safety of the supplemented route can be secured using the environmental conditions detected for each of the plurality of airspaces. By reflecting the results of determining the risk of the route in this way, the flight department can supplement the designated route in real time while, for example, a private airplane is flying along a designated route within the flight area, and supplement it using the environmental conditions detected in real time. The safety of the route can be ensured. Accordingly, a safe route can be provided and the flight unit can be prevented from entering the dangerous area in advance.

In addition, according to an embodiment of the present invention, an initial flight path can be generated using the detection result, and the generated initial flight path can be determined as the designated path of the aircraft. In other words, by creating a designated path by reflecting the detection results, a safe path can be created based on the creation time of the designated path. In other words, before the flight unit flies, a safe route within the flight area can be created based on that point in time and designated as the flight unit flight path.

Figure 1 is a conceptual diagram showing urban air mobility to which a flight device according to an embodiment of the present invention is applied.
Figure 2 is a block diagram of a flight device according to an embodiment of the present invention.
Figure 3 is a flowchart of a flight method according to an embodiment of the present invention.
Figure 4 is a conceptual diagram illustrating how to supplement a designated path according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings. However, the present invention is not limited to the embodiments disclosed below, and will be implemented in various different forms. Only the embodiments of the present invention are provided to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention. The drawings may be exaggerated to explain embodiments of the present invention, and like symbols in the drawings refer to like elements.

The present invention relates to a flying device and a flying method. Hereinafter, an embodiment will be described in detail by illustrating a case where the flying device and flying method are applied to urban air mobility.

Of course, the flying device and flying method according to embodiments of the present invention can be applied to various transportation systems. For example, the flight device and flight method according to an embodiment of the present invention can be applied to an aviation logistics system for the operation of passenger aircraft, cargo aircraft, drones, light aircraft, etc.

Figure 1 is a conceptual diagram showing urban air mobility to which a flight device according to an embodiment of the present invention is applied.

Urban air mobility according to an embodiment of the present invention can be operated in a city center (1) where buildings (1a) and roads (1b) are constructed. At this time, a flight area (F) for the flight of aircraft (A1, A2, A3) for urban air mobility may be established in the sky above the city center (1). At this time, the flight area (F) may include multiple airspaces. Additionally, some of the plurality of airspaces may be connected to each other to form a designated route. At this time, the designated path may be a 3D path. There can be one or multiple specified paths. When there are multiple designated paths, one path among the plurality of designated paths may be referred to as the main path, and the remaining paths excluding the main path may be referred to as spare paths. Below, an embodiment of the present invention will be described by taking the case where there is only one designated path. Of course, the content described below may be applied in the same or similar manner even when there are multiple designated paths.

Meanwhile, airspace may refer to the area of the air. Multiple airspaces may come together to form one flight area (F). The size of each airspace can be sufficiently larger than the size of the aircraft (A1, A2, A3). In addition, the horizontal and vertical extent of the size of each airspace can be determined by, for example, the size of the flight area (F), the terrain of the city center, the size and speed of the aircraft (A1, A2, A3), and the safe flight of the aircraft (A1, A2, A3). This can be freely determined by the size of the safety radius that makes this possible. At this time, the size and shape of all airspaces may be the same, or the size and shape of at least one airspace may be different from the size and shape of at least one other airspace. The shape of airspace can vary. For example, the airspace may have a square hexahedron shape or a rectangular hexahedron shape. Additionally, the conjugate space may be in the shape of a hexagonal prism or in the shape of a regular polyhedron.

A vertical takeoff and landing pad (not shown) for vertical takeoff and landing of aircraft (A1, A2, A3) may be built on the rooftop of the building (1a) or the ground in the city center (1). At this time, the vertical takeoff and landing site may be connected to a ground transportation system including roads (1b), railways (not shown), and subways (not shown). Additionally, a control center (B) for controlling aircraft (A1, A2, A3) may be installed and operated on the ground in the city center (1). Meanwhile, the aircraft (A1, A2, A3) may include a manned or unmanned air taxi capable of vertical takeoff and landing.

An urban air observatory (C) can be built above the city center (1). The urban aviation observatory (C) may be deployed in each of a plurality of airspaces within the flight area (F), or may be deployed only in some selected airspaces among the plurality of airspaces. The urban aviation observatory (C) can detect the environmental conditions within the flight area (F) and provide the detected environmental conditions to the control center (B) and aircraft (A1, A2, A3) in real time or periodically. Meanwhile, the urban aerial observatory (C) can be roughly divided into an active type aerial observatory (C1) capable of autonomous flight and altitude control, and a passive aerial observatory (C2) that is bound to a building (1a), the ground, etc. and maintains a set altitude. You can. The active type aerial observatory (C1) can be, for example, an observation drone, and the passive type aerial observatory (C2) can be, for example, an observation airship or a hot air balloon. Of course, the types of active type airborne observation station (C1) and passive type airborne observation station (C2) may vary.

Figure 2 is a block diagram of a flight device according to an embodiment of the present invention.

With reference to FIGS. 1 and 2 , the flight device 100 according to an embodiment of the present invention will be described in detail. The flight device 100 according to an embodiment of the present invention is for urban air mobility, and includes an environment detection unit 20 for detecting environmental conditions for each of a plurality of airspaces within the flight area (F), based on the detected environmental conditions. It includes a path determination unit 40 for determining the risk of the designated route, and a route supplementation unit 50 for supplementing the designated route using the results determined by the route determination unit 40. At this time, the flight device 100 according to an embodiment of the present invention may be referred to as a control device.

Additionally, the flight device 100 according to an embodiment of the present invention may include a flight unit 10 for flying along a designated route to include some of the plurality of airspaces within the flight zone F.

In addition, the flight device 100 according to an embodiment of the present invention includes an airspace transceiver 60 for transmitting the sensed environmental state to the route determination unit 40, and an environmental state sensed from the airspace transceiver 60. A control transceiver unit 70 for receiving and transmitting the supplemented route to the route determination unit 40, receiving the supplemented route from the route supplement unit 50 and transmitting it to the flight unit 10, and a supplemented route from the control transceiver unit 70. It may include a flight transceiver unit 80 for receiving the route and transmitting it to the flight unit 10, and an alarm unit 90 for providing risk warning information according to the determination result of the route determination unit 40.

At this time, as described above, the path determination unit 40 uses the environmental state detected by the environment detection unit 20 to determine the risk of the designated path.

However, the route determination unit 40 may use additional information to determine the risk of the designated route. That is, the path determination unit 40 may determine the risk of the designated path using only the sensed environmental state, or may determine the risk of the designated path using the sensed environmental state and additional information. At this time, weather information may be used as additional information. Of course, the types of additional information may vary.

To this end, the flight device 100 according to an embodiment of the present invention may further include a weather acquisition unit 30 for acquiring weather information of the flight area (F). At this time, the route determination unit 40 may determine the risk of the designated route using the acquired weather information and sensed environmental conditions.

Hereinafter, an embodiment of the present invention will be described in detail based on the fact that the flight device 100 also includes a weather acquisition unit 30. Of course, the content described below may be applied in the same or similar manner even when the flight device 100 does not include the weather acquisition unit 30.

The flight unit 10 may include at least one aircraft flying independently, or may include a plurality of aircraft flying in a group. That is, depending on the operating method of the aircraft, one aircraft flying independently is defined as the flight unit 10, or a group including a plurality of aircraft each flying independently is defined as the flight unit 10, or A group including a plurality of aircraft flying in a group can be defined as the flight unit 10. Here, flying in a group means that one aircraft among a plurality of aircraft is selected as the lead aircraft (A1), and when the selected lead aircraft (A1) leads the flight along the designated route, the remaining rear aircraft (A2, A3, This may mean that A4, A5) follows the lead aircraft (A1) and flies in order at set intervals. The lead aircraft (A1) may be referred to as the lead aircraft, and the rear aircraft (A2, A3, A4, A5) may be referred to as rear aircraft.

Meanwhile, to facilitate understanding of embodiments of the present invention, the aircraft will be described below with the same reference numeral “10” as the flying unit 10.

The aircraft 10 flies in the airspace along a designated route and serves to transport people, cargo, etc. For this purpose, the aircraft 10 may include an airframe, engine, and equipment. The aircraft may include a fuselage, rotor, landing gear, etc., the engine may include an electric motor, battery, fuel cell, etc., and the equipment may include a control system, electrical and electronic system, communication system, control system, etc. there is. Of course, the aircraft 10 is capable of vertical takeoff and landing, and its structure may vary within the scope of transportation of people, cargo, etc.

The environmental detection unit 20 serves to detect environmental conditions for each of the plurality of airspaces within the flight area (F). At this time, the environment detection unit 20 may detect the environmental state in real time or periodically. Of course, the environment detection unit 20 is capable of detecting the environmental state at a given time according to a set schedule, and is controlled by the control center (B) or the aircraft 10 to detect the environment at the request of the control center (B) or the aircraft 10. Status can also be detected. The environmental detection unit 20 can build an urban aerial observatory (C) together with the airspace transmitting and receiving unit 60.

The environmental detection unit 20 may be arranged in each of a plurality of airspaces within the flight area (F). That is, the environmental detection unit 20 can be deployed throughout the entire airspace within the flight area (F). At this time, the environment detection unit 20 may be spaced apart from the center of the airspace where each is placed by a predetermined horizontal distance and a predetermined vertical height so as not to collide with the aircraft 10 in flight.

Of course, the environment detection unit 20 may be deployed in a selected airspace among a plurality of airspaces within the flight zone F and detect the environmental state for each deployed airspace. In this case, the airspace where the environmental detection unit 20 is deployed may include the airspace that constitutes the designated route.

Here, the fact that the airspace in which the environment detection unit 20 is deployed includes the airspace constituting the designated route means that, for example, the number of airspaces in which the environment detection unit 20 is deployed is greater than the number of airspaces constituting the designated route, and the environmental detection unit 20 is deployed. This may mean that a designated route is located within the airspace where unit 20 is deployed.

Of course, the fact that the airspace in which the environment detection unit 20 is deployed includes the airspace that constitutes the designated route may mean, for example, that the airspace in which the environment detection unit 20 is deployed and the airspace that constitutes the designated route coincide.

The environmental detection unit 20 includes a detector 21 including at least one of a temperature sensor, a humidity sensor, a density sensor, a camera sensor, a radar sensor, a LiDAR sensor, a laser sensor, and an infrared sensor, and the detector 21 is mounted. It may include a payload (22). In addition, the environment detection unit 20 may further include an adjuster 23 installed on the payload 22 to adjust the angle and position of the sensor 21.

Hereinafter, an embodiment of the present invention will be described in detail based on the fact that the detector 21 includes a temperature sensor, a humidity sensor, a density sensor, a camera sensor, a radar sensor, and a LiDAR sensor. Of course, what is explained below is that the detector 21 is one or more types of sensors selected from a temperature sensor, a humidity sensor, and a density sensor, and one type of sensor selected from a camera sensor, a radar sensor, a LiDAR sensor, a laser sensor, and an infrared sensor. The same or similar application may be applied even when the above sensors are included. Of course, the types of sensors included in the detector 21 may vary. Additionally, the combination of sensors included in the detector 21 may vary. Additionally, the sensor 21 can detect various types of environmental conditions by combining sensors in various ways.

The sensor 21 can detect the temperature of the air at the location of the sensor 21 using a temperature sensor, thereby detecting the temperature of the air in the airspace where the sensor 21 is placed as an environmental condition. Additionally, the detector 21 can detect the atmospheric humidity at the location of the detector 21 using a humidity sensor, thereby detecting the atmospheric humidity in the airspace where the detector 21 is placed as an environmental condition. Additionally, the detector 21 can detect the density of the air at the location of the detector 21 using a density sensor, thereby detecting the density of the air in the airspace where the detector 21 is placed as an environmental condition. Here, atmospheric temperature, atmospheric humidity, and atmospheric density are environmental conditions that can affect the lift generation of the aircraft 10.

Likewise, the detector 21 uses a camera sensor, radar sensor, and lidar sensor to detect obstacle information about obstacles that exist or have occurred in the airspace where the detector 21 is deployed. It can be sensed as a state. At this time, the obstacle is an obstacle to ensuring the flight safety of the aircraft 10, and may be of various types. For example, high-rise buildings, overpasses, construction equipment such as tower cranes, power transmission lines, traffic lights, and street lights can become obstacles. Additionally, birds and drones flying above the city can also become obstacles. Additionally, other aircraft that approach or invade the airspace where the sensor 21 is deployed without permission may also become an obstacle. In other words, flying into the airspace where the sensor 21 is deployed is permitted, so objects above the city center that may affect the flight safety of the aircraft 10 flying in the airspace where the sensor 21 is deployed may become obstacles. .

Meanwhile, there may be various types of temperature sensors, humidity sensors, density sensors, camera sensors, radar sensors, and lidar sensors.

The environmental state detected by the detector 21 may be input to the airspace transceiver 60 along with the location information of the airspace where the detector 21 is deployed, and transmitted from the airspace transceiver 60 to the control transceiver 70. It can be input from the control transceiver unit 70 to the route determination unit 40 and used to supplement the designated route. Of course, the environmental state detected by the sensor 21 may be transmitted from the airspace transceiver 60 to the flight transceiver 80 and input into the control system of the aircraft 10.

The payload 22 serves to maintain the altitude and position of the sensor 21. To this end, the payload 22 may be formed to fly or levitate, or may be formed to be attached to a building or structure. Additionally, the payload 22 may have a predetermined space and area that allows the sensor 21 to be installed inside and outside. That is, the sensors of the detector 21 may be installed at multiple locations inside and outside the payload 22, respectively.

For example, the payload 22 may have various forms such as a drone, airship, hot air balloon, or tower. At this time, if the payload 22 is an airship or hot air balloon, it may be equipped with a thrust generator, rope, etc. for attitude control and position and altitude maintenance.

The controller 23 serves to adjust the angle and position of the sensor 21. To this end, the controller 23 may be installed on the payload 22 to adjust the angle and position of the sensor 21 with respect to the payload 22. Additionally, a sensor 21 may be installed in the regulator 23. The regulator 23 may be of various forms, including multi-axis gimbals, robotic arms, etc. The angle and position of the sensor can be adjusted and maintained at an optimal angle and position to effectively detect the environmental condition of the airspace where the sensor 21 is placed on the payload 22 by the controller 23. From this, the sensor 21 can have optimal detection conditions on the payload 22.

The weather acquisition unit 30 serves to acquire weather information about the flight area (F). The weather information acquired by the weather acquisition unit 30 may affect the flight safety of the aircraft 10, and is at least one selected from wind speed, wind direction, precipitation, snow amount, cloud cover, temperature, solar radiation, and atmospheric pressure in the flight area. It may be information from The weather acquisition unit 30 may acquire weather information of the flight area (F) in real time, periodically, or at certain times according to a set schedule. Meanwhile, the weather acquisition unit 30 may be installed at the control center (B). Of course, the location where the weather acquisition unit 30 is installed may vary.

The weather acquisition unit 30 is connected to databases of various national organizations and research institutes, state-run and private companies that collect and service weather information, including the Korea Meteorological Administration, and from the connected database, wind speed of the flight area (F), A receiver for receiving at least one selected from wind direction, precipitation, snowfall, cloud cover, temperature, solar radiation, and atmospheric pressure as weather information, storing the weather information received from the receiver, and inputting the stored weather information to the control transceiver 70. It may include a server to do this.

Hereinafter, an embodiment of the present invention will be described in detail based on the receiver acquiring the wind speed and direction of the flight area (F) as weather information from the Korea Meteorological Administration's database. Of course, the content described below can be applied equally or similarly even when the receiver acquires at least one selected from precipitation, snow amount, cloud cover, temperature, solar radiation, and atmospheric pressure as weather information. Additionally, the combination of weather information acquired by the receiver may vary.

The receiver is connected to the Korea Meteorological Administration's database through wired or wireless communication, and can obtain wind speed and direction in the flight area (F) and input them to the server. At this time, the acquired weather information may include wind speed and wind direction forecasts in short-term forecasts provided on an hourly or minute basis, and may further include wind speed and wind direction special reports in special reports provided when unusual events occur. The server may be connected to the receiver and the control transceiver 70. Additionally, the server can input weather information input from the receiver to the control transceiver 70. Additionally, the server may store weather information input from the receiver and generate weather history for the flight area (F).

The weather information acquired by the weather acquisition unit 30 can be input to the route determination unit 40 and used to supplement the designated route. Of course, the weather information acquired from the weather acquisition unit 30 may be input to the control transceiver unit 70 and transmitted from the control transceiver unit 70 to the flight transceiver unit 80 to be input into the control system of the aircraft 10. there is.

The path determination unit 40 serves to determine the risk of a designated route using the detection result (environmental state) and acquisition result (weather information) transmitted from the environment detection unit 20 and the weather acquisition unit 30. The route determination unit 40 may determine the risk of a designated route in real time, periodically, or at a set time according to a set schedule. The path determination unit 40 may be installed outside the aircraft 10, for example, at the control center (B). Of course, the path determination unit 40 may be installed on the aircraft 10.

The route determination unit 40 can determine the risk of the designated route by determining the risk of each airspace within the designated route using the environmental conditions detected in each airspace within the designated route and weather information for the entire flight area (F). there is. That is, the route determination unit 40 may determine whether the environment is unstable for each airspace within the designated route by comparing the environmental conditions detected for each airspace within the designated route with the environmental conditions preset for each airspace within the designated route. At this time, the environmental conditions may include atmospheric temperature conditions, humidity conditions, and density conditions. Additionally, environmental conditions may be different for each of the plurality of airspaces. Of course, the entire airspace may have the same environmental conditions. Additionally, the environmental conditions of at least one of the plurality of airspaces may be different from or the same as the environmental conditions of at least another one of the plurality of airspaces.

For example, if the atmospheric temperature, humidity, and density detected for each of the plurality of airspaces are all included in the atmospheric temperature, humidity, and density conditions preset for each of the plurality of airspaces, the route determination unit 40 determines that all of the plurality of airspaces have an environment. If it is determined to be stable, and any one of the atmospheric temperature, humidity, and density detected for each of the plurality of airspaces is not included in the atmospheric temperature conditions, humidity conditions, or density conditions preset for each of the plurality of airspaces, the environment of the corresponding airspace is unstable. It can be judged that it is.

Additionally, the route determination unit 40 may set the airspace within the designated route as a dangerous area or a safe area according to the result of determining whether the environment is unstable and the acquired weather information. Meanwhile, the method in which the route determination unit 40 sets the airspace into which the aircraft 10 is scheduled to enter as a dangerous area or a safe area according to the result of determining whether the environment is unstable and the acquired weather information is described below as an embodiment of the present invention. When explaining the flight method according to , it will be explained in detail.

That is, the route determination unit 40 can set each airspace within the designated route as a risk area or a safe area, using environmental conditions in the airspace and weather information for the entire airspace for each airspace within the designated route.

In addition, the path determination unit 40 extracts obstacle information from the environmental state detected by the environment detection unit 20, compares it with preset obstacle conditions, and determines the airspace through which the aircraft 10 passed as a risk area according to the comparison result. Alternatively, it can be set as a safe area.

That is, the route determination unit 40 can set the airspace as a dangerous area or a safe area for each airspace within the designated route using obstacle information in the airspace.

The result determined by the route determination unit 40 can be input to the route supplementation unit 50 and used to supplement the designated route. In addition, the result determined by the route determination unit 40 may be input to the air traffic control transceiver 70 and transmitted from the control transceiver 70 to the flight transceiver 80, and the flight transceiver 80 It can be input into the alarm unit 90 and the control system of the aircraft 10. At this time, the same input can be made to the control system of the aircraft 10 heading toward the airspace set as a risk area or safe area and the alarm unit 90 installed in the aircraft 10. Of course, among a plurality of aircraft flying in groups, the same input can be made to the control system of the aircraft 10 that has not yet passed through the airspace set as a risk area or a safe area and to the alarm unit 90 installed in the aircraft 10. , In addition, among a plurality of aircraft flying independently, the same input can be input to the control system of the aircraft 10 that has not yet passed through the airspace set as a risk area or a safe area and the alarm unit 90 installed in the aircraft 10. You can.

The path complementation unit 50 serves to supplement the designated path using the result determined by the path determination unit 40. The path supplementation unit 50 can supplement the designated path in real time, periodically, or at designated times according to a set schedule. The path supplementary unit 50 may be installed outside the aircraft 10, for example, at the control center (B). Of course, the path supplementation unit 50 may be installed on the aircraft 10.

The route supplement unit 50 creates an avoidance route or a new route by utilizing the surrounding airspace adjacent to the airspace set as a risk area so that the aircraft 10 avoids the airspace set as a risk area by the route determination unit 40. can do. For example, an avoidance route can be created by removing airspace set as a risk area from a designated route and connecting airspaces surrounding the airspace set as a risk area to the designated route. Additionally, if the designated route includes an airspace set as a risk area, a new route can be created by selecting airspaces neighboring the airspaces of the designated route along the designated route and connecting the selected airspaces. Additionally, if the designated route includes airspace set as a risk area, a new route can be created by selecting some of the airspaces outside the designated route among the airspaces in the flight area (F) and connecting the selected airspaces.

The path supplemented in the path supplementation unit 50 can be input to the control transceiver unit 70, and can be transmitted from the control transceiver unit 70 to the flight transceiver unit 80, and an alarm is sent from the flight transceiver unit 80. It can be input into the control system of the unit 90 and the aircraft 10. Specifically, the path supplemented by the path supplementation unit 50 may be input to the control system of the aircraft 10 heading toward an airspace set as a risk area or a safe area and the alarm unit 90 installed on the aircraft 10. Additionally, the aircraft 10 that has received the supplemented route can fly along the supplemented route instead of the designated route. Meanwhile, the aircraft 10 that has already passed through the airspace set as a risk area or a safe area can also receive the supplemented route and use it for the next flight.

The airspace transceiver 60 serves to receive the detection result (environmental state) detected by the environment detection unit 20 and transmit it to the flight transceiver 80 and the control transceiver 70. The airspace transceiver 60, along with the environment detection unit 20, is disposed in each of a plurality of airspaces and can maintain the location and altitude. That is, the airspace transceiver 60 can be mounted together with the sensor 21 on the payload 22 of the environment detection unit 20. Additionally, the airspace transceiver 60 can communicate wirelessly with the flight transceiver 80 and the air traffic control transceiver 70 in various ways. An environmental observation station (C) can be constructed by the airspace transceiver unit 60 and the environment detection unit 20.

The air traffic control transceiver 70 receives the result determined by the route determination unit 40 and the supplemented route from the route complementation unit 50, transmits it to the flight transceiver 60, and receives environmental status information from the airspace transceiver 60. It serves to receive the detection result and output it to the path determination unit 40. The control transceiver unit 70 can communicate wirelessly with the flight transceiver unit 60 in various ways. The air traffic control transceiver unit 70 may be installed outside the flight unit 10, that is, at the control center (B). Of course, the control transceiver unit 70 may be installed on the aircraft 10 together with the route determination unit 40 and the route supplementation unit 50.

The flight transceiver unit 80 receives the detection result detected by the environment detection unit 30 and outputs it to the control system of the unhinged object 10, and provides a route supplemented by the control transceiver unit 70 and a dangerous area and a safe area. It serves to receive information about the set airspace and output it to the alarm unit 80 and the control system of the aircraft 10. The flight transceiver unit 80 can communicate wirelessly with the control transceiver unit 70 and the airspace transceiver unit 60 in various ways. The flight transceiver 80 is installed in the flight unit 10 and can move along a designated path together with the flight unit 10.

When the route is supplemented, the alarm unit 90 informs the controller of the control center (B) and the crew of the aircraft 10 with information about the supplemented route and information about the airspace set as a dangerous area and a safe area. It plays a role. The alarm unit 90 may be installed in the aircraft 10 and the control center B, respectively, and may be connected to the flight transceiver unit 80 and the control transceiver unit 70, respectively.

Meanwhile, a flight device 100 according to a modified example of an embodiment of the present invention will be described below. According to a modified example of the embodiment of the present invention, the environment detection unit 20 of the flight device 100 may further include an operation controller (not shown). The operation controller is for controlling whether the detector 21 operates. For example, it can control whether the detector 21 operates by controlling the power supplied to the detector 21. Of course, the way the operation controller controls whether the detector 21 operates may vary.

The operation controller receives, for example, information about which airspace the aircraft 10 is located in from the control center B or the aircraft 10, that is, the current location information of the aircraft 10, and from this, the aircraft 10 can enter. The scheduled airspace is determined, and only the sensors 21 are placed in the airspace where the aircraft 10 is scheduled to enter among the plurality of airspaces in the flight area (F) and the surrounding airspaces that directly surround the airspace while contacting the airspace. It can be activated, and the remaining detectors (21) can be put on standby. At this time, depending on how the aircraft 10 flies, the airspace into which the aircraft 10 will enter may vary, and the sensors 21 operated by the operation controller may also vary accordingly. As a result, energy consumption of the environment detection unit 20 can be reduced.

In addition, according to a modified example of the embodiment of the present invention, the path determination unit 40 of the flying device 100 determines the risk for each of a plurality of airspaces within the designated path, and instead determines the risk in the airspace where the flying vehicle 10 is scheduled to enter on the designated path. By determining the risk of , the risk of the designated route can be determined from the judgment result.

That is, the route determination unit 40 uses the environmental conditions detected in the airspace where the aircraft 10 is scheduled to enter among the airspaces within the designated route and the weather information for the entire flight area (F) to determine the aircraft 10 within the designated route. ) can determine the risk of the airspace it plans to enter. For example, the risk of the selected airspace can be quickly determined by selecting only the airspace into which the aircraft 10 is scheduled to enter among the airspaces within the designated route. Here, the airspace scheduled to enter may mean an airspace located ahead in the flight direction of the aircraft 10 than the airspace in which the aircraft 10 is currently located.

That is, the path determination unit 40 selects the environmental state detected in the airspace into which the aircraft 10 is scheduled to enter among the environmental conditions detected for each of the plurality of airspaces within the flight area (F), or selects the environmental state detected in the airspace into which the aircraft 10 is scheduled to enter. Select the environmental state detected in the airspace into which the aircraft 10 is scheduled to enter from among the environmental states detected for each airspace in the scheduled airspace and surrounding airspace, and if the selected environmental state is included in the preset environmental conditions, the aircraft 10 It may be determined that the environment of the airspace where the aircraft 10 is scheduled to enter is stable, otherwise, it may be determined that the environment of the airspace where the aircraft 10 is scheduled to enter is unstable.

For example, the path determination unit 40 determines that if the atmospheric temperature, humidity, and density detected in the airspace where the aircraft 10 is scheduled to enter are all included in the preset atmospheric temperature conditions, humidity conditions, and density conditions, the aircraft 10 It is determined that the environment of the airspace where the aircraft 10 is scheduled to enter is stable, and any of the atmospheric temperature, humidity, and density detected in the airspace where the aircraft 10 is scheduled to enter is not included in the preset atmospheric temperature conditions, humidity conditions, or density conditions. Otherwise, it may be determined that the environment of the airspace where the aircraft 10 is scheduled to enter is unstable.

In addition, the path determination unit 40 may set the airspace into which the aircraft 10 is scheduled to enter as a dangerous area or a safe area according to the result of determining whether the environment is unstable and the acquired weather information.

As described above, the path determination unit 40 uses the environmental conditions in the airspace where the aircraft 10 is scheduled to enter and the weather information of the flight area (F) to determine the airspace where the aircraft 10 is scheduled to enter into a risk area. Alternatively, it can be set as a safe area.

Additionally, according to another modified example of the embodiment of the present invention, the flight device 100 may further include a designated flight path generator (not shown). The designated flight path generator may be built, for example, at the control center (B), and based on urban terrain, weather information, and environmental conditions detected in a plurality of airspaces within the flight area (F), the departure point and location of the aircraft 10 It is possible to create an initial flight path that most effectively connects destinations. The first flight path generated in the designated flight path creation unit may be used as the designated path described above.

Hereinafter, a flying device according to another embodiment of the present invention will be described. Another embodiment of the present invention may also be referred to as the second embodiment.

According to another embodiment of the present invention, the flight device is for urban air mobility, and includes an environmental detection unit 20 for detecting environmental conditions for each of a plurality of airspaces within the flight area (F), and an initial device based on the detected environmental conditions. It includes a designated flight path creation unit (not shown) for generating a flight path.

In addition, according to another embodiment of the present invention, the flight device may further include a test flight unit (not shown) for test flight in a selected airspace among a plurality of airspaces within the flight zone (F). Additionally, the designated flight path generator (not shown) may generate an initial flight path by reflecting the test results of the test flight section on the detected environmental state.

The test flight unit may include one or more test vehicles. A test aircraft may refer to an aircraft equipped with various instruments to test flight performance and stability. The test aircraft can select a selected airspace among multiple airspaces as a test route, fly along the test route, and test flight performance and stability for each airspace within the test route. The test results may be matched with the environmental state detected by the environmental detection unit 20 in the airspace when the test vehicle flies in the relevant airspace and recorded in a recorder provided in the test vehicle.

The designated flight path generator can receive test flight results matched with environmental conditions from the recorder, and based on the environmental conditions detected in a plurality of airspaces within the flight area (F), simulates the origin and destination of the aircraft 10. When creating the first flight path that can be effectively connected, the results of the test flight can be reflected to create the first flight path.

For example, the urban topography that affects each airspace may have a different shape for each airspace. Accordingly, the degree to which environmental conditions affect flight stability may vary from airspace to airspace. In other words, when flying a test aircraft in different airspaces even when the same environmental conditions are detected, flight performance and stability may vary. Accordingly, based on the test flight results obtained for each airspace and the environmental state detected when the test flight result is generated in the corresponding airspace, the influence of the environmental state on flight performance can be determined in the form of a weight. In addition, the environmental state detected for each airspace can be corrected using a set weight, and an initial flight path that can most effectively connect the departure point and destination of the aircraft 10 can be created based on the corrected environmental state.

Meanwhile, the configuration and method of the above-described flying device according to another embodiment of the present invention may be equally or similarly applied to the flying device according to the embodiment of the present invention and its modified examples.

Figure 3 is a flowchart of a flight method according to an embodiment of the present invention. Additionally, Figure 4 is a conceptual diagram illustrating how to supplement a designated path according to an embodiment of the present invention. The horizontal and vertical axes of the map of the flight area F shown as an example in FIG. 4 indicate airspace numbers. For example, the designated route (R) is a route that departs from airspace 10-5 and arrives in airspace 1-3. It flies from airspace 9-5 to airspace 6-5, then changes direction and arrives in airspace 6-3. The route may be to fly to , change direction, and fly to airspace 1-3. At this time, the map is expressed with two axes in the drawing, but the designated path may be a three-dimensional path and the map may have three axes.

Hereinafter, a method of flying an aircraft for urban air mobility according to an embodiment of the present invention will be described.

1 to 4, the flight method according to an embodiment of the present invention includes a process (S100) of flying the aircraft 10 along a designated route (R) to include some airspace among a plurality of airspaces within the flight zone (F) ), a process of detecting environmental conditions for each of multiple airspaces (S200), a process of determining whether the designated route is dangerous based on the detected environmental status, and a process of supplementing the designated route using the result of determining whether it is dangerous (S500) Includes.

At this time, the flight method according to an embodiment of the present invention uses environmental conditions detected in each of a plurality of airspaces to determine whether the designated route is dangerous, as described above.

However, in the flight method according to the present invention, additional information may be used to determine the risk of the designated route. That is, the risk of a designated path can be determined using only the sensed environmental state, or the risk of the designated path can be determined using the sensed environmental state and additional information. At this time, weather information may be used as additional information. Of course, the types of additional information may vary.

To this end, the flight method according to an embodiment of the present invention is a flight area between the process of detecting environmental conditions for each of a plurality of airspaces (S200) and the process of determining whether a designated route is dangerous based on the detected environmental conditions. (F) may further include a process (S300) of acquiring weather information. In this case, the process of determining whether the designated path is dangerous based on the sensed environmental state may include a process of determining the risk of the designated path using the sensed environmental state and the acquired weather information (S400).

Hereinafter, the flight method includes a process of acquiring weather information of the flight area (F) (S300) and a process of determining the risk of the designated route using the detected environmental state and the acquired weather information (S400). Hereinafter, an embodiment of the present invention will be described in detail. Of course, the content explained below does not include the process (S300) of acquiring weather information of the flight area (F), and the process of determining whether the designated route is dangerous is performed using only the detected environmental state. Even when it includes the process of determining the risk of, the same or similar application may be applied.

On the other hand, the flight method according to the embodiment of the present invention is, after the process (S500) of supplementing the designated path (R) using the result of determining whether it is dangerous, the aircraft 10 along the supplemented path (R-1) It may include a process of flying (S600).

First, a process (S100) of flying the aircraft 10 along a designated route (R) to include some airspace among a plurality of airspaces within the flight area (F) is performed. At this time, at least one aircraft 10 can be flown independently. In addition, a plurality of aircraft (10) can be grouped to fly, and among the plurality of aircraft, the lead aircraft (A1) can lead the group flight, and the rear aircraft (A2) can follow the lead aircraft (A1). The aircraft 10 can take off from a vertical takeoff and landing pad built at the departure point of the designated route (R), fly to the destination point along the designated route (R), and land on a vertical takeoff and landing pad built at the arrival point. At this time, the designated path (R) may be a three-dimensional path that passes through the flight area (F) set over the city center.

At this time, while performing the above-described process, a process (S200) of detecting environmental conditions is performed for each of a plurality of airspaces within the flight area (F). In other words, it is possible to detect multiple types of environmental conditions in the atmosphere for each multiple airspace. At this time, the environmental detection unit 20 can be used to detect the temperature, humidity, and density of the air as environmental conditions for each of a plurality of airspaces. Additionally, the environment detection unit 20 can be used to detect obstacle information about obstacles existing within a safe radius to ensure flight safety of the aircraft 10. Specifically, for each of the plurality of airspaces, the number, type, location, and Size can be sensed. At this time, movement of obstacles can also be detected.

In addition, after performing the process of detecting the flight state and environmental condition of the aircraft 10 at the location of the aircraft 10, a process (S300) of acquiring weather information of the flight area F is performed. At this time, the weather acquisition unit 30 can be used to access the Korea Meteorological Administration's database to obtain wind volume and wind speed in the flight area (F) as weather information. Of course, the type of weather information and the information sources from which the weather information is provided may vary. In other words, the weather acquisition unit 30 is connected to databases of various national organizations, research institutes, state-run and private companies that collect and service weather information, and determines the wind speed, wind direction, precipitation, snow amount, cloud cover, etc. of the flight area (F). At least one selected from temperature, solar radiation, and atmospheric pressure can be obtained as weather information.

Afterwards, a process (S400) is performed to determine the risk of the designated route using the sensed environmental conditions and acquired weather information.

Specifically, the route determination unit 40 can be used to determine whether the airspace within the designated route is environmentally unstable by comparing the sensed environmental state with a preset environmental condition. Preset environmental conditions may be preset for each airspace within a designated route and for each type of environmental condition. The set environmental conditions may be different, the same, or at least partially different for each airspace within the designated route. Additionally, depending on the type of environmental condition, even if one environmental condition is the same for each airspace within the designated route, the other environmental condition may be different, or at least partially different, for each airspace within the designated route.

For example, if the airspace into which the aircraft 10 is scheduled to enter among the plurality of airspaces within the designated route is called the detection airspace (S _D ), the environmental condition that allows the aircraft 10 to fly stably in the detection airspace (S _D ) is an environmental condition. It can be set in advance.

In addition, by using the path determination unit 40, the environmental state detected in the detection airspace (S _D ) by the environment detection unit 20 is compared with the environmental condition of the preset detection airspace (S _D ), and the sensed environment If the state is included in the preset environmental conditions, the environment of the detection airspace (S _D ) may be determined to be stable, otherwise, the environment of the detection airspace (S _D ) may be determined to be unstable. At this time, accurate determination is possible by determining whether the sensing airspace (S _D ) is environmentally unstable using three types of environmental conditions and three types of environmental conditions. For example, if all three or more types of environmental states are included in the set environmental conditions, the environment can be determined to be stable. Otherwise, if even one of the three or more types of environmental states is not included in the set environmental conditions, the environment can be determined to be unstable. Of course, if even one of the three types of environmental states is included in the preset environmental conditions, the environment may be determined to be stable.

Likewise, for other airspaces within the designated route, environmental conditions that allow the aircraft 10 to fly stably in each airspace can be set in advance as environmental conditions. In addition, using the route determination unit 40, the environmental conditions detected in each airspace by the environment detection unit 20 are compared with the environmental conditions of each airspace, and the detected environmental conditions are included in the preset environmental conditions. If so, the environment of the relevant airspace can be determined to be stable; otherwise, the environment of the relevant airspace can be determined to be unstable.

As described above, among the detected environmental conditions, the environmental conditions detected in the airspaces within the designated route (R) are compared with the preset environmental conditions, and the environmental conditions detected for each airspace within the designated route (R) are preset. If included in the condition, it is determined that the environment of the airspace within the designated route (R) is stable, and if the environmental condition detected in at least one airspace among the environmental conditions detected for each airspace within the designated route (R) deviates from the set environmental condition, By determining that the environment of the corresponding airspace is unstable, it is possible to individually determine whether the environments of the airspaces within the designated route (R) are unstable.

In addition, the airspace within the designated route (R) can be set as a risk area or a safe area according to the obtained weather information and the result of determining whether the environment is unstable.

Specifically, in order to set the airspace within the designated route (R) as a risk area or a safe area, the weather in the flight area (F) is determined to be unstable from the acquired weather information, and at least one of the airspaces within the designated route (R) is determined to be unstable. If the environment of the above airspace is judged to be unstable, the relevant airspace can be set as a risk area. Additionally, if the weather in the flight area (F) is determined to be stable based on the acquired weather information, or if the environment of the airspace within the designated route (R) is determined to be stable, the airspace within the designated route (R) may be set as a safe area.

In other words, when the weather in the flight area (F) is judged to be unstable based on the acquired weather information, and the environment in at least one of the airspaces within the designated route (R) is judged to be unstable, the corresponding airspace is set as a risk area. By doing so, when the weather is unstable, it is possible to avoid passing through airspace where the environment is judged to be unstable.

In addition, when the weather in the flight area (F) is stable, even if it passes through an airspace where the environment is judged to be unstable, the vehicle 10 can sufficiently pass through the airspace due to its own restoring force according to the static stability of the vehicle 10. If it is determined that there is, the airspace can be set as a safe area. Likewise, for airspace where the environment is judged to be stable, it is determined that the airspace can be sufficiently passed through the airspace due to the resilience of the aircraft 10 even if the weather in the flight area (F) is unstable, and the airspace can be set as a safe area. there is.

Meanwhile, the method of determining whether the weather in the flight area (F) is unstable and the type of weather used for the judgment may vary. For example, if the wind speed in the acquired weather information exceeds the preset standard wind speed, and the wind direction in the acquired weather information appears as multiple wind directions rather than a single wind direction depending on the urban area or the altitude above the city, the flight area (F )'s weather can be judged to be unstable. In addition, if the wind speed in the acquired weather information is below a preset standard wind speed, or if the wind direction in the acquired weather information appears to be one dominant wind direction in the entire flight area above the city center, the weather in the flight area (F) It can be judged to be stable. Meanwhile, the preset reference wind speed may be set to a wind speed that does not cause movements such as yawing, rolling, or pitching during the flight of the aircraft 10. This reference wind speed can be obtained experimentally through a wind tunnel test using the flying vehicle 10, or it can be obtained theoretically using structural information of the flying vehicle 10.

Additionally, if the amount of precipitation in the acquired weather information exceeds the preset standard precipitation amount or the cloudiness amount exceeds the preset reference cloudiness amount, it may be determined that the weather in the flight area (F) is unstable. At this time, if the amount of precipitation in the acquired weather information is within the preset standard precipitation amount and the cloudiness amount is within the preset standard cloudiness amount, it can be determined that the weather in the flight area (F) is stable. Meanwhile, the standard precipitation and cloud cover may be set to a predetermined amount of precipitation and cloud cover that allows the aircraft 10 to perform visual flight instead of instrument flight. Alternatively, the standard precipitation and cloudiness may be set to a predetermined amount of precipitation and cloudiness at which various sensors for remote or autonomous flight of the aircraft 10 may not be disturbed by the precipitation and cloudiness. In addition to the above-described methods, it is possible to determine whether the weather in the flight area (F) is unstable in various ways by combining various weather information.

In addition, the process of determining the risk of the designated route (R) (S400) extracts obstacle information from the environmental state detected by the environment detection unit 20, and determines the airspace within the designated route as a dangerous area or safe area according to the extracted obstacle information. It can be set by region. For example, the extracted obstacle information is compared with the preset obstacle condition, and if the extracted obstacle information exceeds the preset obstacle condition, the airspace through which the aircraft 10 has passed is set as a risk area, otherwise, the aircraft 10 is set as a risk area. The airspace you pass through can be set as a safe area. At this time, the obstacle condition refers to the number, type, location, and size of obstacles existing within the stability radius of the aircraft 10 set along the flight trajectory through which the aircraft is expected to pass, which ensures the flight safety of the aircraft 10. When the number, type, location, and size of , these can be used as obstacle conditions.

Afterwards, a process (S500) of supplementing the designated path is performed using the risk determination results. In other words, through the process of determining the risk of the designated route (R) using the route complement unit 50, the airspace that is set as a risk area among the airspaces through which the designated route (R) passes is used to avoid the airspace, which is set as a risk area, to the risk area. By utilizing the set airspace and neighboring airspaces (S _N ), an avoidance route or a new route can be created.

At this time, the environmental conditions detected in the airspace set as a risk area and neighboring airspaces are compared with the preset environmental conditions to determine whether the environment in the neighboring airspaces is unstable, and whether the environment is judged to be stable among the neighboring airspaces. You can select at least one surrounding airspace (S _N ) and use the selected surrounding airspace as an avoidance route or a new route.

For example, among the airspaces through which the designated route (R) passes, the airspace set as a risk area by the route determination unit 40 is removed, and the surrounding airspace (S _N ) in which the environment is judged to be stable among the airspaces surrounding the airspace set as a risk area is removed. You can create an avoidance route (R-1) by connecting them to a designated route. Of course, a new route (not shown) can be created by selecting airspaces neighboring the airspaces of the designated route (R) and connecting the selected airspaces. Additionally, among the airspaces in the flight area (F), some of the airspaces located outside the designated route can be selected and a new route (not shown) can be created by connecting the selected airspaces.

Afterwards, a process (S600) of flying the aircraft 10 along the supplemented path (R-1) is performed. That is, the route supplemented by the route supplementary unit 50 is input to the air traffic control transceiver unit 70, and transmitted from the control transceiver unit 70 to the flight transceiver unit 80, heading toward the airspace set as a risk area or a safe area. The supplemented path (R-1) can be input into the control system of the aircraft 10. At this time, the aircraft 10 can be divided into a lead aircraft (A1) and a follow-up aircraft (A2). Of course, the aircraft 10 may be an aircraft that flies alone. The aircraft 10 can receive the supplemented path as input and fly along the supplemented path instead of the designated path. At this time, information about the supplemented route can be provided to the crew of the aircraft 10 and the controller at the control center (B) using the alarm unit 80.

Meanwhile, a flight method according to a modified example of an embodiment of the present invention will be described below. According to a modified example of an embodiment of the present invention, the flight method includes a process of detecting environmental conditions in each of a plurality of airspaces and a process of determining whether a designated route is dangerous based on the detected environmental conditions. The flight method may be slightly different from the embodiment. .

According to a modified example of an embodiment of the present invention, in the process of detecting environmental conditions for each of a plurality of airspaces, the plurality of airspaces for detecting environmental conditions are not all airspaces within the flight area (F), but the aircraft 10 on the designated route. This may be the airspace predicted to enter and the airspace surrounding this airspace. In this case, compared to detecting environmental conditions in all airspace within the flight area (F), the type of data to be processed is reduced, so the load on each transmitter and receiver can be reduced, and the power consumption of the environment detection unit can also be reduced.

In addition, according to a modified example of an embodiment of the present invention, in the process of determining whether a designated route is dangerous, the environmental state detected in the airspace where the aircraft is expected to enter, among the environmental states detected for each of the plurality of airspaces, is selected as a preset environment state. In comparison with the conditions, it is determined whether the airspace where the aircraft on the designated route is expected to enter is environmentally unstable, and the airspace where the aircraft is predicted to enter is determined to be a dangerous area or It can be set as a safe area. In other words, rather than setting all of multiple airspaces within a designated route as a risk area or a safe area, a risk area or a safe area can be set only for the airspace where the aircraft is predicted to enter, thus reducing the load on the route determination unit and making decisions. Speed can be improved and power consumption can be reduced accordingly.

On the other hand, when determining whether the airspace where the aircraft is expected to enter among the environmental conditions detected for each of the plurality of airspaces is dangerous, in the process of supplementing the designated route, if the airspace where the aircraft will enter is judged to be a dangerous area, In order for the aircraft to avoid, an avoidance route or a new route can be created by utilizing the surrounding airspace adjacent to the airspace set as a risk area. Afterwards, the aircraft can be flown along the created avoidance route or a new route.

In addition, according to another modified example of the embodiment of the present invention, a process of generating a designated path may be further included before the process of flying the aircraft along the designated path. At this time, the process of creating a designated route includes the process of detecting environmental conditions in a plurality of airspaces within the flight area (F), the process of obtaining information about the urban terrain from the air traffic control center, and the process of obtaining information about the urban terrain from the database. Based on the process of acquiring weather information, the obtained environmental state, urban terrain, and weather information, the first flight path that can most effectively connect the departure point and destination of the aircraft 10 is created, and the first generated It may include the process of determining the flight path to a designated route. That is, in another modified example of the embodiment of the present invention, even when creating a designated route, weather information of the flight area (F) and environmental conditions in a plurality of airspaces within the flight area (F) can be utilized.

Meanwhile, a flight method according to another embodiment of the present invention includes a process of detecting environmental conditions for each of a plurality of airspaces within a flight zone and generating an initial flight path based on the detected environmental conditions. In addition, the flight method according to another embodiment of the present invention may include the process of conducting a test flight in a selected airspace among a plurality of airspaces and generating a test flight result before the process of generating the initial flight path. At this time, the process of generating the initial flight path may be a process of reflecting the test flight results in the detected environmental state and generating the initial flight path based on the environmental state in which the test flight results are reflected. Hereinafter, a flight method according to another embodiment of the present invention will be described, focusing on differences from the flight method according to an embodiment of the present invention.

First, a process of detecting environmental conditions is performed for each of the plurality of airspaces within the flight area (F). Thereafter, based on the environmental state obtained in the above-described process, an initial flight path that can most effectively connect the departure and destination points of the aircraft 10 is created.

Meanwhile, before creating the initial flight path, at least some of the plurality of airspaces are selected, the selected airspace is set as the test route, and the test vehicle is flown along the test route, and the flight performance of the test vehicle is measured and measured for each airspace within the test route. Stability can be tested and test flight results generated.

Afterwards, when the test flight progress is created, the test flight results are reflected in the detected environmental state, and a process of generating an initial flight path is performed based on the environmental state in which the test flight results are reflected.

In other words, when a test flight progress is generated, the weight of the environmental state for a plurality of airspaces can be determined by reflecting the test flight results. In addition, the test flight results can be reflected in the detected environmental state by supplementing the environmental state obtained for each of the plurality of airspaces by reflecting the determined weight. Afterwards, based on the environmental state supplemented by reflecting the test flight results, the first flight path that can most effectively connect the departure point and destination of the aircraft 10 is generated, and the generated first flight path is determined as the designated path. You can.

As described above, in the embodiments and modified examples of the present invention, while the aircraft 10 is flying along the designated path (R), the environmental conditions of a plurality of areas within the designated path can be accurately detected in real time, and the environmental conditions of a plurality of areas within the designated path can be accurately detected. Using the results, you can accurately determine the risk of the designated route. Additionally, the designated route can be effectively supplemented using the results of determining the risk of the route. Therefore, the designated route can be supplemented in real time by reflecting the flight status and environmental status detected in real time, and before the aircraft 10 enters the airspace judged to be a risk area, the supplemented route (R-1), that is, A safe route can be provided to the aircraft 10.

The above embodiments and modifications of the present invention are for illustrative purposes only and are not intended to limit the present invention. It should be noted that the configurations and methods disclosed in the above-mentioned embodiments and modifications of the present invention may be combined or modified in various forms by combining or crossing each other, and modifications thereof may also be considered within the scope of the present invention. In other words, the present invention will be implemented in a variety of different forms within the scope of the claims and equivalent technical ideas, and those skilled in the art to which the present invention pertains can implement various embodiments within the scope of the technical idea of the present invention. You will be able to understand.

100: Flight device
10: Aircraft
20: environmental detection unit
30: Weather acquisition department
40: Path determination unit
50: Path supplementary unit
60: Airspace transmitter and receiver
70: Flight transceiver
80: Control transceiver unit
90: Alarm unit

Claims (29)

As a flying device for urban air mobility,
an environmental detection unit disposed in each of the plurality of airspaces to detect environmental conditions in each of the plurality of airspaces within the flight zone;
an airspace transceiver unit disposed in each of a plurality of airspaces together with the environment detection unit to transmit a sensed environmental state;
A test flight unit equipped with instruments and recorders to perform a test flight in a selected airspace among the plurality of airspaces, test flight performance and stability for each airspace, and generate test flight results;
Based on the test flight results obtained for each airspace and the environmental state detected when the test flight result is generated in that airspace, the influence of the environmental state on flight performance is determined in the form of a weight, and the determined weight is used to determine A flight device comprising: a designated flight path generator for correcting the environmental state detected for each airspace and generating an initial flight path based on the corrected environmental state. delete As a flying device for urban air mobility,
an environmental detection unit disposed in each of the plurality of airspaces so as to be able to construct an urban aviation observatory in each of the plurality of airspaces within the flight zone and detect environmental conditions in each of the plurality of airspaces;
an airspace transceiver unit disposed in each of the plurality of airspaces together with the environment detection unit to be able to construct the urban aviation observatory together with the environment detection unit and transmit a sensed environmental state;
a path determination unit for determining the risk of a designated path based on the transmitted environmental state;
A path supplementation unit that supplements the designated route using the result determined by the route determination unit,
The environment detection unit,
Sensors capable of detecting environmental conditions;
A payload that maintains the altitude and position of the sensor; and
By receiving the current location information of the flight unit flying along the designated route, only the sensors of the environmental detection units deployed in the airspace where the flight unit is scheduled to enter and the surrounding airspace directly surrounding the airspace in contact with the airspace are activated, and the remaining airspace is activated. An operation controller that can control whether the detector operates by controlling the power supplied to the detector so as to put the detector of the environmental detection units on standby. A flight device comprising a. In claim 3,
the flight unit for flying along the designated route created to include some of the plurality of airspaces;
a weather acquisition unit for acquiring weather information of the flight area;
It includes a designated flight path generator for generating an initial flight path as the designated path based on weather information of the flight area,
The route determination unit determines the risk of the airspace into which the flight unit is scheduled to enter within the designated route using weather information acquired at a later time than the time when the initial flight route was created and the sensed environmental state. A flight device. In claim 4,
a control transceiver unit for receiving the transmitted environmental state and transmitting it to the route determination unit, and receiving a supplemented route and transmitting it to the flight unit;
a flight transceiver unit for receiving the supplemented route and transmitting it to the flight unit;
An alarm unit for providing risk warning information according to the determination result of the path determination unit. In claim 5,
The airspace transceiver is capable of controlling or maintaining location and altitude,
The flight transceiver is installed in the flight unit and moves along the designated path together with the flight unit,
The weather acquisition unit, the control transceiver unit, the route determination unit, and the route supplementary unit are installed in the control station,
The alarm unit is a flight device installed in the flight unit and the control center, respectively. The method of any one of claims 4 to 6,
The flight unit includes at least one aircraft flying independently or a plurality of aircraft flying in a group. The method of any one of claims 3 to 6,
The sensor includes at least one of a temperature sensor, a humidity sensor, a density sensor, a camera sensor, a radar sensor, a LiDAR sensor, a laser sensor, and an infrared sensor,
A flying device in which the sensor is mounted on the payload. delete In claim 8,
The environment detection unit,
A flight device comprising a controller installed on the payload to adjust the angle and position of the sensor. The method of any one of claims 5 to 6,
The weather acquisition unit,
a receiver for receiving at least one selected from wind speed, wind direction, precipitation, snow cover, cloud cover, temperature, solar radiation, and atmospheric pressure in the flight area as weather information;
A flight device comprising a server for storing received weather information and inputting the stored weather information to the control transceiver. As a flight method for urban air mobility,
A process of detecting environmental conditions for each of a plurality of airspaces within a flight area using an environmental detection unit of a flight device;
A process of performing a test flight in an airspace selected from among the plurality of airspaces using the test flight unit of the flight device, and generating test flight results using the instruments and recorders of the test flight unit during the flight;
Using the designated flight path generator of the flight device, the test flight results obtained for each airspace and the impact of the environmental state on flight performance based on the environmental state detected when the result of the test flight is generated in the airspace. A flight method including the process of setting in the form of a weight, correcting the environmental state detected for each airspace using the determined weight, and generating an initial flight path based on the corrected environmental state. delete As a flight method for urban air mobility,
A process of arranging the environmental detection unit and the airspace transceiver of the flight device in each of a plurality of airspaces within the flight zone, and constructing an urban aviation observatory in each of the plurality of airspaces;
The altitude and location of the environmental sensor are maintained, and energy of the urban aviation observatory is consumed by waiting for the operation of the environmental sensor in the remaining airspace, excluding the airspace where the aircraft is scheduled to enter and the surrounding airspace in contact with the plurality of airspaces. The process of reducing;
Using the environment detection unit, the current location information of the aircraft flying along the designated route is received, and the airspace where the aircraft is scheduled to enter from among the plurality of airspaces within the flight area and the surrounding airspaces directly surrounding the airspace while in contact with the airspace are selected. and detecting environmental conditions for each selected airspace;
A process of transmitting a sensed environmental state using the airspace transceiver;
A process of determining whether the airspace into which the aircraft is scheduled to enter within a designated path is dangerous, based on the transmitted environmental state, using the path determination unit of the flight device;
A flight method including; a process of supplementing the designated path using a result of determining whether or not there is a risk, using a path complementation unit of the flight device. In claim 14,
A process of using the control system of the aircraft of the flight device to fly the aircraft along a designated route to include some of the plurality of airspaces within the flight area;
A process of acquiring weather information of the flight zone using a weather acquisition unit of the flight device,
The process of determining whether the designated path is dangerous is,
A flight method comprising: determining the risk of the designated route using transmitted environmental conditions and acquired weather information. In claim 15,
The process of flying an aircraft along the designated path is,
A flight method including the process of flying at least one aircraft independently. In claim 15,
The process of flying an aircraft along the designated path is,
A flight method including the process of grouping a plurality of aircraft and leading the group flight with a lead aircraft among the plurality of aircraft. The method of any one of claims 15 to 17,
The process of detecting the environmental state is,
A flight method comprising: detecting a plurality of types of environmental conditions in the atmosphere for each selected airspace. In claim 18,
The process of detecting multiple types of environmental conditions in the atmosphere includes:
A flight method including a process of detecting the temperature, humidity, and density of the atmosphere as an environmental state. The method of any one of claims 15 to 17,
The process of detecting the environmental state is,
A flight method comprising: detecting obstacle information about obstacles present within a safety radius to ensure flight safety of the aircraft. In claim 20,
The process of detecting the obstacle information is,
A flight method comprising: detecting the number, type, location, and size of obstacles present within the safety radius. The method of any one of claims 15 to 17,
The process of acquiring the weather information is,
A flight method comprising: obtaining at least one selected from wind speed, wind direction, precipitation, snow cover, cloud cover, temperature, solar radiation, and atmospheric pressure in the flight area as weather information. The method of any one of claims 15 to 17,
The process of determining the risk of the airspace where an aircraft is scheduled to enter within the designated route is,
Among the transmitted environmental states, the environmental state transmitted in the airspace where the aircraft is scheduled to enter among the airspaces within the designated route is compared with preset environmental conditions to determine whether the corresponding airspaces within the designated route are environmentally unstable;
A flight method comprising: setting corresponding airspaces within the designated route as dangerous areas or safe areas according to the acquired weather information and a result of determining whether the environment is unstable. In claim 23,
The process of determining whether the airspace within the designated route is environmentally unstable is,
If the environmental state transmitted for each airspace within the designated route is included in the set environmental conditions, determining that the environment of the airspace within the designated route is stable; and
If the environmental state transmitted in at least one airspace among the environmental states transmitted for each corresponding airspace within the designated route is outside the set environmental condition, determining that the environment in the airspace outside the set environmental condition is unstable; a flight method including; . In claim 23,
The process of setting the airspace within the designated route as a risk area or a safe area is,
If the weather in the flight area is determined to be unstable based on the obtained weather information and the environment in at least one of the airspaces within the designated route is determined to be unstable, setting the corresponding airspace as a risk area;
A flight method comprising: setting the airspaces within the designated route as safe areas when the weather in the flight area is determined to be stable based on the obtained weather information or when the environment of the airspace within the designated route is determined to be stable. In claim 23,
The process of determining the risk of the airspace where an aircraft is scheduled to enter within the designated route is,
extracting obstacle information from the transmitted environmental state;
A flight method including a process of setting corresponding airspaces within the designated route as dangerous areas or safe areas according to the extracted obstacle information. In claim 26,
The process of supplementing the specified path is,
Through the process of determining the risk of the designated route, the aircraft avoids the airspace set as a risk area among the airspaces within the designated route by utilizing surrounding airspaces adjacent to the airspace set as the risk area to create an avoidance route or a new route. A flight method that includes the process of generating a route. In claim 27,
The process of creating the avoidance route or new route is,
A process of determining whether environmental conditions in neighboring airspaces are unstable by comparing environmental conditions transmitted from the airspace set as the risk area and neighboring airspaces with preset environmental conditions;
A flight method including the process of selecting at least one surrounding airspace whose environment is judged to be stable among the neighboring surrounding airspaces, and utilizing the selected surrounding airspace as an avoidance route or a new route. In claim 27,
After the process of supplementing the above specified path,
A flight method including a process of flying an aircraft along a supplemented path.

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