KR20240059087A - Method for generating flight path of aerial vehicle and computer device for the same - Google Patents

Abstract

A method of determining the flight path of an aircraft according to an embodiment is performed by a computer device, and includes a vertiport used for departure or arrival of the aircraft and a method for the aircraft to enter or exit a corridor. determining a waypoint to pass through; Obtaining flight environment information in an aerial area within a predetermined radius from the vertiport; And based on the flight environment information, determining a local flight path connecting the vertiport and the waypoint.

Description

Method for determining the flight path of an aircraft and a computer device therefor {METHOD FOR GENERATING FLIGHT PATH OF AERIAL VEHICLE AND COMPUTER DEVICE FOR THE SAME}

The present invention relates to a method for determining the flight path of an aircraft and a computer device therefor.

Recently, interest in urban air mobility (UAM) has been increasing, especially in developed countries. Korea is also preparing a comprehensive demonstration of Korean-style urban air transportation, with the goal of commercialization in 2025.

According to the Korean urban air transportation technology roadmap, the operating altitude of the UAM aircraft is expected to be approximately 300 to 600 meters, the maximum operating speed is expected to be approximately 320 km/h, and it is expected to be operated along a designated operating route.

The UAM operator must submit a flight plan to the traffic management operator prior to the flight of the UAM aircraft. Below, let's look at this UAM flight plan.

The UAM flight plan includes the name or location information of the departure vertiport, departure time, and the name or location information of the arrival vertiport and arrival time. Additionally, assuming that the UAM aircraft flies in a corridor, the name and location information of the waypoint for entry into the corridor and the name and location information of the waypoint for exit from the corridor are also included.

In addition, the UAM flight plan needs to contain more detailed information compared to the flight plan of a conventional aircraft. This is because, unlike existing aircraft, UAM aircraft operate in high-density urban areas.

Therefore, the UAM flight plan must include flight time information at the aforementioned waypoints. In addition, this UAM flight plan must describe in detail the flight path from the departure vertiport to the entry waypoint into the corridor or the flight path from the exit waypoint from the corridor to the arrival vertiport.

Republic of Korea Patent Publication No. 10-2011-0014239, February 10, 2011.

The problem to be solved according to one embodiment includes providing technology for determining the flight path of an aircraft. The aircraft here may be a UAM aircraft, but is not limited thereto. In addition, the flight path determined in this way can be written in the flight plan.

However, the problems to be solved by the present invention are not limited to those mentioned above, and other problems to be solved that are not mentioned can be clearly understood by those skilled in the art to which the present invention pertains from the description below. will be.

The method for determining the flight path of an aircraft according to the first aspect is performed by a computer device, and includes a vertiport used for departure or arrival of the aircraft and a method through which the aircraft passes when entering or exiting a corridor. determining a waypoint; Obtaining flight environment information in an aerial area within a predetermined radius from the vertiport; And based on the flight environment information, determining a local flight path connecting the vertiport and the waypoint.

A computer device according to a second aspect includes a processor and a memory that stores at least one instruction. By executing the at least one command by the processor, a vertiport used for departure or arrival of the aircraft and a waypoint through which the aircraft passes when entering or exiting a corridor are determined, , Flight environment information in the air area within a predetermined radius from the vertiport is obtained, and based on the flight environment information, a local flight path connecting the vertiport and the waypoint is determined.

According to one embodiment, the flight plan of an aircraft may contain a more detailed flight path or flight plan than the flight plan of an existing aircraft. For example, information on at least one of the detailed points and time the aircraft must pass through on the local flight path, as well as flight time information at each waypoint, may be written as a flight path in the flight plan.

In Figure 1, the concept of the flight path to be included in the flight plan of the aircraft and the types of detailed information about this flight path are conceptually shown.
2 is an exemplary configuration diagram of a computer device according to an embodiment.
FIG. 3 exemplarily illustrates a flowchart of a method for determining a flight path of an aircraft according to an embodiment.
In Figure 4, a specific embodiment of a method for determining a flight path of an aircraft according to an embodiment is illustratively shown as a flowchart.
FIG. 5 illustratively illustrates various concepts regarding the thrust method of an aircraft, which is one of the criteria used when selecting at least one flight plan among a plurality of flight plans.
FIG. 6 conceptually illustrates track information and at least one singular point selected therefrom, according to an embodiment.
FIG. 7 shows an example of a process for generating a candidate regional flight path so that a singular point selected from past track information is included in the path according to an embodiment.
FIG. 8 shows an example of a situation according to an embodiment in which at least one candidate area flight path among a plurality of candidate area flight paths is deleted or maintained.
Figure 9 exemplarily shows results according to an embodiment in which some of a plurality of candidate regional flight paths are filtered.
FIG. 10 exemplarily shows results according to an embodiment in which a final candidate regional flight path is selected from among a plurality of candidate regional flight paths.

The advantages and features of the present invention and methods for achieving them will become clear with reference to the embodiments described below along with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. The present embodiments are merely provided to ensure that the disclosure of the present invention is complete and to be understood by those skilled in the art in the technical field to which the present invention pertains. It is provided to fully inform those who have the scope of the invention, and the present invention is only defined by the scope of the claims.

The terms used in this specification will be briefly explained, and the present invention will be described in detail.

The terms used in the present invention are general terms that are currently widely used as much as possible while considering the functions in the present invention, but this may vary depending on the intention or precedent of a person working in the art, the emergence of new technology, etc. In addition, in certain cases, there are terms arbitrarily selected by the applicant, and in this case, the meaning will be described in detail in the description of the relevant invention. Therefore, the terms used in the present invention should be defined based on the meaning of the term and the overall content of the present invention, rather than simply the name of the term.

When it is said that a part 'includes' a certain element throughout the specification, this means that it does not exclude other elements, but may further include other elements, unless specifically stated to the contrary.

Additionally, the term 'unit' used in the specification refers to software or hardware components such as FPGA or ASIC, and the 'unit' performs certain roles. However, 'wealth' is not limited to software or hardware. The 'part' may be configured to reside on an addressable storage medium and may be configured to run on one or more processors. Therefore, as an example, 'part' refers to components such as software components, object-oriented software components, class components and task components, processes, functions, properties, procedures, Includes subroutines, segments of program code, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays, and variables. The functionality provided within the components and 'parts' may be combined into a smaller number of components and 'parts' or may be further separated into additional components and 'parts'.

Below, with reference to the attached drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily implement the present invention. In order to clearly explain the present invention in the drawings, parts unrelated to the description are omitted.

In Figure 1, the concept of the flight path to be included in the flight plan of the aircraft and the types of detailed information about this flight path are conceptually shown.

Before referring to FIG. 1, the 'aircraft' referred to herein may include various things. For example, the UAM aircraft is an example of the above-described aircraft. Hereinafter, 'aircraft' will be explained on the premise that it means 'UAM aircraft'.

Referring to Figure 1, the flight plan of the aircraft includes information on the global flight path and local flight path. Let's take a look at global and local flight paths, respectively.

<Global flight path in one embodiment>

The global flight path refers to a route defined by the departure vertiport, which is the departure point, the arrival vertiport, which is the arrival point, and the waypoint, which is the point through which the aircraft must pass in the corridor.

Specifically, this global flight path includes the name and location information of the departure vertiport, departure time, and the name and location information and arrival time of the arrival vertiport. In addition, the name of the waypoint for entry into the corridor (denoted as WP.A in Figure 1) and location information, and the name of the waypoint for exit from the corridor (denoted as WP.D in Fig. 1) and location information This is also included. Of course, the name (denoted as WP.B or WP.C in FIG. 1) or location information for one or more waypoints that may exist between the entry waypoint and the exit waypoint may be included in this global flight path.

In addition, the flight plan according to one embodiment must be described in more detail than the flight plan of an existing aircraft. This is because, unlike existing aircraft, the aircraft according to one embodiment, that is, the UAM aircraft, is operated in a high-density urban area.

Accordingly, the global flight path in the flight plan according to one embodiment includes flight time information (= absolute or relative time information that the aircraft must pass or is expected to pass through the corresponding waypoint) at each of the above-mentioned waypoints. Must be included.

<Local flight path in one embodiment>

The local flight path refers to the flight path from the departure vertiport to the entry waypoint into the corridor or the flight path from the exit waypoint from the corridor to the arrival vertiport.

This local flight path may include information about which points (shown as 10 to 12 in FIG. 1) between the departure vertiport and the entry waypoint and at what point the aircraft must pass. Of course, information about at what point the aircraft must pass between the exit waypoint and the arrival vertiport (shown as 21 and 22 in FIG. 1) may also be included.

At this time, the above-mentioned point, that is, the point between the departure vertiport and the entry waypoint, or the point between the exit waypoint and the arrival vertiport, is within several tens of tens of miles within the airspace (airspace) of each vertiport. They can be separated from each other by hundreds of meters.

That is, according to one embodiment, the flight plan of an aircraft may contain a more detailed flight path or flight plan than the flight plan of an existing aircraft. For example, information on at least one of the detailed points and time the aircraft must pass through on the local flight path, as well as flight time information at each waypoint, may be written as a flight path in the flight plan.

Hereinafter, we will look at a computer device for determining the above-described flight path or generating a flight plan to include the thus determined flight path.

2 is an exemplary configuration diagram of a computer device according to an embodiment. Referring to FIG. 2, the computer device 100 includes a communication unit 110, a memory 120, and a processor 130. However, the configuration diagram shown in FIG. 2 is merely illustrative, and the spirit of the present invention is not limited to the configuration diagram shown in FIG. 2. For example, the computer device 100 may include at least one configuration not shown in FIG. 2 or may not include at least one configuration shown in FIG. 2 .

The communication unit 110 can be implemented using a wired or wireless communication module. The computer device 100 can communicate with an external server, such as an FDP (flight data processor) or SDP (sensor data processor) of an air traffic control center, through the communication unit 110. You can.

The memory 120 can be implemented by a medium that stores information. These media include, but are not limited to, ROM or RAM.

This memory 120 stores data or at least one instruction executable by the processor 130, which will be described below.

Processor 130 may be implemented by a processing device having at least one core. For example, the processor 130 may be implemented to include at least one CPU or GPU.

The processor 130 can control the communication unit 110. Additionally, the processor 130 can read the above-described data or instructions stored in the memory 120 and write new data or instructions into the memory 120. Additionally, the processor 130 can modify or delete already recorded data or instructions.

The computer device 100 can perform various functions using the processor 130. Hereinafter, we will look at various functions that can be performed in the computer device 100 by the processor 130.

In the computer device 100, at least one command stored in the memory 120 is executed by the processor 130, thereby entering the vertiport used for the departure or arrival of the aircraft and the aircraft entering the corridor. Alternatively, a waypoint to pass through when advancing from the corridor is determined. These waypoints are determined in the process of determining the global flight path, and a detailed explanation of this will be provided later.

Additionally, by executing at least one command stored in the memory 120 by the processor 130, the computer device 100 obtains flight environment information in an aerial area within a predetermined radius from the vertiport. Here, the flight environment information represents information about factors that affect the flight of the aircraft in the aerial area of the vertiport. For example, the flight environment information may include at least one of the size and location of obstacles in the airspace, weather conditions in the airspace, noise generated in the airspace, and the departure or arrival direction of the aircraft from the vertiport. It is not limited. This flight environment information is information that has been researched in advance and may have been previously input into the computer device 100 from an external source.

In addition, by executing at least one command stored in the memory 120 by the processor 130, the computer device 100 operates in a local area connecting the vertiport and the waypoint based on the flight environment information. ) The flight path is determined. The local flight path determined herein may include a flight path connecting a departure vertiport and an entry waypoint into the corridor, or a flight path connecting an exit waypoint from the corridor and an arrival vertiport, However, it is not limited to this.

Hereinafter, we will look at a flowchart of a method for determining the flight path of an aircraft that can be performed by the computer device 100 described above.

FIG. 3 exemplarily illustrates a flowchart of a method for determining a flight path of an aircraft according to an embodiment. The flow chart shown in FIG. 3 is merely illustrative, and the spirit of the present invention is not limited to what is shown in FIG. 3. For example, depending on the embodiment, each step may be performed in a different order from that shown in FIG. 3, or at least one step not shown in FIG. 3 may be additionally performed, or at least one of the steps shown in FIG. 3 may be performed. It may not work.

Referring to FIG. 3, a step (S100) of determining a vertiport used for departure or arrival of an aircraft and a waypoint through which the aircraft enters or exits a corridor. is performed.

Additionally, a step (S200) of acquiring flight environment information in an aerial area within a predetermined radius from the vertiport is performed.

Additionally, based on the flight environment information, a step (S300) of determining a local flight path connecting the vertiport and the waypoint is performed.

At this time, depending on the embodiment, past track information between the vertiport and the waypoint may be obtained, and a candidate area flight path may be created so that at least one unique point on this past track information is included in the route. . In this case, the regional flight path determined in S300 may be selected from the candidate regional flight paths created in this way.

In addition, the past track information discussed above is generated by the aircraft or other aircraft flying in the past according to a past flight plan that has been prepared so that the above-mentioned vertiports and waypoints are included in the route. You can.

Meanwhile, depending on the embodiment, a plurality of the above-described past flight plans may be obtained. In this case, whether the thrust method is the same or the degree of similarity in performance between the aircraft for which the flight path must be determined and other aircraft in the past flight plan Depending on this, one or more of these past flight plans may be selected.

Meanwhile, as seen above, the candidate regional flight path is created to include at least one singular point. These singular points may be selected based on how much at least one of the flight angle and flight speed of the aircraft in past track information has changed depending on the flight time. Various examples of methods for selecting singular points will be described later.

Meanwhile, a plurality of candidate regional flight paths may be created, and a process of filtering or deleting them, or selecting a regional flight path to be finally used among them, may be performed, and the final regional flight path selected in this way may be a global flight path. It can be merged with , which we will look at in detail later.

Hereinafter, we will look at a specific embodiment of a method for determining a flight path, referring to FIG. 4 together with FIGS. 1 to 3.

In Figure 4, a specific embodiment of a method for determining a flight path of an aircraft according to an embodiment is illustratively shown as a flowchart. The method in FIG. 4 or each step included in the method can be performed by executing at least one instruction stored in the computer device 100 shown in FIG. 2, specifically the memory 120, by the processor 130. . In addition, this flow chart shown in FIG. 4 is merely illustrative, and the spirit of the present invention is not limited to what is shown in FIG. 4. For example, depending on the embodiment, each step may be performed in a different order from that shown in FIG. 4, or at least one step not shown in FIG. 4 may be additionally performed, or at least one of the steps shown in FIG. 4 may be performed. It may not work. Looking at the flowchart shown in FIG. 4 in relation to FIG. 3, some steps in the flowchart shown in FIG. 4 may be the same as some steps in the flowchart shown in FIG. 3.

Referring to FIG. 4, a step (S1000) of determining a global flight path is performed.

Let’s look at it in detail. There may be multiple global flight paths depending on how the corridor is structured between the departure and arrival vertiports and how many waypoints are located between them.

Then, the computer device 100 determines one of these plural global flight paths. When making a decision, for each global flight route, at least one of the following may be considered:

* Weather conditions

* NOTAM

* Estimated flight time

* Estimated battery consumption

Given the above considerations, let's look at an example of the process for determining a global flight path below.

First, information about a plurality of global flight paths is obtained. This information can be obtained from a server or database stored in advance, given information about the departure vertiport and the arrival vertiport.

After this, some global flight routes are excluded by reference to NOTAMs, such as whether weather conditions are unfavorable for flying or military training. For this purpose, information such as weather information or NOTAM can be secured from an external server through the communication unit 110.

After this, the expected flight time and expected battery consumption are calculated for each excluded remaining global flight path. The calculation method is not limited to any one method. For example, a navigation log calculation method may be used, in which case the flight distance in the corridor, altitude, performance of the aircraft, weather information, etc. may be taken into consideration. Here, since the navigation log calculation method is already a known technology, details regarding it will be omitted.

Afterwards, based on the information thus calculated, one global flight path is determined. The way it is determined can vary and is not limited to any one. For example, after each of the expected flight time and expected battery consumption is multiplied by a predetermined weight, the global flight path with the smallest sum of the multiplied values may be determined as the final global flight path. Alternatively, either expected flight time or expected battery consumption may be considered in the decision.

Once the global flight path is determined in this way, the names and location information of the waypoints for entering the corridor and the waypoints for exiting from the corridor are secured, and the names and location information for one or more waypoints that exist between these waypoints are also secured. . Additionally, the departure time at the departure port and the arrival time at the arrival port are secured.

In addition, in one embodiment, flight time information at each waypoint may also be secured by the navigation log calculation method described above.

Next, the computer device 100 requests and obtains one or more, depending on the embodiment, multiple past flight plans (S1010). Requests can be made to the FDP at Air Traffic Control.

Past flight plans obtained through request may relate to the aircraft in question or to other aircraft. In addition, when making a request, a past flight plan containing the same departure and arrival vertiports on the global flight path determined in S1000 can be requested and obtained.

Next, at least one flight plan among the past flight plans obtained in S1010 is selected (S1020). There are various methods of selection, which will be explained below, but are not limited to these explanations. Let's look at it in detail below.

First, among a plurality of past flight plans, a past flight plan that includes at least one of the entry waypoint and the exit waypoint determined in S1000 is selected.

Thereafter, the thrust method or performance between other aircraft in the past flight plan obtained in S1010 and the aircraft for which the flight plan is to be determined according to one embodiment is compared. Here, 'thrust method' refers to the vertical takeoff and landing method of the aircraft, such as lift-cruise, vectored thrust, or multi-copter, and various examples of this are shown in FIG. 5. In addition, 'performance' may refer to the weight or size of the aircraft, the range of angles at which it can ascend or descend, the range of operating speed, or maximum speed, etc., but is not limited thereto. Comparison methods may vary, for example, whether they are identical may be compared.

As a result of the comparison, past flight plans with relatively similar or completely identical thrust methods or performances are selected. The number of past flight plans to be selected may be one or more.

Referring again to FIG. 4, based on one or more past flight plans selected in S1020, the computer device 100 requests and obtains one or more past track information, depending on the embodiment, plural pieces (S1030). Requests can be made to the SDP at air traffic control.

This past track information is generated based on the past flight records (past flight records) of the aircraft or other aircraft according to the past flight plan selected in S1020. In addition, this past track information includes flight position (altitude, latitude, longitude), flight angle, between the departure vertiport and the entry waypoint or between the exit waypoint and the arrival vertiport on the global flight path determined in S1000, At least one of flight time and flight speed is included.

For each past track information obtained in S1030, the computer device 100 selects at least one singular point (S1040). In selection, the degree of change in flight angle and flight speed included in past track information depending on flight time may be taken into consideration. There are various specific selection methods, and will be described illustratively below, but are not limited to this description. Below, let's look at a few methods.

* Method 1: Method of calculating the average flight angle and average flight speed by segmenting the flight path in past track information by time unit.

Method 1 will be examined with reference to FIG. 6. Figure 6 exemplarily shows past track information between the departure vertiport and the entry waypoint into the corridor. In addition, identification numbers 30, 31, 32, and 33 each represent singular points selected according to method 1. Referring to FIG. 6, it is confirmed that the amount of change in the flight path (dotted line) is relatively large at each singular point (30 to 33).

In order to select such a singular point, in method 1, the flight path (dotted line) in the past track information is divided into a plurality of equal time units based on the flight time information. As a result of this division, a plurality of cells are created. Each of these cells is shown in Figure 6 as a plurality of rectangles.

Afterwards, for each cell, at least one of the average flight angle and average flight speed is calculated using at least one of the flight time, flight location (altitude, latitude, longitude), flight angle, and flight speed included in the past track information. It is acquired.

After this, the amount of change in each of the average flight angle and average flight speed over the cell is calculated. In addition, it is reviewed whether the amount of change calculated in this way exceeds a predefined threshold. If there is a cell that exceeds the threshold, a singular point is selected based on that cell. The singular point may be selected as the center (center of gravity) of the relevant cell or the boundary area between the relevant cell and the adjacent cell (cell adjacent in the forward direction based on the flight direction), but is not limited to this.

* Method 2: A method of regressing the trend of the flight path in past track information and then selecting a point that deviates from the trend by a certain standard as a singular point.

The flight path in past track information is a set of points according to flight time information. Therefore, using these points, trends can be calculated through regression in three-dimensional space. Afterwards, the trend obtained in this way is compared with the points, and the point where the comparison result deviates from a predetermined standard can be selected as a singular point.

* Method 3: Method of selecting the inflection point in the flight path from past track information as a singular point

Similar to Method 2, the trend is obtained by regressing the flight path from past track information in 3D space. In addition, an inflection point can be derived from the trend obtained in this way. Then, the inflection point derived in this way can be selected as a singular point.

Referring again to FIG. 4, a candidate regional flight path is created to include the singular point selected in S1040 (S1050). The candidate regional flight path includes a flight path connecting a departure vertiport and an entry waypoint or a flight path connecting an exit waypoint and an arrival vertiport.

There are various methods for generating candidate regional flight paths and will be described below, but are not intended to be limited to the following description. For example, among the singular points selected in S1040, the singular points closest to each other are connected with a straight line, and between the waypoint and the closest singular point and between the vertiport and the closest singular point are also connected with a straight line. Thereby, a candidate regional flight path can be generated.

This is illustratively shown in Figure 7. Referring to FIG. 7, past track information between the vertiport and the waypoint (WP.A) is shown on the leftmost side. In other words, in the past, an aircraft flew between the vertiport and the waypoint (WP.A) along the flight path indicated by the dotted line.

The drawing in the middle of FIG. 7 shows four unique points (40 to 43) selected from the past track information. These singular points 40 to 43 may be selected by any of the above-described methods.

At the far right of FIG. 7, a candidate regional flight path generated according to one embodiment is shown.

Meanwhile, if there is a plurality of past track information obtained in S1030, there may also be a plurality of candidate area flight paths generated in S1050.

Refer again to Figure 4. There may be one candidate area flight path generated in S1050, but there may be multiple candidates as described above. If there are multiple candidate regional flight paths created, a process of deleting or filtering some of them is performed (S1060).

Various methods can be applied to deletion or filtering, and examples will be discussed below.

First, overlapping candidate regional flight paths are deleted so that only one remains. This is because, in the process of final determination of the regional flight path to be performed later, if calculations on too many candidate regional flight paths are performed, excessive time or cost may be consumed in determining the final regional flight path.

Hereinafter, overlap can be determined as follows, but is not limited to this. First, in each of the plurality of candidate regional flight paths, at least one singular point is selected according to S1040. If so, compare the flight path of one candidate region with each of the remaining candidate region flight paths, and calculate and compare the separation distance to see how far the singular points are from each other. If a singular point included in the flight path of one candidate region is separated from a singular point included in the flight path of another candidate region within a predetermined distance, and the number of singular points spaced within a predetermined distance is If the number is more than a certain number (or if all the singular points included in the candidate region flight path are spaced apart within a predetermined distance), any one of the candidate region flight paths and the other candidate region flight path contrasted therewith One is deleted.

Figure 8 illustrates this deletion process as an example. Referring to FIG. 8, in the diagram on the left, one of the two candidate regional flight paths is deleted. This is because each of the three singular points included in one candidate regional flight path is spaced closer than a predetermined distance from any one singular point included in the other candidate regional flight path. On the other hand, in the drawing on the right side of FIG. 8, the two candidate regional flight paths are maintained without being deleted. This is because, of the three singular points included in the flight path of one candidate region, only two are closer than a predetermined distance to the singular point included in the flight path of the other candidate region, and the remaining one singular point is separated by a predetermined distance. This is because they are further apart than the distance.

Next, let's look at the filtering process. A variety of factors can be considered in filtering candidate regional flight paths. For example, weather conditions or NOTAMs, which are factors that were considered in determining global flight routes, may be taken into consideration. Figure 9 shows an example of such filtering. Referring to Figure 9, the candidate regional flight path A passing through singular points 50, 51, and 52 is filtered due to the occurrence of gusts. Additionally, the candidate regional flight path B passing through singular points 60, 61, and 62 is filtered because it passes through a noise-sensitive region. With this filtering, only two candidate regional flight paths remain: one over 70,61,62 and one over 60,61,62.

Referring again to FIG. 4, the final regional flight path is selected (S1070). Let's look at an example of this final regional flight path selection process.

Estimated flight time and estimated battery consumption are calculated for each candidate regional flight route. The calculation method is not limited to any one method. For example, a navigation log calculation method may be used, in which case the flight distance in the corridor, altitude, performance of the aircraft, weather information, etc. may be taken into consideration. Here, since the navigation log calculation method is already a known technology, details regarding it will be omitted.

At this time, in one embodiment, the expected flight time for each singular point is calculated. In other words, more detailed information can be derived than the flight plan from an existing aircraft.

Afterwards, based on the information thus calculated, the final regional flight path is selected. The method selected may vary and is not limited to any one. For example, after each of the expected flight time and expected battery consumption is multiplied by a predetermined weight, the regional flight path with the smallest sum of the multiplied values may be determined as the final regional flight path. Alternatively, either expected flight time or expected battery consumption may be considered in the decision. Figure 10 shows this process by way of example.

Finally, the overall flight path of the aircraft is determined to include the final local flight path selected in S1070 and the global flight path determined in S1000 (S1080). The flight path determined in this way is recorded in the flight plan of the aircraft. These flight plans contain the following information:

* Name and location information of departure vertiport

* departure time

* Name and location information of arrival vertiport

* arrival time

* Name or location information of entry waypoint, estimated flight time

* Name or location information of exit waypoint, estimated flight time

* If there is more than one waypoint between the entry waypoint and the exit waypoint, the name or location information of each waypoint, and expected flight time

* Location information and estimated flight time of one or more singular points

That is, according to one embodiment, this flight plan includes an 'expected flight time', which may be referred to as a 4 dimensional trajectory (4DT) flight path. Typically, in a 4DT flight path, time information is added to location information in a three-dimensional space, commonly referred to as a path. In one embodiment, such a 4DT flight path may be provided.

Through this, aircraft operated in high-density urban areas can be operated safely and accurately using such detailed and detailed flight plans.

Meanwhile, the method according to the above-described embodiment can be implemented in the form of a computer program implemented to include computer instructions for causing a processor to perform each step included in the method. At this time, such a computer program may be stored in a computer-readable recording medium.

Alternatively, the method according to the above-described embodiment may be implemented in the form of a computer-readable recording medium including a computer program including computer instructions for causing a processor to perform each step included in the method.

Combinations of each step in each flowchart attached to the present invention may be performed by computer program instructions. Since these computer program instructions can be mounted on the processor of a general-purpose computer, special-purpose computer, or other programmable data processing equipment, the instructions performed through the processor of the computer or other programmable data processing equipment perform the functions described in each step of the flow chart. It creates the means to carry out these tasks. These computer program instructions may also be stored on a computer-usable or computer-readable recording medium that can be directed to a computer or other programmable data processing equipment to implement a function in a particular way, so that the computer program instructions are computer-usable or computer-readable. The instructions stored in the recording medium can also produce manufactured items containing instruction means that perform the functions described in each step of the flowchart. Computer program instructions can also be mounted on a computer or other programmable data processing equipment, so that a series of operational steps are performed on the computer or other programmable data processing equipment to create a process that is executed by the computer, thereby generating a process that is executed by the computer or other programmable data processing equipment. Instructions that perform processing equipment may also provide steps for executing the functions described in each step of the flowchart.

Additionally, each step may represent a module, segment, or portion of code containing one or more executable instructions for executing specified logical function(s). Additionally, it should be noted that in some alternative embodiments it is possible for the functions mentioned in the steps to occur out of order. For example, two steps shown in succession may in fact be performed substantially simultaneously, or the steps may sometimes be performed in reverse order depending on the corresponding function.

The above description is merely an illustrative explanation of the technical idea of the present invention, and those skilled in the art will be able to make various modifications and variations without departing from the essential quality of the present invention. Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but are for illustrative purposes, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention shall be interpreted in accordance with the claims below, and all technical ideas within the scope equivalent thereto shall be construed as being included in the scope of rights of the present invention.

According to one embodiment, the flight plan of the aircraft may be determined in detail. This embodiment of the present invention can be used not only in urban air traffic systems that operate UAM aircraft, but also in various systems that operate aircraft along designated corridors.

100: computer device
110: Department of Communications
120: memory
130: processor

Claims (12)

A method of determining the flight path of an aircraft performed by a computer device, comprising:
determining a vertiport used for departure or arrival of the aircraft and a waypoint through which the aircraft passes when entering or exiting a corridor;
Obtaining flight environment information in an aerial area within a predetermined radius from the vertiport; and
Based on the flight environment information, determining a local flight path connecting the vertiport and the waypoint.
A method of determining the flight path of an aircraft. According to claim 1,
In the above flight environment information,
At least one of the size and location of obstacles present in the aerial area, weather conditions in the aerial area, noise generated in the aerial area, and the departure or arrival direction of the aircraft at the vertiport is included.
A method of determining the flight path of an aircraft. According to claim 1,
The above method is,
Obtaining past track information between the vertiport and the waypoint; and
It further includes generating a candidate regional flight path so that at least one singular point in the past track information is included in the path,
The regional flight path determined above is,
Selected from among the above candidate regional flight routes
A method of determining the flight path of an aircraft. According to claim 3,
The method is:
Further comprising the step of obtaining a past flight plan, which has been prepared so that the vertiport and the waypoint are included in the route,
The obtained past track information is,
Generated based on past flight records carried out in accordance with the above past flight plan
A method of determining the flight path of an aircraft. According to claim 3,
The method is:
Obtaining a plurality of past flight plans of other aircraft, which have been prepared so that the vertiport and the waypoint are included in the route; and
It further includes the step of selecting at least one past flight plan among the plurality of past flight plans based on at least one of the sameness of thrust method and degree of similarity in performance between the aircraft and the other aircraft,
The obtained past track information is,
Generated based on the past flight records of the other aircraft, performed according to the selected at least one past flight plan
A method of determining the flight path of an aircraft. According to claim 3,
The step of generating the candidate regional flight path is,
Obtaining at least one of a flight angle, flight time, and flight speed when the aircraft in the past track information flew between the vertiport and the waypoint from the past track information;
selecting at least one of the singular points based on a degree of change in at least one of the obtained flight angle and flight speed according to the flight time; and
Generating the candidate area flight path so that the at least one singular point is included in the path.
A method of determining the flight path of an aircraft. According to claim 6,
Obtaining at least one of the flight angle, flight time, and flight speed,
dividing the flight path in the past track information into equal time units using the flight time; and
Comprising the step of obtaining at least one of an average flight angle and an average flight speed for each of the divided flight paths,
The special point is,
Selected based on the degree of change in at least one of the obtained average flight angle and the average flight speed
A method of determining the flight path of an aircraft. According to claim 3,
In the acquiring step, a plurality of pieces of past track information are acquired, and in the generating step, a plurality of candidate area flight paths are created,
The method is:
For each of the plurality of candidate area flight paths, obtaining location information of a unique point included in the candidate area flight path;
calculating a separation distance between the obtained singular points among the plurality of candidate regional flight paths; and
Further comprising deleting some of the plurality of candidate area flight paths based on information on the number of unique points whose calculated separation distance is within a predetermined distance,
The regional flight path determined in the above determining step is,
Selected from among the deleted and remaining candidate area flight routes
A method of determining the flight path of an aircraft. According to claim 1,
There are two or more local flight paths determined between the vertiport and the waypoint,
The above method is,
Based on the expected flight time or expected battery consumption in each of the two or more determined regional flight paths, further comprising selecting a final regional flight path from the two or more determined regional flight paths.
A method of determining the flight path of an aircraft. According to clause 9,
In the determining step, a first regional flight path between the vertiport used for departure of the aircraft and the waypoint for entry into the corridor and a second regional flight path between the waypoint for exit from the corridor and the vertiport used for the arrival of the aircraft The local flight path is determined,
The above method is,
determining a global flight path between the entry waypoint and the exit waypoint; and
determining a flight path for the vehicle between the departure port and the arrival port to include the first regional flight path, the global flight path, and the second regional flight path; containing
A method of determining the flight path of an aircraft. A computer-readable recording medium containing a computer program, wherein when the computer program is executed by a processor included in a computer device,
Performing the method of any one of claims 1 to 10
A computer-readable recording medium that stores a computer program. a memory storing at least one instruction;
Contains a processor,
By executing the at least one instruction by the processor,
The vertiport used for the departure or arrival of the aircraft and the waypoint through which the aircraft passes when entering or leaving the corridor are determined,
Flight environment information in the airspace within a predetermined radius is obtained from the vertiport,
Based on the flight environment information, a local flight path connecting the vertiport and the waypoint is determined.
computer device.

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