JP7629842B2 - Flight Route Control System - Google Patents

Description

The present invention relates to a flight route control system and control method for air mobility and other flying objects.

Air mobility, one example of an aircraft, is attracting attention as a next-generation means of transportation. However, air mobility generates large noise and vibrations that can damage structures on the ground, and there is also a risk of objects falling from the vehicle.

Mitigating these effects is a challenge for the social implementation of air mobility.

Technologies for reducing the impact of air mobility on the ground include those that focus on noise (Patent Document 1) and those that focus on the risk of falling objects (Patent Document 2).

Patent document 1 describes a technology that stably suppresses noise generated by an aircraft at various points on the ground to below an expected level, regardless of changes in noise distribution due to weather conditions.

Patent document 2 also describes a technology that determines a flight route based on the possible area into which an object can fall from an aircraft and the range into which it can fall.

JP 2014-24456 A JP 2021-35831 A

In order to reduce the impact that air mobility and other flying objects have on the ground, it is necessary to calculate the impact before the actual flight and determine a flight route that minimizes the impact.

However, conventional technologies such as those described in Patent Documents 1 and 2 calculate the impact on the ground only from individual events such as noise and the risk of falling objects, and perform calculations by treating the ground as a simplified plane.

When an aircraft is flying, the challenge is to more accurately determine the impact on ground structures, including in terms of height, while taking into account the effects of a combination of factors such as ground noise, vibration, and the risk of falling objects, and to reduce the impact on the ground by dynamically changing the flight route of air mobility and other aircraft.

The objective of the present invention is to realize a flight route control system and method that dynamically considers noise, vibration, and the possibility of falling objects generated by an aircraft during flight, and can calculate a flight route that minimizes these factors by comprehensively judging them, thereby controlling the aircraft.

To achieve the above objective, the present invention is configured as follows.

A flight route control system that controls the flight route of an aircraft using an aircraft and a ground control device, the aircraft comprising a communication unit that communicates with the ground control device and a control unit that controls the flight of the aircraft, the ground control device comprising a fixed condition information acquisition unit that acquires fixed condition information including the performance of the aircraft and a flight plan to the destination of the aircraft, a variable condition information acquisition unit that acquires variable condition information including the flight altitude, flight speed, surrounding weather conditions, and the flight route to the destination of the aircraft, and a three-dimensional calculation of the influence of the aircraft on the ground based on the fixed condition information and the variable condition information, and a calculation unit that calculates the influence. The system comprises a quantification unit that quantifies the impact, and a setting unit that dynamically sets the flight route of the aircraft based on the impact quantified by the quantification unit and the flight distance from the current location of the aircraft to the destination, and transmits the setting to the communication unit of the aircraft, wherein the quantification unit calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from the noise value on the ground of the noise generated by the aircraft, a vibration penalty value calculated from the vibration value on the ground of the vibration generated by the aircraft, a falling object penalty value calculated from objects on the ground that fall from the aircraft, and the flight route length from the current location of the aircraft to the destination.

Also, a flight route control method for controlling the flight route of an aircraft using an aircraft and a ground control device, comprising the steps of: acquiring fixed condition information including the performance of the aircraft and a flight plan to a destination of the aircraft; acquiring variable condition information including the flight altitude, flight speed, surrounding weather conditions, and the flight route of the aircraft to the destination of the aircraft; three-dimensionally calculating an impact of the aircraft on the ground based on the fixed condition information and the variable condition information; quantifying the impact; dynamically setting the flight route of the aircraft based on the quantified impact and the flight distance from the current position of the aircraft to the destination; transmitting the calculated impact to the aircraft; and calculating a flight route that minimizes an objective function having as variables a noise penalty value calculated from a noise value on the ground of the noise generated by the aircraft, a vibration penalty value calculated from a vibration value on the ground of the vibration generated by the aircraft, a falling object penalty value calculated from objects on the ground that fall from the aircraft, and the flight route length from the current position of the aircraft to the destination .

According to the present invention, it is possible to realize a flight route control system and control method that dynamically considers noise, vibration, and the possibility of falling objects generated by an aircraft during flight, and calculates a flight route that minimizes these noises and vibrations by comprehensively judging them, thereby controlling the aircraft. By dynamically determining a flight route for an aircraft that reduces the impact on the ground, it is possible to further advance the social implementation of aircraft.

1 is a configuration diagram of a flight route control system for an aircraft in accordance with a first embodiment of the present invention. 5 is a flowchart showing a process of a quantification unit in the first embodiment of the present invention. FIG. 11 is a configuration diagram of an aircraft flight route control system in accordance with a second embodiment of the present invention. 10 is a flowchart showing a process of a quantification unit in the second embodiment of the present invention. 11 is a table showing a method of calculating ground information coefficients in the second embodiment of the present invention. 11 is a table showing a method of calculating ground information coefficients in the second embodiment of the present invention. 11 is a table showing a method of calculating ground information coefficients in the second embodiment of the present invention. FIG. 11 is a configuration diagram of an aircraft flight route control system in accordance with a third embodiment of the present invention. 13 is a flowchart showing a process of a quantification unit in Example 3 of the present invention. FIG. 11 is a configuration diagram of an aircraft flight route control system in accordance with a fourth embodiment of the present invention.

The following describes an embodiment of the present invention with reference to the drawings. The symbols used in the first embodiment are synonymous and are used in the other embodiments. In the following embodiments, air mobility is described as an example of an aircraft.

Example 1
In the first embodiment of the present invention, a flight route that optimizes the risk to the ground and the flight distance associated with the flight of an air vehicle, i.e., air mobility, is dynamically calculated, and reflected in the air mobility. The risk to the ground is quantitatively calculated as a penalty for noise, vibration, and falling objects, and a penalty field is created for each airspace.

Figure 1 is a configuration diagram of an operation system of air mobility 100 according to Example 1. In Figure 1, the operation system (flight route control system) of air mobility 100 is roughly divided into the air mobility 100 side and the operation control side of the ground control device 110, which is a ground control device. The air mobility 100 aircraft is equipped with an air mobility recording unit 101, an air mobility communication unit 102, and an air mobility control unit 107.

The operational control side, which is the ground control device 110, includes a fixed condition information acquisition unit 103 that acquires fixed condition information including the performance of the air mobility 100 and a flight plan to the destination, a variable condition information acquisition unit 104 that acquires variable condition information including the flight altitude, flight speed, surrounding weather conditions, and flight route of the air mobility 100 to the destination, a quantification unit 105 that three-dimensionally calculates the impact of the air mobility 100 on the ground based on the fixed condition information and the variable condition information and quantifies the calculated impact, and a setting unit 106 that dynamically sets the flight route of the air mobility 100 based on the impact quantified by the quantification unit 105 and the flight distance from the current location of the air mobility 100 to the destination, and transmits it to the air mobility communication unit 102 of the air mobility 100.

Basic performance of the air mobility 100, such as speed performance and noise performance, and destination information of the air mobility 100 are transmitted from the air mobility recording unit 101 via the air mobility communication unit 102 to the fixed condition information acquisition unit 103 on the operational control side, which is the ground control unit 110.

Variable condition information such as the current flight position, speed, and current flight route of air mobility 100 is dynamically transmitted from air mobility recording unit 101 to variable condition information acquisition unit 104 via air mobility communication unit 102. In addition, variable condition information acquisition unit 104 dynamically acquires meteorological conditions such as wind direction, wind speed, weather, and temperature around air mobility 100.

The quantification unit 105 dynamically calculates the impact of the air mobility 100 on the ground from the fixed condition information obtained by the fixed condition information acquisition unit 103 and the variable condition information obtained by the variable condition information acquisition unit 104. The impact of the air mobility 100 on the ground includes noise levels, vibration levels, and the risk of falling objects.

The setting unit 106 dynamically sets the flight route of the air mobility 100 based on the influence quantified by the quantification unit 105 and the flight distance from the current location of the air mobility 100, which is an air vehicle, to the destination.

The air mobility control unit 107 dynamically acquires the flight route of the air mobility 100 determined by the setting unit 106 through the air mobility communication unit 102, and controls the flight of the air mobility 100.

Figure 2 is a flowchart showing the processing of the quantification unit 105 in Example 1.

In FIG. 2, processing begins in processing step S201, and in processing step S202, fixed condition information and variable condition information are acquired from the fixed condition information acquisition unit 103 and the variable condition information acquisition unit 104. After acquiring each piece of condition information, the processing proceeds to processing step S203, processing step S204, and processing step S205.

In processing step S203, the noise value, range, and penalty value that the noise generated by air mobility 100 has on the ground in each airspace in which air mobility 100 flies are calculated. Once the calculation is completed, the process proceeds to processing step S206.

In processing step S204, the vibration value, range, and penalty value that the vibrations generated by air mobility 100 in each airspace in which air mobility 100 flies will have on the ground are calculated. Once the calculation is complete, the process proceeds to processing step S206.

In processing step S205, the reach of objects falling from air mobility 100 in each airspace in which air mobility 100 flies and the penalty value are calculated. Once the calculation is completed, the process proceeds to processing step S206.

In processing step S206, the flight route from the current location of the air mobility 100 to the destination is determined so as to minimize an objective function whose variables are the flight distance and each penalty value.

The method of calculating the noise penalty value p _sl due to noise in the process step 203 will be described below. A known method can be used to calculate the noise value on the ground.

The relationship between the noise penalty value p _sl for noise and the noise value at each point on the ground can be expressed (calculated) by the following equation (1).

In equation (1), f _sl is a function of the noise value and the noise penalty value p _sl , S _level is the noise value on the ground, d _sl is the calculation radius, p _sl is the noise penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The function _fsl of the noise value _Slevel and the noise penalty value _psl can be set by the user.

A method for calculating the vibration penalty value _pvl due to vibration in processing step S204 will be described below. A known method can be used to calculate the vibration value on the ground.

The relationship between the vibration penalty value p _vl in the vibration and the vibration value at each point on the ground can be expressed (calculated) by the following equation (2).

In equation (2), f _vl is a function of the vibration value and the vibration penalty value p _vl , V _level is the vibration value on the ground, d _vl is the calculation radius, p _vl is the vibration penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The function f _vl of the vibration value V _level and the vibration penalty value p _vl can be set by the user.

The method for calculating the risk of falling objects and the penalty in process step 205 is shown below. Any publicly known method can be used to calculate the risk of falling objects at each point on the ground.

The relationship between the falling object penalty value _pfr in the falling object risk and the falling object risk at each point on the ground can be expressed (calculated) by the following equation (3).

In equation (3), _ffr is a function of the vibration value and the falling object penalty value _pfr , Frisk is the falling object _risk on the ground, _dfr is the calculation radius, _pfr is the falling object penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The relationship between the falling object risk F _risk and the falling object penalty value p _fr can be set by the user.

The objective function f in processing step S206 is shown below. Each penalty value obtained in processing steps S203, S204, and S205 and the flight route length from the current location of air mobility 100 to the destination are used as variables, and each is multiplied by the gain value corresponding to each variable.

In equation (4), _ksl is the gain for the noise penalty value _psl , _kvl is the gain for the vibration penalty value _pvl , _kfr is the gain for the falling object penalty value _pfr , _kroute is the gain for the flight route length, and _Droute is the flight route length from the current location of air mobility 100 to the destination.

In the above formula (4), the flight route of the air mobility 100 is calculated so as to minimize the objective function f, and the flight operation of the air mobility 100 is controlled according to the optimal flight route at the current time.

As described above, the flight control system (air mobility operation system) of Example 1 can dynamically determine a flight route while minimizing both the impact of the flight of air mobility 100 on the ground and the flight distance, depending on the penalty values for noise risk, vibration risk, and falling object risk.

In other words, according to the first embodiment, it is possible to realize a flight route control system and a control method that dynamically considers the noise, vibration, and possibility of falling objects that may occur during flight of the flying object 100, and calculates a flight route that minimizes these noises and vibrations by comprehensively judging them, thereby controlling the flying object.

Example 2
Next, a second embodiment of the present invention will be described.

The air mobility operation system, which is the flight route control system of Example 2, is an example in which the flight route is changed by dynamically adding ground influences in addition to Example 1, and in this respect it differs from Example 1.
3 is a configuration diagram of an air mobility operation system according to Example 2. Example 2 differs from Example 1 in that a ground information acquisition unit 307 is added to Example 1, the quantification unit 105 in Example 1 becomes the quantification unit 305 in Example 2, and the content of the processing is changed from that of the quantification unit 105.

The quantification unit 305 dynamically calculates the impact of the air mobility 100 on the ground based on the fixed condition information, the variable condition information, and ground information indicating the location of buildings on the ground and the presence or absence of densely populated areas, and quantifies the impact of the air mobility 100 on the ground.

The ground information acquisition unit 307 dynamically acquires information showing the state of the ground. The ground information acquisition unit 307 collects information necessary to obtain ground information, including at least the location information of important facilities on the ground and the degree of crowding, and calculates ground information. Here, ground information refers to information that does not change much over time, such as the location of important structures on the ground, and information that changes dynamically over time, such as the presence or absence of areas where people are crowded due to events, etc.

Figure 4 is a flowchart showing the processing of the quantification unit 305 in Example 2. The processing contents are the same as those in the flowchart showing the processing of the quantification unit 105 in Example 1 shown in Figure 2.

In FIG. 4, in processing step S402, fixed conditions, variable conditions, and ground information are acquired from the fixed condition information acquisition unit 103, variable condition information acquisition unit 104, and ground information acquisition unit 307. After acquiring each condition, the process proceeds to processing steps S403, S404, and S405.

In processing step S403, the noise value, range, and penalty value on the ground in each airspace are calculated, similar to processing step S203 in Example 1. As in Example 1, a publicly known method can be used for the calculation method. After the calculation is completed, the process proceeds to processing step 406.

In processing step S404, the vibration value, range, and penalty value on the ground in each airspace are calculated, similar to processing step S204 in the first embodiment. As in the first embodiment, a publicly known method can be used for the calculation method. After the calculation is completed, the process proceeds to processing step S407.

In processing step S405, the range of falling objects on the ground and the penalty value in each airspace are calculated, similar to processing step S205 in the first embodiment. As in the first embodiment, a publicly known method can be used as the calculation method. After the calculation is completed, the process moves to processing step 408.

In process 406, a penalty value is calculated based on the noise value on the ground due to the noise from the air mobility 100 obtained in process step 403 and the noise value generated from the ground based on the ground information. The relationship between the noise and the penalty value is obtained (calculated) by the following formula (5). At this time, the ground information coefficient related to the noise value at each point changes depending on the ground information.

In equation (5), _fsl is a function of the noise value on the ground of the noise generated by the aircraft 100, _Slevel is the noise value on the ground, _dsl is the calculation radius, _csl is the ground information coefficient (noise value), _psl is the noise penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The function _fsl of the noise value _Slevel and the noise penalty value _psl can be set by the user.

In processing step S407, a penalty value is calculated based on the vibration value that the vibration of the air mobility 100 gives to the ground, which was calculated in processing step 404, and the vibration value generated from the ground based on the ground information. The relationship between the vibration and the penalty value is found (calculated) by the following formula (6). At this time, the ground information coefficient _csl related to the vibration value at each point changes depending on the ground information.

In equation (6), f _vl is a function of the vibration value and the vibration penalty value p _vl , V _level is the vibration value on the ground, d _vl is the calculation radius, c _vl is the ground information coefficient (vibration value), p _vl is the vibration penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The function f _vl of the vibration value V _level and the vibration penalty value p _vl can be set by the user.

In processing step S408, the risk of falling objects on the ground from air mobility 100 obtained in processing step S405 and a penalty value due to the risk of falling objects from buildings and the like on the ground are calculated from ground information. The relationship between the risk of falling objects and the penalty value is obtained (calculated) using the following formula (7). At this time, the coefficient related to the risk of falling objects at each point changes depending on the ground information.

In equation (7), _ffr is a function of the vibration value and the falling object penalty value _pfr , _Frisk is the falling object risk on the ground, _dfr is the calculation radius, _cfr is the ground information coefficient (falling object risk), _pfr is the falling object penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The relationship between the falling object risk F _risk and the falling object penalty value p _fr can be set by the user.

By adding the above processing to Example 1, the flight route of the air mobility 100 can be changed depending on buildings and population density on the ground.

Figures 5A, 5B, and 5C are tables showing how to calculate the ground information coefficient. As shown in Figures 5A, 5B, and 5C, the calculation is performed using two terms: a fixed term that corresponds to values that are stable over a long period of time, such as the population density around the area where the air mobility 100 flies and the locations of important buildings on the ground, such as hospitals and government offices, and a dynamic term that corresponds to changes in the ground information coefficient over a short period of time to accommodate cases where people dynamically gather at events, etc.

The information used to calculate the ground information coefficient can be obtained from publicly available sources. The values of each term can be determined by the user of the air mobility operation system, which is a flight route control system.

As described above, the abnormality control device of Example 2 can achieve the same effect as Example 1, and also has the effect of determining a flight route according to penalty values for noise, vibration, and risk of falling objects, and ground information.

In addition, in the second embodiment, it is also possible to configure the system so that the operation of the ground information acquisition unit 307 is stopped and a selection is made as to whether to operate using the same function as in the first embodiment or to start the operation of the ground information acquisition unit 307.

Example 3
Next, a third embodiment of the present invention will be described.

The air mobility operation system, which is the flight route control system of Example 3, differs from Example 2 in that, in addition to the features of Example 2, it makes it possible to reduce the penalty value by paying compensation for ground effects.

Figure 6 is a configuration diagram of an air mobility operation system according to Example 3. The difference from Example 2 is the addition of a compensation information acquisition unit 608 and changes to the processing of the quantification unit 605.

The compensation information acquisition unit 608 shown in FIG. 6 collects and acquires compensation information for areas where compensation is being provided to landowners and related parties for the impact that air mobility 100 has on the ground.

Figure 7 is a flowchart showing the processing of the quantification unit 605 in Example 3. The processing contents are the same as those in the flowchart showing the processing of the quantification unit 305 in Example 2 shown in Figure 4.

In FIG. 7, in processing step S702, the fixed conditions, variable conditions, ground information, and compensation information are acquired from the fixed condition information acquisition unit 103, the variable condition information acquisition unit 104, the ground information acquisition unit 307, and the compensation information acquisition unit 608.

Once each piece of information has been acquired, proceed to processing step S403, processing step S404, and processing step S405.

In processing step S706, a penalty value due to noise is calculated from the noise value on the ground obtained in processing step S403, the ground information, and the compensation information. The relationship between the noise and the penalty value is obtained (calculated) by the following formula (8). At this time, the ground information coefficient related to the noise value at each point changes depending on the ground information. In addition, the compensation information coefficient related to the noise value at each point changes depending on the compensation information.

In equation (8), f _sl is a function of the noise value and the noise penalty value p _sl , S _level is the noise value on the ground, d _sl is the calculation radius, c _sl is the ground information coefficient (noise value), r _sl is the compensation information coefficient (noise value), p _sl is the noise penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The function _fsl of the noise value _Slevel and the noise penalty value _psl can be set by the user.

In processing step S707, a penalty value due to vibration is calculated from the ground vibration value obtained in processing step S404, ground information, and compensation information. The relationship between the vibration and the penalty value is obtained (calculated) using the following formula (9).

At this time, the ground information coefficient _csl relating to the vibration value at each point changes depending on the ground information, and the compensation information coefficient _rsl relating to the vibration value at each point changes depending on the compensation information.

In equation (9), f _vl is a function of the vibration value and the vibration penalty value p _vl , V _level is the vibration value on the ground, d _vl is the calculation radius, c _vl is the ground information coefficient (vibration value), r _vl is the compensation information coefficient (vibration value), p _vl is the vibration penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The function f _vl of the vibration value V _level and the vibration penalty value p _vl can be set by the user.

In processing step S708, a penalty value due to the risk of falling objects is calculated from the risk of falling objects on the ground obtained in processing step S405, the ground information, and the compensation information. The relationship between the risk of falling objects and the penalty value is obtained (calculated) by the following formula (10). At this time, the ground information coefficient related to the risk of falling objects at each point changes depending on the ground information. In addition, the compensation information coefficient related to the risk of falling objects at each point changes depending on the compensation information.

In equation (10), _ffr is a function of the vibration value and the falling object penalty value _pfr , _Frisk is the falling object risk on the ground, _dfr is the calculation radius, _cfr is the ground information coefficient (falling object risk), _rfr is the compensation information coefficient, _pfr is the falling object penalty value, and x is the three-dimensional relative distance from the air mobility 100.

The relationship between the falling object risk F _risk and the falling object penalty value p _fr can be set by the user.

By modifying the above process from Example 2, the flight route of the air mobility 100 can be changed based on compensation information to the ground.

The value of the compensation information coefficient r _fr can be determined by the user of the air mobility operation system, which is a flight route control system, depending on the compensation details with landowners and related parties.

As described above, the flight route control system of the third embodiment can achieve the same effect as the second embodiment, and can also determine a flight route that takes into account the penalty values for noise, vibration, and risk of falling objects, ground information, and compensation for landowners and related parties on the ground.

Example 4
Next, a fourth embodiment of the present invention will be described.

Figure 8 is a configuration diagram of an operation management system for air mobility 100 according to Example 4. The difference from Example 1 shown in Figure 1 is that in Example 4, an operation control transmission unit 111, an operation management unit 112, and a management information storage unit 113 are added to the ground control device 110 of Example 1.

Although only one air mobility 100 is shown in FIG. 8, the ground control unit 110 can perform flight route setting operations for multiple air mobility 100, as described below.

When a user of air mobility 100 requests the operation management side to set an appropriate flight route for air mobility 100, the air mobility communication unit 102 requests the operation control communication unit 111 of the ground control device 110 to register to receive the flight route setting service from the ground control device 110 on the operation management side.

This registration request is individual information about the air mobility 100, and is made by adding information that can identify the air mobility 100.

When the operation management unit 112 of the ground control device 110 receives a registration request for the air mobility 100 from the operation control communication unit 111, it stores the individual information added to the registration request in the management information storage unit 113.

When the operation management unit 12 receives a flight route setting request from the air mobility communication unit 102 of the air mobility 100 for which the above registration has been completed, via the operation management communication unit 111, it checks the registration information stored in the management information storage unit 113.

When the operation management unit 12 confirms that the air mobility 100 that made the flight route setting request is an air mobility that matches the registration information stored in the management information storage unit 113, the operation management unit 12 instructs the individual condition information acquisition unit 103, the variable condition information acquisition unit 104, the quantification unit 105, and the setting unit 106 to start setting an appropriate flight route for the air mobility 100.

The ground control device 110 performs operations similar to those in the first embodiment, and sets an appropriate flight route for the air mobility 100.

When the operation of setting an appropriate flight route for the air mobility 100 is completed, the operation management unit 112 stores the start date and time, end date and time, and setting operation content of the executed flight route setting operation in the individual information of the air mobility 100 registered in the management information storage unit 113.

Then, the start date and time, end date and time, and setting operation content of the executed flight route setting operation stored in the management information storage unit 113 are transmitted to the air mobility communication unit 102 of the corresponding air mobility 100.

As described above, the flight route control system of Example 4 dynamically considers the noise, vibration, and possibility of falling objects that may occur during flight of the flying object 100, and calculates a flight route that minimizes these noises, vibrations, and falling objects by comprehensively judging the noises, vibrations, and falling objects, thereby realizing a flight route control method that can control the flying object. Example 4 is an example of an invention related to a so-called business model.

The above-mentioned Example 4 is an example applied to Example 1, but it can also be applied to Examples 2 and 3.

In the above-mentioned first to third embodiments, the ground control device 110 is configured to be separate from the air mobility 100, but it is also possible to configure the air mobility 100 to include the fixed condition information acquisition unit 103, variable condition information acquisition unit 104, quantification unit 105, and setting unit 106 of the ground control device 110.

100...Air mobility, 101...Air mobility recording unit, 102...Air mobility communication unit, 103...Fixed condition information acquisition unit, 104...Variable condition information acquisition unit, 105, 305, 605...Quantification unit, 106...Setting unit, 107...Air mobility communication unit, 110...Ground control device (ground control device), 111...Operation management communication unit, 112...Operation management unit, 113...Management information storage unit, 307...Ground information acquisition unit, 608...Compensation information acquisition unit

Claims (10)

A flight route control system that controls a flight route of an aircraft using an aircraft and a ground control device,
The flying object is
A communication unit that communicates with the ground control device;
A control unit for controlling the flight of the aircraft,
The ground control device includes:
a fixed condition information acquisition unit that acquires fixed condition information including performance of the aircraft and a flight plan to a destination of the aircraft;
A variable condition information acquisition unit that acquires variable condition information including a flight altitude, a flight speed, a surrounding weather condition, and a flight route to a destination of the aircraft;
a quantification unit that three-dimensionally calculates an influence of the flying object on the ground based on the fixed condition information and the variable condition information and quantifies the influence;
A setting unit that dynamically sets a flight route of the aircraft based on the influence quantified by the quantification unit and a flight distance from a current location of the aircraft to a destination, and transmits the flight route to the communication unit of the aircraft;
Equipped with
The quantification unit is a flight route control system that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from the noise value on the ground of the noise generated by the aircraft, a vibration penalty value calculated from the vibration value on the ground of the vibration generated by the aircraft, a falling object penalty value calculated from objects on the ground that fall from the aircraft, and the flight route length from the current position of the aircraft to the destination . 2. The flight route control system according to claim 1,
a ground information acquisition unit that collects information including at least location information of important facilities on the ground and a degree of crowding of people, which is necessary for obtaining ground information indicating the locations of buildings on the ground and the presence or absence of crowded areas, and calculates the ground information;
The quantification unit is
A flight route control system that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, and the ground information, and quantifies the impact of the aircraft on the ground. 3. The flight route control system according to claim 2,
A compensation information acquisition unit that collects information necessary for obtaining compensation information for an area where compensation is to be performed for the impact of the aircraft on the ground and calculates the compensation information;
The quantification unit is
A flight route control system that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, the ground information, and the compensation information, and quantifies the impact of the aircraft on the ground. 3. The flight route control system according to claim 2 ,
The quantification unit is a flight route control system that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft and a ground information coefficient of the noise value, a vibration penalty value calculated from a function of the vibration value on the ground of the vibration generated by the aircraft and a ground information coefficient of the vibration value, a falling object penalty value calculated from a function of objects on the ground dropped from the aircraft and a ground information coefficient of the falling objects, and the flight route length from the current position of the aircraft to the destination. 4. The flight route control system according to claim 3 ,
The quantification unit is a flight route control system that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft, a ground information coefficient of the noise value, and a compensation information coefficient of the noise value; a vibration penalty value calculated from a function of the vibration value on the ground of the vibration generated by the aircraft, a ground information coefficient of the vibration value, and a compensation information coefficient of the vibration value; a falling object penalty value calculated from a function of objects on the ground dropped from the aircraft, a ground information coefficient of the falling object, and a compensation information coefficient of the falling object; and the flight route length from the current position of the aircraft to the destination. A flight route control method for controlling a flight route of an aircraft by an aircraft and a ground control device, comprising:
Obtaining fixed condition information including the performance of the aircraft and a flight plan to a destination of the aircraft;
Acquire variable condition information including a flight altitude, a flight speed, a surrounding weather condition, and a flight route to a destination of the aircraft;
Based on the fixed condition information and the variable condition information, a three-dimensional calculation is performed to calculate an influence of the flying object on the ground, and the influence is quantified;
Dynamically set a flight route for the aircraft based on the quantified influence and a flight distance from the current location of the aircraft to the destination, and transmit the route to the aircraft ;
A flight route control method that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from the noise value on the ground of the noise generated by the aircraft, a vibration penalty value calculated from the vibration value on the ground of the vibration generated by the aircraft, a falling object penalty value calculated from objects on the ground dropped from the aircraft, and the flight route length from the current position of the aircraft to the destination . 7. The flight route control method according to claim 6 ,
Collecting information including at least location information of important facilities on the ground and the degree of crowding of people, which is necessary for obtaining ground information indicating the location of buildings on the ground and the presence or absence of crowded areas, and calculating the ground information;
A flight route control method that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, and the ground information, and quantifies the impact of the aircraft on the ground. 8. The flight route control method according to claim 7 ,
Collect information necessary to calculate compensation information for the area in which compensation is to be performed for the impact of the aircraft on the ground, and calculate the compensation information;
A flight route control method that dynamically calculates the impact of the aircraft on the ground based on the fixed condition information, the variable condition information, the ground information, and the compensation information, and quantifies the impact of the aircraft on the ground. 8. The flight route control method according to claim 7 ,
A flight route control method that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft and a ground information coefficient of the noise value, a vibration penalty value calculated from a function of the vibration value on the ground of the vibration generated by the aircraft and a ground information coefficient of the vibration value, a falling object penalty value calculated from a function of objects on the ground dropped from the aircraft and a ground information coefficient of the falling objects, and the flight route length from the current position of the aircraft to a destination. 9. The flight route control method according to claim 8 ,
A flight route control method that calculates a flight route that minimizes an objective function whose variables are a noise penalty value calculated from a function of the noise value on the ground of the noise generated by the aircraft, a ground information coefficient of the noise value, and a compensation information coefficient of the noise value; a function of the vibration value on the ground of the vibration generated by the aircraft, a vibration penalty value calculated from the ground information coefficient of the vibration value, and a compensation information coefficient of the vibration value; a function of falling objects on the ground dropped from the aircraft, a falling object penalty value calculated from the ground information coefficient of the falling object, and a compensation information coefficient of the falling object; and the flight route length from the current position of the aircraft to a destination.

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