JP7666286B2 - CONTROL DEVICE, PROGRAM, AIRCRAFT, SYSTEM, AND SYSTEM OPERATION METHOD - Google Patents

Description

The present disclosure relates to a control device, a program, an aircraft, a system, and a method of operating the system.

Various aircraft and flying objects are used as a means of transporting passengers. One example of an aircraft is a vertical take-off and landing aircraft that obtains lift and thrust by means of an electric rotor, known as an eVTOL (electric Vertical Take Off and Landing). Various technologies have been proposed to support the operation of aircraft and flying objects. For example, Patent Document 1 discloses a system for maneuvering an aircraft that autonomously approaches for landing.

Special Publication No. 2009-523096

In technologies that support flight services using aircraft such as eVTOLs, there is room to streamline flight management so that the aircraft can continue to operate smoothly.

This disclosure provides a control device that more rationally manages the operation of an aircraft.

The control device in the present disclosure has a memory unit that stores information about the flight altitude required for an aircraft capable of ascending or descending vertically by obtaining lift from an electric rotor according to the conditions in the airspace in which the aircraft flies, and a control unit that instructs the aircraft to fly along a first flight route, which has a smaller change in flight altitude, out of a first and a second flight route from a departure point to a destination.

The system disclosed herein is a system having an aircraft capable of ascending or descending vertically by obtaining lift from an electric rotor, and a control device that communicates with the aircraft, and the control device instructs the aircraft to fly along a first flight path, which has a smaller change in flight altitude, of first and second flight paths from a departure point to a destination, based on information on the flight altitude required of the aircraft depending on the conditions in the airspace in which the aircraft flies, and the aircraft flies along the first flight path.

The method of operation of the system disclosed herein is a method of operation of a system having an aircraft capable of ascending or descending vertically by obtaining lift from an electric rotor, and a control device that communicates with the aircraft, and includes a step in which the control device instructs the aircraft to fly along a first flight path, which has a smaller change in flight altitude, of first and second flight paths from a departure point to a destination, based on information on the flight altitude required for the aircraft depending on the conditions under the airspace in which the aircraft flies, and a step in which the aircraft flies along the first flight path.

The control device and the like disclosed herein makes it possible to more rationally manage the operation of flying objects.

FIG. 1 is a diagram illustrating an example of the configuration of a traffic management system. FIG. 2 illustrates an example of the configuration of a server device. FIG. 2 is a diagram illustrating an example of the configuration of an aircraft. FIG. 2 is a diagram illustrating an example of the configuration of a terminal device. FIG. 4 is a sequence diagram showing an example of the operation of the traffic management system. FIG. 11 is a flowchart illustrating an example of the operation of the server device. FIG. 13 is a diagram showing an example of altitude information and a flight route. FIG. 2 is a diagram showing an example of a flight path.

The following describes the implementation form.

Figure 1 is a diagram showing an example of the configuration of a traffic management system in one embodiment. Traffic management system 1 is a system that manages the operation of aircraft that transport passengers on demand. Traffic management system 1 has one or more server devices 10, aircraft 12, and terminal devices 13, which are connected to each other via network 11 so that they can communicate information with each other.

The server device 10 is, for example, a server computer that belongs to a cloud computing system or other computing system and functions as a server that implements various functions. The server device 10 is used by a business operator that provides operation services using the flying object 12.

The flying vehicle 12 is, for example, an eVTOL, which has a cabin of approximately the same size as a passenger car, capable of accommodating one or more occupants, and a mechanism including one or more electric rotors for generating lift and thrust, and is operated at least partially under visual flight rules (VFR: Visual Flight Rules). The flying vehicle 12 has a drive mechanism including a motor for driving the electric rotor, a control device for the drive mechanism, and a battery for supplying power to the drive mechanism. The flying vehicle 12 may be operated under instrument flight rules (IFR: Instrument Flight Rules). The flying vehicle 12 also has a communication function and an information processing function, and is connected to the network 11 via a mobile communication network.

The terminal device 13 is an information processing device equipped with a communication function, and is used by passengers aboard the aircraft 12 to perform various types of information communication and information processing. The terminal device 13 is, for example, an information processing terminal such as a smartphone or a tablet terminal.

Network 11 may be, for example, the Internet, but may also include an ad-hoc network, a LAN (Local Area Network), a MAN (Metropolitan Area Network), or other network, or any combination of these.

In the traffic management system 1, the server device 10 corresponds to the "control device." The server device 10 has a memory unit that stores information on the flight altitude required of the flying object 12, which is capable of ascending or descending vertically by obtaining lift from an electric rotor, depending on the conditions in the airspace in which the flying object 12 flies. The server device 10 also has a control unit that instructs the flying object 12 to fly along the first flight route, which has the smaller change in flight altitude, of the first and second flight routes from the departure point to the destination.

The flying object 12 is required to fly at a flight altitude according to the conditions under the airspace in which it flies. The conditions under the airspace are the density of people, buildings, etc., or the altitude of the ground surface. In this embodiment, the flight altitude is altitude above sea level. In the airspace above a non-populated area, the flying object 12 is required to fly at an altitude of 150 m or more above objects on the ground surface, and in the airspace above a populated area, the flying object 12 is required to fly at an altitude of 300 m or more above objects on the ground surface. Furthermore, the altitude of the ground surface is added to or subtracted from the required distance from the ground surface. Therefore, the flight altitude required for the flying object 12, i.e., the altitude above sea level, changes depending on the conditions under the airspace in which it flies. Then, when flying along the flight path, the flying object 12 needs to ascend or descend as needed in order to fly at a flight altitude that changes depending on the conditions under the airspace in which it flies. On the other hand, the electric rotor of the flying object 12 is driven by a motor, and the motor is subjected to a relatively large load during the vertical ascent and descent during the flight operation of the flying object 12. Since the load on the motor increases the temperature of the motor and causes wear and tear, it is desirable to suppress the load on the motor and suppress wear and tear in order to maintain good operation of the flying object 12 for a longer period of time. According to this embodiment, the load on the motor of the flying object 12 is suppressed by setting a flight path that reduces the amount of change in the flight altitude of the flying object 12. Therefore, wear and tear on the motor of the flying object 12 can be suppressed, and it is possible to reduce maintenance costs, etc. In other words, it is possible to further streamline the operation of the flying object 12.

Figure 2 is a diagram for explaining an example configuration of the server device 10. The server device 10 has a communication unit 21, a storage unit 22, a control unit 23, an input unit 25, and an output unit 26. The server device 10 is, for example, a single computer. Alternatively, the server device 10 may be composed of two or more computers that are connected to communicate information and operate in cooperation with each other. In that case, the configuration shown in Figure 2 is appropriately arranged in the two or more computers.

The communication unit 21 includes one or more communication interfaces. The communication interface is, for example, a LAN interface. The communication unit 21 receives information used in the operation of the server device 10, and transmits information obtained by the operation of the server device 10. The server device 10 is connected to the network 11 by the communication unit 21, and communicates information with the flying object 12 or the terminal device 13 via the network 11.

The storage unit 22 includes, for example, one or more semiconductor memories, one or more magnetic memories, one or more optical memories, or a combination of at least two of these, that function as a main storage device, an auxiliary storage device, or a cache memory. The semiconductor memory is, for example, a RAM (Random Access Memory) or a ROM (Read Only Memory). The RAM is, for example, an SRAM (Static RAM) or a DRAM (Dynamic RAM). The ROM is, for example, an EEPROM (Electrically Erasable Programmable ROM). The storage unit 22 stores information used in the operation of the server device 10 and information obtained by the operation of the server device 10.

The control unit 23 includes one or more processors, one or more dedicated circuits, or a combination of these. The processor is, for example, a general-purpose processor such as a CPU (Central Processing Unit), or a dedicated processor such as a GPU (Graphics Processing Unit) specialized for specific processing. The dedicated circuit is, for example, an FPGA (Field-Programmable Gate Array), an ASIC (Application Specific Integrated Circuit), etc. The control unit 23 executes information processing related to the operation of the server device 10 while controlling each part of the server device 10.

The input unit 25 includes one or more input interfaces. The input interface is, for example, a physical key, a capacitive key, a pointing device, a touch screen that is integrated with a display, or a microphone that accepts voice input. The input unit 25 accepts an operation to input information used in the operation of the server device 10, and sends the input information to the control unit 23.

The output unit 26 includes one or more output interfaces. The output interface is, for example, a display or a speaker. The display is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro-Luminescence) display. The output unit 26 outputs information obtained by the operation of the server device 10.

The functions of the server device 10 are realized by a processor included in the control unit 23 executing a control program. The control program is a program for causing a computer to function as the server device 10. In addition, some or all of the functions of the server device 10 may be realized by a dedicated circuit included in the control unit 23. In addition, the control program may be stored in a non-transitory recording/storage medium that is readable by the server device 10, and the server device 10 may read it from the medium.

Figure 3 shows an example configuration of the flying object 12. The flying object 12 has a communication unit 31, a memory unit 32, a control unit 33, a positioning unit 34, an input unit 35, an output unit 36, and a detection unit 37. One or more of these may be configured as a single control device, or each unit may be connected to be able to communicate information via the in-flight network of the flying object 12. The control device may also be configured by a personal computer including a tablet terminal, a smartphone terminal, or a navigation device.

The communication unit 31 includes one or more communication interfaces. The communication interfaces are interfaces compatible with mobile communication standards such as LTE (Long Term Evolution), 4G (4th Generation), or 5G (5th Generation). The communication unit 31 receives information used in the operation of the control unit 33, and transmits information obtained by the operation of the control unit 33. The control unit 33 is connected to the network 11 by the communication unit 31 via a mobile communication base station, and communicates information with the server device 10 via the network 11.

The memory unit 32 includes one or more semiconductor memories, one or more magnetic memories, one or more optical memories, or a combination of at least two of these. The semiconductor memories are, for example, RAM or ROM. The RAM is, for example, SRAM or DRAM. The ROM is, for example, EEPROM. The memory unit 32 functions, for example, as a main memory device, an auxiliary memory device, or a cache memory. The memory unit 32 stores information used in the operation of the control unit 33 and information obtained by the operation of the control unit 33.

The control unit 33 includes one or more processors, one or more dedicated circuits, or a combination of these. The processor is a general-purpose processor such as a CPU, or a dedicated processor specialized for a specific process. The dedicated circuit is, for example, an FPGA or an ASIC. The control unit 33 executes information processing related to the operation of the flying object 12.

The positioning unit 34 includes a sensor or receiver for acquiring the position of the flying object 12 by autonomous navigation, electronic navigation, GNSS (Global Navigation Satellite System), etc. Sensors for autonomous navigation include, for example, an acceleration sensor, a gyro sensor, a compass, an altimeter, etc. Receivers for electronic navigation include, for example, receivers for receiving radio waves from terrestrial radio facilities such as VOR (VHF omni-directional radio range) and ILS (Instrument Landing System). Furthermore, GNSS receivers include, for example, at least one of GPS (Global Positioning System), QZSS (Quasi-Zenith Satellite System), BeiDou, GLONASS (Global Navigation Satellite System), and Galileo. The positioning unit 34 acquires the position information of the flying object 12 and sends the position information to the control unit 33.

The input unit 35 includes one or more input interfaces. The input interface is, for example, a physical key, a capacitive key, a pointing device, a touch screen integrated with a display, or a microphone that accepts voice input. The input interface may further include a camera that captures a captured image or an image code, or an IC (Integrated Circuit) card reader. The input unit 35 accepts an operation to input information used in the operation of the control unit 33, and sends the input information to the control unit 33.

The output unit 36 includes one or more output interfaces. The output interface is, for example, a display or a speaker. The display is, for example, an LCD or an organic EL display. The output unit 36 outputs information obtained by the operation of the control unit 33.

The detection unit 37 has one or more sensors that detect the state or operation of each part of the flying object 12, or an interface with the sensors, and sends information indicating the detection results by the sensors to the control unit 33. The sensors include sensors that detect the state or operation of the drive mechanism including the motor, the power source, etc. The sensors also include a wind speed sensor, wind direction sensor, temperature sensor, air pressure sensor, humidity sensor, illuminance sensor, rain sensor, camera, etc. that detect the state of the external environment of the flying object 12.

The functions of the control unit 33 are realized by executing a control program in a processor included in the control unit 33. The control program is a program for causing the processor to function as the control unit 33. In addition, some or all of the functions of the control unit 33 may be realized by a dedicated circuit included in the control unit 33.

The control unit 33 controls the communication unit 31, memory unit 32, positioning unit 34, input unit 35, output unit 36, and detection unit 37 while exchanging various information with these units, and also presents the pilot with various information necessary for piloting the aircraft 12 via the output unit 36.

Figure 4 is a diagram for explaining the configuration of the terminal device 13. The terminal device 13 is an information processing device such as a smartphone or a tablet terminal. The terminal device 13 has a communication unit 41, a storage unit 42, a control unit 43, a positioning unit 44, an input unit 45, and an output unit 46.

The communication unit 41 has a communication module compatible with wired or wireless LAN standards, a module compatible with mobile communication standards such as LTE, 4G, and 5G, etc. The terminal device 13 is connected to the network 11 by the communication unit 41 via a nearby router device or a mobile communication base station, and communicates information with the server device 10, etc., via the network 11.

The memory unit 42 includes one or more semiconductor memories, one or more magnetic memories, one or more optical memories, or a combination of at least two of these. The semiconductor memories are, for example, RAM or ROM. The RAM is, for example, SRAM or DRAM. The ROM is, for example, EEPROM. The memory unit 42 functions, for example, as a main memory device, an auxiliary memory device, or a cache memory. The memory unit 42 stores information used in the operation of the control unit 43 and information obtained by the operation of the control unit 43.

The control unit 43 has, for example, one or more general-purpose processors such as a CPU or an MPU (Micro Processing Unit), or one or more dedicated processors specialized for a particular process. Alternatively, the control unit 43 may have one or more dedicated circuits such as an FPGA or an ASIC. The control unit 43 performs overall control of the operation of the terminal device 13 by operating according to a control/processing program, or operating according to an operating procedure implemented as a circuit. The control unit 43 then transmits and receives various information to and from the server device 10, etc. via the communication unit 41, and executes the operation according to this embodiment.

The positioning unit 44 includes one or more GNSS receivers. GNSS includes, for example, at least one of GPS, QZSS, BeiDou, GLONASS, and Galileo. The positioning unit 44 acquires the location information of the terminal device 13.

The input unit 45 includes one or more input interfaces. The input interface is, for example, a physical key, a capacitive key, a pointing device, a touch screen integrated with a display, or a microphone that accepts voice input. The input interface may further include a camera that captures a captured image or an image code, or an IC card reader. The input unit 45 accepts an operation to input information used in the operation of the control unit 43, and sends the input information to the control unit 43.

The output unit 46 includes one or more output interfaces. The output interface is, for example, a display or a speaker. The display is, for example, an LCD or an organic EL display. The output unit 46 outputs information obtained by the operation of the control unit 43.

The functions of the control unit 43 are realized by a processor included in the control unit 43 executing a control program. The control program is a program for causing the processor to function as the control unit 43. In addition, some or all of the functions of the control unit 43 may be realized by a dedicated circuit included in the control unit 43.

Figure 5 is a sequence diagram for explaining the operation procedure of the operation management system 1. This sequence diagram shows the procedure for the coordinated operation of the server device 10, the flying object 12, and the terminal device 13. The steps related to various information processing of the server device 10, the flying object 12, and the terminal device 13 in Figure 5 are executed by the respective control units 23, 33, and 43. In addition, the steps related to the transmission and reception of various information of the server device 10, the flying object 12, and the terminal device 13 are executed by the respective control units 23, 33, and 43 transmitting and receiving information to each other via the communication units 21, 31, and 41, respectively. In the server device 10, the flying object 12, and the terminal device 13, the control units 23, 33, and 43 respectively store the information to be transmitted and received in the memory units 22, 32, and 42, respectively. Furthermore, the control units 23, 33, and 43 accept the input of various information through the input units 25, 35, and 45, respectively, and output various information through the output units 26, 36, and 46, respectively. Here, an example of an operational procedure is shown in which the server device 10 cooperates with one flying object 12 and one terminal device 13, but the procedure shown in FIG. 5 may be executed in cooperation with the server device 10 and two or more flying objects 12 and two or more terminal devices 13.

In step S500, the terminal device 13 accepts input of flight conditions from passengers. The flight conditions include information such as the number of passengers, departure point, desired departure time, final destination, and desired arrival time. The control unit 53 displays an input screen for the flight conditions on the output unit 56, and accepts the information input by the passengers via a touch panel or the like of the input unit 45.

In step S502, the terminal device 13 sends information about flight conditions to the server device 10. The server device 10 receives the information sent from the terminal device 13.

In step S504, the server device 10 receives the position information and status information of the flying object 12 from the flying object 12. The status information includes information such as the current value and temperature of the motor of the flying object 12, and the remaining charge of the battery that supplies power to the motor. For example, the flying object 12 sends the position information and status information to the server device 10 at any period (for example, every few seconds). Alternatively, the server device 10 may request the position information and status information from the flying object 12, and the flying object 12 may send the position information and status information to the server device 10 in response to the request. The position information and status information are attached with the identification information of the flying object 12. As a result, even if there are multiple flying objects 12, the server device 10 can associate the identification information of each flying object 12 with the position information and status information.

In step S506, the server device 10 creates a flight plan. The detailed operation procedure of the control unit 23 in step S506 is shown in FIG. 6.

Figure 6 is a flowchart showing an example of the operation procedure of the control unit 23 of the server device 10.

In step S600, the control unit 23 acquires flight conditions. The control unit 23 reads the flight conditions received from the terminal device 13 from the memory unit 22.

In step S602, the control unit 23 acquires altitude information. The altitude information includes, for example, information on the flight altitude required of the aircraft 12 for each unit area of any size on the map. Such altitude information is stored in advance in the memory unit 22 together with the map information. The control unit 23 reads out the altitude information for the areas corresponding to the departure point and destination included in the flight conditions.

FIG. 7A shows an example of altitude information. The control unit 23 reads out altitude information of a rectangular area 70 with a departure point 71 and a destination point 72 as diagonals from the storage unit 22. The rectangular area 70 has unit areas represented by blank or hatched squares. Each unit area is, for example, a rectangular area of several tens to several hundreds of meters square. Here, the unit areas are classified into a low altitude area 73, a medium altitude area 74, and a high altitude area 75 in order of the flight altitude required for the aircraft 12 flying in the airspace above it. The low altitude area 73 is, for example, an area requiring a flight altitude of 150 m or more, and corresponds to an area of the ground surface where population, buildings, vehicles, etc. are not densely concentrated, and the water surface where ships, etc. are not densely concentrated. The medium altitude area 74 is, for example, an area requiring a flight altitude of 200 m or more, and corresponds to an area where a flight altitude is specified by air traffic control, for example. High altitude area 75 is an area requiring a flight altitude of 300 m or more, for example, and corresponds to an area on the ground surface where population, buildings, vehicles, etc. are densely populated, or on the water surface where ships, etc. are densely populated. The presence or absence of congestion is determined in advance, for example, if the population, number of buildings, number of vehicles, number of ships, etc. in each unit area meets an arbitrarily set reference value, it is determined that it is dense, and if it falls below the reference value, it is determined that it is not dense. Note that the altitude information shown here is an example, and for example, in a unit area with a relatively high altitude, such as a mountainous area, a flight altitude of several hundred meters or more, including the altitude, may be required.

In step S604 in FIG. 6, the control unit 23 acquires motor information. The control unit 23 acquires motor information including the current value, temperature, etc. of the motor that drives the rotor of the aircraft 12 from the status information received from the aircraft 12.

In step S606, the control unit 23 acquires pilot information. The control unit 23 reads out pilot information relating to the pilot corresponding to the identification information received from the flying object 12 from the storage unit 22. The storage unit 22 pre-stores pilot information associated with each identification information of the flying object 12. The pilot information includes the pilot's identification information and information indicating the proficiency of each pilot. The information indicating the proficiency includes, for example, information such as the cumulative training time, the cumulative flight time, and whether or not the pilot has a certification for piloting skills. Such pilot information is input and stored in the server device 10 once, for example, by the operation of the operating company, and is updated as necessary.

In step S608, the control unit 23 acquires weather information. The weather information includes, for example, information on the wind direction in each unit area. For example, the control unit 23 acquires weather information corresponding to the rectangular area 70 from a server that distributes weather information, and acquires information on the wind direction in each unit area.

In step S610, the control unit 23 derives a flight route. The control unit 23 uses an arbitrary algorithm to derive a flight route from the departure point 71 to the destination 72 shown in FIG. 7A. The control unit 23 derives a flight route that minimizes the amount of change in flight altitude required in the state of the airspace through which the flying object 12 can pass, that is, in a unit area in that airspace. Alternatively, the control unit 23 derives multiple flight route candidates, derives the amount of change in flight altitude for each flight route, and selects the flight route with the smallest amount of change.

Figure 7B shows a schematic diagram of the change in flight altitude for each of flight paths 76, 77, and 78 in Figure 7A. The vertical axis of Figure 7B shows flight altitude, and the horizontal axis shows the unit area passed and the flight distance.

For example, after the departure point 71, the flight path 76 passes through a low altitude region 73, a high altitude region 75, and a medium altitude region 74, and then passes through the low altitude region 73 again to reach the destination 72. Therefore, the flight altitude required of the aircraft 12 changes successively from 0 m at the departure point 71 to 150 m in the low altitude region 73, 300 m in the high altitude region 75, 200 m in the medium altitude region 74, 150 m in the low altitude region, and then 0 m at the destination 72. Therefore, in this case, the total amount of change in altitude due to the ascent and descent of the aircraft 12 is 600 m, which is the sum of the 300 m involved in the ascent and descent, respectively.

Furthermore, after the departure point 71, the flight path 77 passes through the low altitude region 73 and the medium altitude region 74, and then passes through the low altitude region 73 again to reach the destination 72. Therefore, the flight altitude required of the aircraft 12 changes successively from 0 m at the departure point 71 to 150 m in the low altitude region 73, 200 m in the medium altitude region 74, 150 m in the low altitude region, and then 0 m at the destination 72. Therefore, in this case, the total change in altitude due to the ascent and descent of the aircraft 12 is 400 m.

Furthermore, after the departure point 71, the flight path 78 passes only through the low altitude region 73 to reach the destination 72. Therefore, the flight altitude required of the aircraft 12 changes successively from 0 m at the departure point 71 to 150 m in the low altitude region 73, and then to 0 m at the destination 72. Therefore, in this case, the total change in altitude due to the ascent and descent of the aircraft 12 is 300 m.

In the examples of Figures 7A and 7B, the control unit 23, for example, sequentially searches for airspace passing through unit areas from the departure point 71 where the amount of change in flight altitude is small, and derives flight route 78. Alternatively, the control unit 23 derives flight routes 76, 77, and 78, compares the amount of change in flight altitude, and selects flight route 78 with the smallest amount of change. Note that in terms of horizontal distance, flight route 78 is the longest, and flight route 76 is the shortest.

In step 612 of FIG. 6, the control unit 23 determines whether the flying object 12 can arrive at the destination by the reference time by flying along the derived flight path. The control unit 23 calculates the arrival time of the flying object 12 from the standard flight speed and travel distance of the flying object 12, which are set arbitrarily. The reference time is, for example, the desired arrival time received from the terminal device 13. Even if the arrival time according to the flight path with the smallest change in flight altitude is later than the arrival time according to the flight path with the larger change in flight altitude, if the flying object 12 can arrive by the reference time, the suppression of the load on the motor is prioritized. Therefore, if the flying object 12 can arrive at the destination by the reference time (Yes), the control unit 23 proceeds to step S616 and confirms the flight path. On the other hand, if the flying object 12 cannot arrive by the reference time according to the flight path with the smallest change in flight altitude, the earlier arrival is prioritized over the suppression of the load on the motor. Therefore, if the flying object 12 cannot arrive at the destination by the reference time (No), the control unit 23 proceeds to step S616, excludes the derived flight path, and executes step S610 again. In this way, it is possible to reduce the load on the motor while still ensuring the possibility of arrival by the reference time, thereby contributing to passenger convenience.

In step S612, the control unit 23 may adjust the reference time based on an event that may affect the load on the motor. Specifically, when the load on the motor is relatively small, the control unit 23 sets the reference time to a time earlier than the desired arrival time. Even in cases where minimizing the change in flight altitude would result in a longer flight route, a flight route that allows for earlier arrival can be adopted by setting the reference time earlier. In other words, by prioritizing the selection of a flight route that allows for earlier arrival even if the change in flight altitude is relatively large, provided that the load on the motor is relatively small, it is possible to contribute to passenger convenience. For example, the control unit 23 can adjust the reference time based on motor information, pilot information, or weather information.

When adjusting the reference time based on the motor information received from the flying object 12, for example, if the motor temperature or current value reaches an arbitrary reference value, the control unit 23 sets the reference time to the desired arrival time since the motor is under a certain load. On the other hand, if it is below the reference value, the motor is not under much load, so the control unit 23 sets the reference time to be earlier than the desired arrival time. This makes it possible to prioritize early arrival.

In addition, when adjusting the reference time based on pilot information, for example, if the pilot's cumulative training time or cumulative flight time does not reach an arbitrary standard, or if the pilot does not hold a specified qualification, the control unit 23 sets the reference time as the desired arrival time and prioritizes reducing the load on the motor, since there is a high probability that the pilot's piloting will include unnecessary actions and place unnecessary strain on the motor. On the other hand, if the cumulative training time or cumulative flight time exceeds an arbitrary standard, or if the pilot holds a specified qualification, there is no unnecessary piloting and there is a low probability that unnecessary strain will be placed on the motor, so the control unit 23 advances the reference time and prioritizes early arrival.

Furthermore, when adjusting the reference time based on weather information, for example, the control unit 23 sets the reference time to the desired arrival time when a wind other than a headwind is predicted during the ascent or descent phase of the flight path, and sets a reference time earlier than the desired arrival time when a headwind is predicted. If the flying object 12 encounters a headwind during ascent or descent, additional lift is obtained, and the load on the motor is reduced. Therefore, in this case, the control unit 23 advances the reference time to prioritize early arrival. Alternatively, the control unit 23 sets the reference time to the desired arrival time when a headwind is predicted during a horizontal flight phase of the flight path, and sets a reference time earlier than the desired arrival time when a wind other than a headwind is predicted. If the flying object 12 encounters a headwind during horizontal flight, the thrust load increases and the load on the motor increases, but in the case of a wind other than a headwind, the thrust load does not increase and the load on the motor is relatively reduced. Therefore, in the case of a wind other than a headwind, the control unit 23 advances the reference time to prioritize early arrival.

The amount of adjustment by which the control unit 23 adjusts the reference time is preset as desired. Alternatively, the control unit 23 may weight the amount of adjustment according to the flight distance for each flight route. The control unit 23 may also adjust the reference time in multiple stages according to the motor temperature or current value, the pilot's accumulated training time or accumulated flight time, headwind strength, or the like. This allows for more fine-grained control.

Returning to FIG. 5, in step S508, the server device sends flight plan information to the terminal device 13. The flight plan includes information on the flight route from the departure point to the destination, the scheduled departure time, the scheduled arrival time, etc.

In step S510, the terminal device 13 outputs the flight plan and accepts confirmation input from the passenger. The control unit 43 displays the flight plan and also displays a confirmation input screen on the output unit 46. The passenger confirms the flight plan, and if he or she wishes to board the aircraft 12 according to that flight plan, inputs confirmation. The control unit 43 accepts the information entered by the passenger via a touch panel or the like of the input unit 45.

In step S512, the terminal device 13 sends flight request information to the server device 10. The flight request information includes passenger information. The passenger information includes information for identifying the passenger, such as name, address, date of birth, user registration number, and user account information. The passenger information may be pre-stored in the memory unit 42 as user registration information, or may be input by the passenger to the terminal device 13. The server device 10 receives the information sent from the terminal device 13.

In step S516, the server device 10 generates flight instructions corresponding to the confirmed/requested flight plan. Then, in step S516, the server device 10 sends the flight instructions to the flying object 12. The flight instructions include information necessary for flying along the flight path, such as the flight route and the flight altitude required in the airspace to be passed through. The flight instructions further include information on the flight route from the current position of the flying object 12 to the departure point, the flight altitude, and the scheduled departure time. The flying object 12 receives the information sent from the server device 10.

In step S518, the aircraft 12 flies based on flight instructions from the server device 10. The aircraft 12 flies from its current location to the departure point, and when passengers board at the departure point, it follows the flight route and flies to the destination at the required flight altitude. The aircraft 12 outputs information necessary for flight to the pilot via a display or the like, and the pilot controls the aircraft 12 to fly.

In step S520, the server device 10 updates the motor usage history. The motor usage history is, for example, a score indicating the flight distance, ascent, and motor load corresponding to the flight distance. The usage history is stored in advance in the memory unit 22. The control unit 23 updates the score indicating the motor load according to the flight distance, ascent, and flight distance in the flight path instructed to the flying object 12.

By storing and updating the motor usage history, the server device 10 can use the motor usage history to notify the operation service provider of motor inspection, replacement, etc. For example, when the motor usage history score reaches an arbitrarily set reference value or approaches beyond a certain degree, the control unit 23 can send a notification to the information processing device of the operation service provider to prompt inspection and replacement of the motor of the flying object 12.

According to this embodiment, wear on the motor of the flying object 12 can be suppressed, good operation of the flying object 12 can be ensured, and maintenance costs, etc. can be reduced. In other words, it is possible to further streamline the operation of the flying object 12. At the same time, it becomes possible to operate the flying object 12 in a way that contributes to the convenience of passengers.

In the above description, the server device 10 corresponds to the "control device." However, a part or more of the information processing by the control device may be executed by the flying object 12. In other words, a part or all of the operations of the server device 10 described above may be performed by the control unit 33 of the flying object 12 together with the server device 10 or in place of the server device 10. In addition, the "starting point" is not limited to the starting point specified by the passenger, but may include the current location or any other point.

Although the embodiment has been described above based on the drawings and examples, it should be noted that a person skilled in the art would easily be able to make various modifications and corrections based on this disclosure. Therefore, it should be noted that these modifications and corrections are included in the scope of this disclosure. For example, the functions included in each means, step, etc. can be rearranged so as not to cause logical inconsistencies, and multiple means, steps, etc. can be combined into one or divided.

1 Traffic management system 10 Server device 11 Network 12 Aircraft 13 Terminal device 21, 31, 41 Communication unit 22, 32, 42 Memory unit 23, 33, 43 Control unit 34, 44 Positioning unit 25, 35, 45 Input unit 26, 36, 46 Output unit

Claims (11)

A storage unit that stores information on a flight altitude required for an aircraft capable of ascending or descending vertically by obtaining lift from an electric rotor in accordance with a condition of the airspace in which the aircraft flies;
a control unit that instructs the aircraft to fly along a first flight route, which has a smaller amount of change in flight altitude, of first and second flight routes from a departure point to a destination, on condition that the aircraft arrives at the destination by a reference time, and instructs the aircraft to fly along a second flight route when the aircraft cannot arrive at the destination by the reference time via the first flight route,
The control unit advances the reference time when a value indicating a load of a motor that drives the electric rotor falls below a reference value or when a cumulative flight time of a pilot of the aircraft exceeds a reference time.
Control device. In claim 1,
The control unit instructs the aircraft to fly along the second flight path instead of the first flight path when the aircraft encounters a headwind when ascending or descending.
Control device. In claim 1 or 2,
The control unit receives information on the departure point and the destination from a terminal device.
Control device. A program that, when executed by a computer, causes the computer to operate as a control device according to any one of claims 1 to 3. An aircraft having a control device according to any one of claims 1 to 3. A system having an aircraft capable of ascending or descending in a vertical direction by obtaining lift from an electric rotor, and a control device that communicates with the aircraft,
the control device instructs the aircraft to fly along a first flight route, which has a smaller amount of change in flight altitude, of first and second flight routes from a departure point to a destination, on the condition that the aircraft arrives at the destination by a reference time, based on information on a flight altitude required of the aircraft depending on conditions under the airspace in which the aircraft flies, and instructs the aircraft to fly along a second flight route when the aircraft cannot arrive at the destination by the reference time via the first flight route;
The aircraft flies along the first flight path,
The control device advances the reference time when a value indicating a load of a motor that drives the electric rotor falls below a reference value or when a cumulative flight time of a pilot of the aircraft exceeds a reference time.
system. In claim 6,
the control device instructs the aircraft to fly along the second flight path instead of the first flight path when the aircraft encounters a headwind when ascending or descending;
The flying object flies along the second flight path.
system. In claim 6 or 7,
The control device receives the information on the departure point and the destination from the terminal device.
system. A method of operating a system having an aircraft capable of ascending or descending vertically by obtaining lift from an electric rotor and a control device in communication with the aircraft, comprising:
a step of the control device instructing the aircraft to fly along a first flight route, which has a smaller amount of change in flight altitude, of first and second flight routes from a departure point to a destination, on the condition that the aircraft arrives at the destination by a reference time, based on information on a flight altitude required for the aircraft depending on the conditions under the airspace in which the aircraft flies, and instructing the aircraft to fly along a second flight route when the aircraft cannot arrive at the destination by the reference time via the first flight route;
The flying object flies along the first flight path,
the control device advances the reference time when a value indicating a load of a motor that drives the electric rotor falls below a reference value or when a cumulative flight time of a pilot of the aircraft exceeds a reference time;
How it works: In claim 9,
When the control device receives a headwind when the aircraft ascends or descends, the control device instructs the aircraft to fly along the second flight path instead of the first flight path;
The flying object flies along the second flight path.
How it works: In claim 9 or 10,
The control device receives the information on the departure point and the destination from a terminal device.
How it works:

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