JP7836043B2 - Aircraft control device, aircraft control system, aircraft control method, and aircraft control program - Google Patents

Description

This invention relates to an aircraft control device, an aircraft control system, an aircraft control method, and an aircraft control program.

To monitor the environment on the ground, air pollution levels, human movement, CO2 concentration, temperature, humidity, etc., are regularly observed. Furthermore, drones and other aircraft are flown to desired observation points to collect various types of data, reducing the amount of manual labor required.

To operate an aircraft autonomously for extended periods, a system is needed to automatically supply power to the aircraft's batteries. Non-patent document 1 discloses a technology for contactless power supply to aircraft.

Hiroshi Hamada, "WPT System for Drone Power Supply," Journal of the Institute of Electronics, Information and Communication Engineers, Vol. 103, No. 10, pp. 1037-1042, October 2020.

However, Non-Patent Document 1 does not mention setting a power supply schedule for efficiently operating multiple aircraft. Therefore, there was a problem in that it was not possible to efficiently fly multiple aircraft to their destinations and acquire observational data.

This invention has been made in view of the above circumstances, and its objective is to provide an aircraft control device, an aircraft control system, an aircraft control method, and an aircraft control program that are capable of efficiently operating multiple aircraft.

An aircraft control device according to one aspect of the present invention comprises a communication unit for communicating with an aircraft, a power supply device for supplying power to the aircraft's battery, an acquisition unit for acquiring the charging power and power consumption of multiple aircraft, and a schedule setting unit for setting a power supply schedule for each aircraft so that the charging power and power consumption match. The communication unit transmits the power supply schedule to the aircraft and includes a power supply control unit that controls the power supply device to supply power to the aircraft based on the power supply schedule.

An aircraft control system according to one aspect of the present invention is an aircraft control system including a plurality of aircraft and a control device for controlling the aircraft, wherein each aircraft comprises a communication device for communicating with the control device and other aircraft, and a battery for storing power to drive the aircraft; the control device comprises a communication unit for communicating with each aircraft, a power supply device for supplying power to the batteries of the aircraft, an acquisition unit for acquiring the charging power and power consumption of each aircraft, and a schedule setting unit for setting a power supply schedule for each aircraft so that the charging power and power consumption match; the communication unit comprises a power supply control unit for transmitting the power supply schedule to the aircraft and controlling the power supply device to supply power to the aircraft based on the power supply schedule.

An aircraft control method according to one aspect of the present invention comprises the steps of: acquiring the charging power and power consumption of a plurality of aircraft through communication with the aircraft; setting a power supply schedule for each aircraft so that the charging power and power consumption match; transmitting the power supply schedule to each aircraft; and controlling a power supply device to supply power to each aircraft based on the power supply schedule.

One aspect of the present invention is an aircraft control program for causing a computer to function as the above-mentioned aircraft control device.

According to this invention, it becomes possible to supply power to multiple aircraft with high efficiency.

Figure 1 is a block diagram showing the configuration of an aircraft control system according to an embodiment. Figure 2 is a block diagram showing the configuration of an aircraft. Figure 3 is a block diagram showing the configuration of the control device (aircraft control device). Figure 4 is an explanatory diagram showing the power supply schedule for each aircraft set in the schedule setting unit. Figure 5 is a graph showing the change in power consumption as an aircraft's flight speed increases. Figure 6A is a graph showing the relationship between charging power Pp, power consumption Pf, and NH. Figure 6B is a graph showing the relationship between power consumption Pf and the derivative of NH. Figure 6C is a graph showing the relationship between the charging power Pp and the derivative of NH. Figure 7 is a flowchart showing the processing procedure of the aircraft control system according to the first embodiment. Figure 8 is an explanatory diagram showing the process of an aircraft from takeoff from the power supply port to its return. Figure 9 is an explanatory diagram illustrating an example in which transmission data sent from aircraft 1-1 is relayed by aircraft 1-2 and then transmitted to the control device. Figure 10 is an explanatory diagram showing the change in the power supply schedule. Figure 11A is an explanatory diagram illustrating an example of classifying signal sequences using their characteristics. Figure 11B is an explanatory diagram showing an example of simplifying and transmitting transmission data. Figure 12 is a block diagram showing the hardware configuration of this embodiment.

[Description of the first embodiment]
Embodiments of the present invention will now be described with reference to the drawings. Figure 1 is a block diagram showing the configuration of an aircraft control system 100 in the first embodiment. The aircraft control system 100 according to this embodiment includes a plurality of aircraft 1-1, 1-2, ..., 1-X, a control device 2 (aircraft control device) for controlling each aircraft, and a platform 3. "X" indicates the number of aircraft 1.

In the following, when specifying multiple aircraft 1-1, 1-2, ..., 1-X, a suffix will be added, such as "Aircraft 1-1." When not specifying an aircraft or when referring to them collectively, the suffix will be omitted, and they will be simply referred to as "Aircraft 1." Furthermore, in this embodiment, an unmanned aircraft such as a drone will be used as an example of an aircraft. However, this invention is not limited to unmanned aircraft; it can also be applied to manned aircraft with an operator on board.

Platform 3 is, for example, floating on the ocean and has space for each aircraft 1 to wait. Platform 3 is equipped with a power supply port 4 that supplies power to the aircraft 1 contactlessly. The power supply port 4 temporarily stores power generated, for example, by solar power generation, and then supplies power to the batteries 14 of each aircraft 1. Furthermore, it is assumed that the solar power generation can generate significantly more power than the power consumed by each battery 14.

Aircraft 1 waits at platform 3, and under the control of control device 2, takes off from platform 3 and flies to its destination. The destination is, for example, a weather observation point. Aircraft 1 acquires the desired observation data at the destination and then returns to platform 3.

Figure 2 is a block diagram showing the configuration of aircraft 1. As shown in Figure 2, aircraft 1 is equipped with an aircraft control unit 11, a GPS receiver 12, a sensor 13, a battery 14, and a communication device 15.

The GPS receiver 12 receives location information transmitted from GPS satellites.

Sensor 13 includes an IoT sensor. The IoT sensor may include at least one of the following: a temperature sensor, humidity sensor, wind speed sensor, acceleration sensor, gyroscope sensor, light sensor, image sensor, and pressure sensor. Sensor 13 measures ambient temperature, humidity, wind speed, etc., at the destination.

Battery 14 stores the power to drive the aircraft 1 and supplies power to the various devices mounted on the aircraft 1. Battery 14 is designed to be rechargeable wirelessly at the power supply port 4 installed on the platform 3.

The aircraft control unit 11 comprises a flight control unit 111, a communication control unit 112, and a power measurement unit 113.

The flight control unit 111 controls the flight of the aircraft 1 to reach its destination based on the destination location information (e.g., three-dimensional location information) set by the control device 2, the location information received by the GPS receiver 12, and the flight altitude information measured by the altitude measuring instrument (not shown). Detailed control methods are well-known and therefore will not be explained.

The communication control unit 112 controls communication by the communication device 15.

The power measurement unit 113 measures the remaining charge of the battery 14. The power measurement unit 113 may also calculate the flight range of the aircraft 1 based on the remaining charge of the battery 14.

The communication device 15 performs wireless communication with the control device 2. The communication device 15 also performs wireless communication with communication devices mounted on other aircraft. For example, aircraft 1-1 performs wireless communication with at least one of the other aircraft 1-2 to 1-X.

The communication device 15 transmits various information measured by the sensor 13, the aircraft 1's position information received by the GPS receiver 12, and the remaining battery charge information measured by the power measurement unit 113 to the control device 2.

The communication device 15 receives destination information transmitted from the control device 2 and outputs it to the flight control unit 111. The communication device 15 also functions as a relay, receiving information transmitted from other aircraft's communication devices 15 and transmitting it to the control device 2. The information transmitted by the communication device 15 may include information regarding the aircraft 1's flight range.

Figure 3 is a block diagram showing the configuration of the control device 2 (aircraft control device). As shown in Figure 3, the control device 2 comprises a main control unit 21, an input unit 22, a communication unit 23, a power supply device 24, a storage unit 25, and a display unit 26.

The input unit 22 accepts individual information such as the number of flyable aircraft 1, the power consumption of each aircraft 1, and the flight speed. In other words, the operator can input the various types of information described above by operating the input unit 22.

The communication unit 23 communicates transmission data with each aircraft 1. Specifically, the communication unit 23 receives observation data, position data, and battery level data of the 14 transmitted from each aircraft 1. Based on the power supply schedule set by the schedule setting unit 213 (described later), the communication unit 23 transmits the power supply schedule to each aircraft 1.

The power supply device 24 supplies power to the battery 14 of the aircraft 1 when it lands at the power supply port 4 (see Figure 1) in a non-contact manner. Specifically, a power transmission coil is installed or embedded in the floor of the power supply port 4, and when the aircraft 1 lands at the power supply port 4, it faces a power receiving coil mounted on the bottom of the aircraft 1. By supplying power to the power transmission coil in this state, power is transmitted to the power receiving coil non-contact, allowing the battery 14 to be charged.

The main control unit 21 comprises an acquisition unit 210, a data collection unit 211, a state management unit 212, a schedule setting unit 213, and a power supply control unit 214.

The acquisition unit 210 acquires information regarding the flight of each aircraft 1. Specifically, the acquisition unit 210 acquires various data, including flight time Tf, power consumption Pf, flight distance H, and flight speed v, through communication with each aircraft 1.

The data acquisition unit 211 acquires observational data such as temperature, humidity, and wind speed transmitted from each aircraft 1. The data acquisition unit 211 stores the acquired observational data in the storage unit 25.

The status management unit 212 manages various data entered in the input unit 22. The data entered in the input unit 22 includes the measurement frequency N for each aircraft 1, the number of aircraft 1 X, the battery capacity W of the battery 14 installed in each aircraft 1, the charging power Pp, the charging time Tp when charging the battery 14 of each aircraft 1, and the overlap time TOL when two aircraft 1 are flying.

The status management unit 212 manages the identification ID, location information, charging power Pp, communication frequency, and physical condition of each aircraft 1. Physical condition refers to qualitative conditions such as damage, salt damage, friction, and deterioration. Based on the charging power Pp of each aircraft 1, the status management unit 212 manages the flight range of each aircraft 1. The status management unit 212 acquires the battery capacity W of the battery 14 installed in each aircraft 1 and calculates the flight range (maximum flight range) when the battery 14 of each aircraft 1 is fully charged.

The schedule setting unit 213 sets the power supply schedule for multiple aircraft 1. For example, based on information such as the distance to the observation destination, the altitude of the destination, the wind direction and speed of the flight path, and the object to be measured, the power supply schedule is set to ensure efficient power supply to the batteries 14 installed on each aircraft 1.

The schedule setting unit 213 sets the power supply schedule for each aircraft 1 so that the charging power Pp and power consumption Pf match. The schedule setting unit 213 also sets the power supply schedule so that the flight time Tf and charging time Tp for each aircraft 1 match. The method for setting the power supply schedule will be described later.

The power supply control unit 214 controls the power supply to the batteries 14 of each aircraft 1 based on the power supply schedule set by the schedule setting unit 213. That is, the power supply control unit 214 controls the power supply device 24 to supply power to the aircraft 1 based on the power supply schedule.

The memory unit 25 stores various observational data such as temperature, humidity, and wind speed acquired by the data acquisition unit 211. The memory unit 25 also stores data on the battery capacity W, charging power Pp, and flight range of each aircraft 1 acquired by the status management unit 212. Finally, the memory unit 25 stores the power supply schedule for each aircraft 1 set by the schedule setting unit 213.

The display unit 26 is, for example, a display, and displays various observation data acquired by the data acquisition unit 211, the battery capacity W of each aircraft 1, the remaining power charge Pp, flight range, power supply schedule, etc. Note that the display unit 26 is not limited to a display device such as a screen; it may also be presented to the operator or other users via voice.

The control device 2 according to this embodiment sets a power supply schedule that allows each aircraft 1 to efficiently fly to its destination and collect the desired observation data, based on the following parameters: X number of aircraft 1, N measurement frequency, W battery capacity of each aircraft 1, H flight distance, v flight speed, Pf power consumption, Pp charging power, Tf flight time, and Tp charging time.

The measurement frequency N mentioned above indicates the number of times aircraft 1 performs observations within a certain period. Battery capacity W is the amount of energy when battery 14 is fully charged. Power consumption Pf indicates the power consumed by aircraft 1 during flight, and charging power Pp indicates the power used to charge battery 14.

<How to set the power supply schedule>
The method for setting the power supply schedule, which is performed in the schedule setting unit 213, will now be explained. X aircraft 1, each with a battery capacity W, flight speed v, and power consumption Pf, are charged sequentially with charging power Pp and charging time Tp, and then take off from platform 3. Each aircraft 1 flies for a flight distance H and flight time Tf, conducts observations at its destination, and returns to platform 3. In this way, each aircraft 1 repeats the operation of taking off from platform 3, conducting observations, and returning.

The number of measurements taken per unit time in this operation is the measurement frequency N. When aircraft 1 fly in sequence, a portion of the flight time of adjacent aircraft 1 overlaps. This overlapping time is denoted as TOL (see Figure 4). We will explain using the example of when each aircraft 1 flies in a fixed order. A "fixed order" means, for example, that aircraft 1-1 flies and returns, then aircraft 1-2 flies and returns, and then aircraft 1-3, 1-4, and so on.

Therefore, the power supply schedule for each aircraft 1 can be set as shown in Figure 4. In Figure 4, the time periods indicated by shaded areas represent flight time, and the time periods indicated by blank spaces represent charging time. Under these conditions, using the parameters defined above, the conditions that each aircraft 1 and power supply port 4 must satisfy can be summarized as follows.

When aircraft 1 continues to fly, the amount of charged energy Tp・Pp exceeds the amount of consumed energy Tf・Pf, thus obtaining the following equation (1).

Tf・Pf≦Tp・Pp…(1)
Since each aircraft 1 flies in a fixed order, the measurement frequency N can be calculated using the following equation (2).

N=X/(Tf+Tp)...(2)
Since the battery capacity W exceeds the power consumption Pf・Tf, the following equation (3) is obtained.

W≧Pf・Tf…(3)
The flight distance H is obtained by the following equation (4).

H = v・Tf …(4)
Combining equations (1) to (4) above, we obtain equations (5) and (6) below.

For example, by using equations (5) and (6) above and inputting pre-set conditions, the range of possible solutions for the desired parameters can be visualized. Therefore, by extracting the optimal conditions for the objective from the range of solutions output when certain conditions are input that reflect the actual situation, the optimal power supply schedule can be determined. Specifically, the objective function can be set arbitrarily according to the situation of each aircraft 1, and by searching for parameter conditions that maximize or minimize that objective function, the conditions that result in the optimal power supply schedule for each aircraft 1 can be extracted.

Search methods can include, for example, local search, Lagrangian relaxation and dual problem, branch and bound method, simulated annealing, and genetic algorithms. Below, we will extract the optimal conditions using theoretically derivable cases. Assuming the objective function f = NH, equation (7) below can be obtained from equation (5) mentioned above.

When equation (7) above holds true, that is, when "Tf・Pf = Tp・Pp", NH is at its maximum.

Furthermore, equation (7) above shows that the charging energy "Tp・Pp" and the power consumption "Tf・Pf" are equal. On the other hand, equation (6) above can be considered satisfied by ensuring that the battery capacity W is set to be sufficiently large relative to the power consumption. That is, keeping in mind the conditions shown in equation (6), we consider the conditions under which NH shown in equation (7) is maximized, focusing on the power consumption and charging energy.

Here, we consider equation (7) as a function where power consumption Pf and charging power Pp are separate variables. It is also known that the flight speed v of aircraft 1 has the relationship with power consumption Pf shown in the graph in Figure 5. Figure 5 is a graph showing the relationship between flight speed and power consumption, and curves q1 to q6 show data for different aircraft 1. As can be seen from the graph in Figure 5, when the flight speed is gradually increased from zero (e.g., hovering), the power consumption initially decreases, and then in region Q1, it begins to increase as shown by arrow Y1. When this relationship is approximated as a quadratic function, it can be expressed as follows.

In equation (8), α', β, and γ are coefficients. Keeping in mind that equation (8) retains generality even when considering only one side of the curve, rearranging it for the flight speed v yields equation (9) below.

In equation (9), we set "α' = 1/α". Furthermore, considering the reasons mentioned above, we set β = 0. Additionally, if we omit γ in equation (9) to focus only on the essential aspects of the function's behavior, equation (7) can be rewritten as equation (10) below.

The derivatives of Pf and Pp shown in equation (10) can be expressed by equations (11) and (12), respectively.

Figures 6A, 6B, and 6C show graphs of equations (10) to (12). Figure 6A is the graph for equation (10), Figure 6B is the graph for equation (11), and Figure 6C is the graph for equation (12).

From the graph shown in Figure 6A, NH tends to increase monotonically with respect to changes in charging power Pp. It is also understood that it takes its maximum value with respect to changes in power consumption Pf. In this function, Pf = Pp. That is, an optimal power consumption exists. It should be noted that in actual operation, the optimal value will be derived from a function influenced by β and γ, and therefore will differ slightly from the value shown above.

Therefore, it is understood that NH (Heat Maximum) is maximized by using the largest possible charging power and operating the aircraft so that power consumption approaches a constant value dependent on the charging power. From the relationship between power consumption and charging power (e.g., Pf = Pp) and the condition for NH = (NH)max (Tf・Pf = Tp・Pp), the conditions for charging time Tp and flight time Tf can also be determined simultaneously. In other words, by solving this problem, the charging power Pp and charging time Tp required to efficiently operate aircraft 1 can be determined.

Next, the processing procedure of the aircraft control system 100 according to the first embodiment will be described with reference to the flowchart shown in Figure 7. The processing shown in Figure 7 is executed by the main control unit 21 shown in Figure 3.

First, in step S11, the main control unit 21 communicates with the communication device 15 mounted on each aircraft 1 and the communication unit 23 mounted on the control device 2. The acquisition unit 210 acquires the flight time Tf, power consumption Pf, flight distance H, and flight speed v of each aircraft 1 through communication. The acquisition unit 210 stores each acquired data in the storage unit 25.

In step S12, the main control unit 21 receives operation input from the operator via the input unit 22. The acquisition unit 210 acquires the number of aircraft 1 (X), the measurement frequency N for each aircraft 1, the charging power Pp, and the overlap time TOL, all input by the operator. The overlap time TOL can be set to any desired time. The acquisition unit 210 stores each acquired data in the storage unit 25.

In step S13, the status management unit 212 calculates the flight range of each aircraft 1 based on the remaining charge of the battery 14 installed in each aircraft 1.

In step S14, the schedule setting unit 213 sets the power supply schedule for each aircraft 1 based on the flight information of each aircraft 1. As described above, the charging time Tp, charging start time, and flight time Tf for each aircraft 1 are set so that NH (the product of measurement frequency N and flight distance) is maximized. As a result, for example, as shown in Figure 4, a power supply schedule with a predetermined overlap time TOL is set for each of the X aircraft 1-1 to 1-X.

For example, the scheduling unit 213 predicts the power consumption of each aircraft 1 in situations where observation requirements change dynamically over time. The scheduling unit 213 sets the power supply schedule for each aircraft 1 to prevent power shortages.

Specifically, if, under normal circumstances, temperature, wind speed, etc., are observed at a certain destination at 60-minute intervals, and it becomes necessary to observe these parameters at 10-minute intervals afterward (for example, one hour later), then it becomes necessary to send multiple aircraft 1 to this destination in succession. To address this, the schedule setting unit 213 sets the power supply schedule so that all aircraft 1 are fully charged and observations can be made at 10-minute intervals.

In step S15, the schedule setting unit 213 stores the power supply schedule for each aircraft 1 in the storage unit 25.

In step S16, the schedule setting unit 213 presents the power supply schedule to the display unit 26. For example, if the display unit 26 is equipped with a display, the power supply schedule shown in Figure 4 is displayed on the display.

In step S17, the data acquisition unit 211 acquires observation data observed by each aircraft 1, i.e., data such as temperature, humidity, and wind speed, through communication with each aircraft 1. The acquired data may also include the identification ID of each aircraft 1, location information, charging power, and physical condition (quality-related status such as damage, salt damage, wear, and deterioration).

In step S18, the data acquisition unit 211 stores the observation data.

Figure 8 is a schematic diagram illustrating the flow of autonomous operation by aircraft 1. In this embodiment, each aircraft 1 of the aircraft control system 100 repeatedly performs charging, takeoff, observation, and return based on the power supply schedule set in the schedule setting unit 213.

Specifically, as shown in Figure 8, aircraft 1 lands at power supply port 4 to charge battery 14. The power required to charge battery 14 is supplied by a generator 5 using renewable energy sources such as solar or wind power. Once battery 14 is fully charged, aircraft 1 takes off from power supply port 4. Alternatively, if it is necessary to wait due to scheduling constraints, it moves to a parking area (not shown) and waits until the scheduled takeoff time.

The aircraft 1 takes off and flies to its destination. After reaching its destination, the aircraft 1 acquires various observational data such as temperature, humidity, and wind speed. After acquiring the observational data, the aircraft 1 returns to platform 3 (see Figure 1), lands at power supply port 4, and charges its battery 14. By repeating the above operation for multiple aircraft 1 based on the power supply schedule set in the schedule setting unit 213, multiple aircraft 1 can be operated autonomously without human intervention, allowing for the collection of useful information such as observational data from multiple destinations.

As described above, the system according to this embodiment comprises a communication unit 23 that communicates with the aircraft 1, a power supply device 24 that supplies power to the aircraft 1's battery 14, an acquisition unit 210 that acquires the charging power Pp and power consumption Pf of multiple aircraft 1, and a schedule setting unit 213 that sets a power supply schedule for each aircraft 1 so that the charging power Pp and power consumption Pf match. The communication unit 23 transmits the power supply schedule to the aircraft 1 and includes a power supply control unit 214 that controls the power supply device 24 to supply power to the aircraft 1 based on the power supply schedule.

In this embodiment, the power supply schedule for each aircraft 1 is set so that the above-mentioned NH (product of measurement frequency N and flight distance) is maximized. Therefore, each aircraft 1 can fly efficiently to its destination, conduct observations, and then return to platform 3.

In other words, conventionally, it was difficult for the control device 2 to grasp the flight range, altitude, and measurement frequency (number of measurements possible within a certain period of time) of each aircraft 1, and to comprehensively control the power supply to each aircraft 1. In this embodiment, the control device 2 acquires flight information of each aircraft 1 via the communication unit 23. The control device 2 also acquires information about each aircraft 1 input by the operator via the input unit 22. Based on this information, the control device 2 can set a power supply schedule that allows each aircraft 1 to receive power efficiently.

By linking the aircraft control system 100 according to this embodiment with information transmitted from sensors 13, such as IoT sensors mounted on the aircraft 1, and satellite data, it becomes possible to create high-value-added monitoring information.

In this embodiment, multiple aircraft 1 can be operated autonomously without human intervention. Therefore, by adopting this system in primary industries such as fishing and agriculture, it contributes to solving problems related to the aging workforce, labor shortages, and technology transfer in these industries.

[Description of the second embodiment]
Next, a second embodiment will be described. In the first embodiment described above, an example was described of communication between a communication device 15 mounted on each aircraft 1 and a communication unit 23 mounted on a control device 2.

In the second embodiment, the communication devices 15 of each aircraft 1 are capable of terminal-to-terminal communication with each other. In the second embodiment, the communication device 15 of one aircraft 1 communicates with the communication unit 23 of the control device 2 via the communication device 15 of another aircraft 1. Even when one aircraft 1 flies to a destination far from the control device 2, real-time data communication is possible by communicating via the other aircraft 1.

The aircraft control system according to the second embodiment is the same as that described in Figures 1 to 3 above, so the configuration description is omitted.

Figure 9 is a schematic diagram illustrating how multiple aircraft 1 communicate with each other. As shown in Figure 9, aircraft 1-1 (hereinafter referred to as "the first aircraft 1-1") arrives at a predetermined destination and acquires observation data.

Furthermore, between the first aircraft 1-1 and platform 3, aircraft 1-2 (hereinafter referred to as "second aircraft 1-2") is flying on its way back to platform 3.

In this scenario, the first aircraft 1-1 transmits transmission data to the control device 2 in real time via the second aircraft 1-2. The transmission data includes observation data observed by the sensor 13, the aircraft 1's identification ID, three-dimensional position, battery level 14, and other physical information. Terminal-to-terminal communication methods such as D2D communication (device-to-device) may be used as the communication method between the first aircraft 1-1 and the second aircraft 1-2.

D2D communication eliminates the need for centralized management by the control device 2; by standardizing the management method in advance, information can be transmitted through communication between each aircraft 1.

In the second embodiment, the carrier used for D2D communication is divided into at least one subcarrier from frequency, time, and space. Specifically, D2D communication (inter-terminal communication) transmits data using at least one communication method from terminal spatial density control, frequency hopping, and frame control. Furthermore, D2D communication performs control using the above communication methods to improve the communication efficiency of the transmitted data based on at least one of the following: the number of aircraft 1, the communication status, and the communication purpose. This enables efficient management of multiple aircraft 1, each with different types and states.

Terminal spatial density control is a method that counts the number of terminals per unit space and controls communication availability and data volume based on that count.

Frequency hopping (FHSS; Frequency Hopping Spread Spectrum) is a communication method that divides the frequency band into smaller segments and appropriately changes the combination of subcarriers. For example, in frequency hopping, if the total number of subcarriers is K, selecting K/2 subcarriers if K is even, or (K+1)/2 subcarriers if K is odd, maximizes the number of subcarrier combinations. Therefore, by employing frequency hopping and appropriately setting the subcarrier combinations, it is possible to communicate observation data between aircraft without requiring a large communication load.

Frame control is a method of managing information by dividing transmitted data into frames within a time domain period and managing information for each time series. Furthermore, by implementing frame control, resources can be expanded even if there are insufficient resources in the frequency domain. Methods for expanding resources can include those similar to frequency hopping, or optimization methods that combine the frequency and time domains.

Furthermore, by maximizing the number of combinations of the total number of subcarrier allocations and the number of divided frames allocated, the efficiency of data communication can be improved.

For example, if we allocate 10 subcarriers and 10 frames, applying the "subcarrier combination change" and "frame splitting" methods individually results in "10C5 × 10C5 = 252^2 = 63,504 combinations." Note that "10C5" represents the number of combinations when selecting any 5 from 10. On the other hand, the number of combinations when selecting 10 from a total of 20 is "20C10 = 184,756 combinations." Therefore, it can be seen that applying them together results in a larger number of combinations.

Specifically, in communication between multiple aircraft 1, and in communication between aircraft 1 and control device 2, the frequency band and transmission time unit period used for communication are divided into multiple subcarriers. The frequencies and time domain resources of the divided subcarriers are then selected to be optimal according to the communication conditions and communication purpose, such as the number of aircraft 1, the required communication speed, the required information accuracy, and the propagation channel.

Thus, in the aircraft control system according to the second embodiment, the aircraft 1 communicate with each other and further modify the combination of at least one of the three subcarriers: frequency, time, and space.

Therefore, communication efficiency between the aircraft 1 and the control device 2 can be improved, and real-time communication becomes possible. Consequently, if an unavoidable event occurs during flight, such as a change in weather conditions, resulting in a change in observation time or return schedule, this change information can be transmitted to the control device 2 in real time, allowing for a modification of the power supply schedule to ensure efficient observation by each aircraft 1. For example, as shown by the symbol y1 in Figure 10, the flight time of aircraft 1 can be changed.

In the second embodiment, communication between the first aircraft 1-1 and the control device 2 is relayed via the second aircraft 1-2. This allows for real-time communication of various transmission data even when the first aircraft 1-1 is flying to a destination far from the control device 2, by relaying the communication through the second aircraft 1-2. Furthermore, it becomes possible to extend the flight range of each aircraft 1.

By using D2D communication as inter-terminal communication, the status of each aircraft can be updated. If it is determined that it is difficult to operate each aircraft according to the original schedule, the status information can be updated in real time, allowing for the optimization and correction of the schedule as needed.

[Description of the third embodiment]
Next, a third embodiment will be described. The aircraft control system according to the third embodiment is the same as that described in Figures 1 to 3 above, so the description of its configuration will be omitted.

When multiple aircraft 1 operating on a single platform 3 differ in model, specifications, and types of sensor measurement data, the communication load increases in terminal-to-terminal communication such as the D2D communication described above. In the third embodiment, the communication load in communication between aircraft 1 and between aircraft 1 and the control device 2 is reduced by simplifying the transmitted data. This will be explained in detail below.

In the third embodiment, the transmission data transmitted from each aircraft 1 can be classified into items such as strings, symbol sequences, and numeric sequences. Therefore, regardless of the type or format of the transmission data, the data is transmitted in a batch, and after receiving this data, the characteristics of each data item are compared and extracted to reconstruct the original information, thereby improving data transmission efficiency.

In other words, the D2D communication (inter-terminal communication) used in the third embodiment simplifies the data sequence (string, symbol sequence, number sequence, etc.) at the transmitting end (communicator 15) based on at least one feature quantity among the frequency of occurrence, population, distribution, periodicity, and randomness of the information units contained in the data sequence that constitutes the transmitted data, and then transmits it. The receiving end (communicator 15) then reconstructs the received data sequence based on the feature quantity.

By classifying transmitted data based on the strings, symbols, and numbers it contains, and assigning codes to each information unit according to its characteristics such as frequency of occurrence, distribution of occurrence information, population, periodicity, and randomness, the amount of data transmitted can be reduced, and transmission efficiency can be improved.

Figure 11A is an explanatory diagram illustrating the characteristics of the signal sequence included in the transmitted data. For example, as shown in Figure 11A, if the identification ID is a sequence of symbols starting with "D," then "D" will always appear in the transmitted data. Therefore, by assigning the shortest possible code to the identification ID, transmission efficiency can be improved.

Location information is represented in three dimensions and is therefore expressed using three sequences of numbers. Battery level is expressed as a fraction and is therefore represented using a sequence of numbers in fractional notation. Physical states A through C are represented by a single sequence of symbols. By representing data using sequences of numbers or symbols as described above, the transmission efficiency of transmitted data can be improved.

Furthermore, by applying a model of the population and the distribution of occurrence information in the data sequence of the transmitted data, as well as signal analysis such as DFT/FFT, it is possible to efficiently extract features by estimating the population from the distribution.

For example, the remaining charge of battery 14 installed in aircraft 1 changes within a range (first charge level) obtained by subtracting approximately the power required for one flight from a fully charged state. Therefore, when considering the probability of occurrence of a sequence of numbers included in the transmitted data, it can be expected that it follows a normal distribution centered on a value between the first charge level and full charge, or a specific average value.

Therefore, by setting a normal distribution and assigning signs based on the expectation that the data follows this normal distribution, it becomes possible to reduce the amount of data.

Furthermore, regarding the position information of aircraft 1, the relative position of aircraft 1 in the plane direction with respect to the position of the power supply port 4 is considered to follow a normal distribution, and the variance can be estimated from the wind speed at that time. Therefore, by assigning codes based on this prediction, it becomes possible to reduce the amount of data.

Furthermore, when collecting weather data at a destination using aircraft 1, considering the nature of weather data—that it is measured periodically—it is possible to anticipate the time of day, the order of appearance of signal sequences, and their combinations. By assigning codes based on these anticipated results, it becomes possible to reduce the amount of data.

Figure 11B is an explanatory diagram illustrating a method for classifying the signal sequence of transmitted data using the aircraft control system 100 according to the third embodiment.

As shown in Figure 11A above, by setting the allocation of transmission data, the amount of data is reduced. For example, the original information contained in the transmission data shown in Figure 11B(a) is converted into information with reduced data volume, as shown in Figure 11B(b). In Figure 11B(b), the transmission data for physical states A to C is represented in a single data sequence.

In the aircraft 1 or control device 2, which is the recipient of this transmitted data, the original data can be obtained by demodulating the transmitted data, as shown in Figure 11B(c).

Thus, in the third embodiment, feature quantities included in the transmitted data can be extracted, and the data can be reduced based on the extracted feature quantities. Therefore, when transmitting data via terminal-to-terminal communication such as D2D communication, the amount of data can be reduced, and data observed by each aircraft 1 can be efficiently transmitted to the control device 2. Alternatively, data observed by one aircraft 1 can be efficiently transmitted to the control device 2 via other aircraft 1.

The control system technology of the aircraft 1, as described in the first to third embodiments, can be applied to uses other than maritime applications. For example, it can be used in ground-based IoT solutions, and by applying it to autonomous driving technologies such as automated logistics platforms utilizing the aircraft 1, and future aerial taxi services, the system can be sustainably enhanced. Furthermore, by using the information and communication technologies described in the second and third embodiments, collaboration with other platforms such as autonomous driving and disaster detection networks becomes easier. Also, the aircraft 1 may be a manned aircraft, not just an unmanned aircraft such as a drone.

The control device 2 (aircraft control device) of this embodiment described above can be a general-purpose computer system, as shown in Figure 12, comprising, for example, a CPU (Central Processing Unit, processor) 901, memory 902, storage 903 (HDD: Hard Disk Drive, SSD: Solid State Drive), communication device 904, input device 905, and output device 906. The memory 902 and storage 903 are storage devices. In this computer system, the various functions of the control device 2 are realized by the CPU 901 executing a predetermined program loaded onto the memory 902.

Furthermore, the control device 2 may be implemented on a single computer, or on multiple computers. Also, the control device 2 may be a virtual machine implemented on a computer.

Furthermore, the program for control unit 2 can be stored on computer-readable recording media such as HDDs, SSDs, USB (Universal Serial Bus) memory, CDs (Compact Discs), and DVDs (Digital Versatile Discs), or it can be distributed via a network.

Furthermore, the present invention is not limited to the embodiments described above, and numerous modifications are possible within the scope of its essence.

1 (1-1 to 1-X) Aircraft 2 Control device 3 Platform 4 Power supply port 5 Generator 11 Aircraft control unit 12 GPS receiver 13 Sensor 14 Battery 15 Communication device 21 Main control unit 22 Input unit 23 Communication unit 24 Power supply device 25 Memory unit 26 Display unit 100 Aircraft control system 111 Flight control unit 112 Communication control unit 113 Power measurement unit 210 Acquisition unit 211 Data acquisition unit 212 State management unit 213 Schedule setting unit 214 Power supply control unit H Flight distance N Measurement frequency Pf Power consumption Pp Charging power Tf Flight time TOL Overlap time Tp Charging time v Flight speed W Battery capacity X Number of aircraft

Claims (4)

A communications unit that communicates with the aircraft,
A power supply device for supplying power to the aircraft's battery,
A scheduling unit acquires the charging power, flight time, and power consumption of multiple aircraft, and sets a power supply schedule for each aircraft so that the amount of charging power (calculated by multiplying the charging time by the charging power) and the amount of power consumption (calculated by multiplying the flight time by the power consumption) match.
The system includes a power supply control unit that controls the power supply device to supply power to the aircraft based on the power supply schedule,
The communications unit transmits the power supply schedule to the aircraft.
The aforementioned schedule setting unit,
An aircraft control system that sets the charging power of each aircraft so that the charging power used when charging the aircraft is equal to the power consumption of that aircraft. An aircraft control system including a plurality of aircraft and a control device for controlling the aircraft,
The aircraft includes the control device and a communication device for communicating with other aircraft,
A battery that stores the power to drive the aircraft,
Equipped with,
The control device is
A communications unit that communicates with the aircraft,
A power supply device for supplying power to the aircraft's battery,
A scheduling unit acquires the charging power, flight time, and power consumption of multiple aircraft, and sets a power supply schedule for each aircraft so that the amount of charging power (calculated by multiplying the charging time by the charging power) and the amount of power consumption (calculated by multiplying the flight time by the power consumption) match.
The system includes a power supply control unit that controls the power supply device to supply power to the aircraft based on the power supply schedule,
The communications unit transmits the power supply schedule to the aircraft.
The aforementioned schedule setting unit,
An aircraft control system that sets the charging power of each aircraft so that the charging power used when charging the aircraft is equal to the aircraft's power consumption. The process involves obtaining the charging power, flight time, and power consumption of multiple aircraft through communication with the aircraft, and setting a power supply schedule for each aircraft so that the amount of charging power (calculated by multiplying the charging time by the charging power) and the amount of power consumption (calculated by multiplying the flight time by the power consumption) match.
The steps include transmitting the aforementioned power supply schedule to each aircraft,
The steps include controlling the power supply device to supply power to each aircraft based on the aforementioned power supply schedule,
Equipped with,
The step of setting the power supply schedule is an aircraft control method that sets the charging power of each aircraft so that the charging power when charging the aircraft is equal to the power consumption of the aircraft. An aircraft control program that causes a computer to function as an aircraft control device according to claim 1.