HK40095900A - Flight vehicle identification system, control system, flight vehicle identification method, computer readable medium, and flight vehicle - Google Patents

Description

Flight object identification system, control system, flight object identification method, computer-readable medium and flight object

Technical Field

This disclosure relates to a flight object identification system, a control system, a flight object identification method, a computer-readable medium, and a flight object.

Background Technology

In recent years, research and development of flying vehicles, such as flying cars, has been very active. For example, Patent Document 1 discloses an aircraft operating system in which the aircraft automatically performs takeoff from a first takeoff/landing area and landing in a second takeoff/landing area under the control of a control system configured to control the operation of the aircraft.

Reference List

Patent documents

[Patent Document 1] Japanese Unexamined Patent Application Publication No. 2017-151839

Summary of the Invention

Technical issues

For flying vehicles to be accepted as a means of transportation, a mechanism is needed to increase public safety and social acceptance. To enhance this safety, it's conceivable that anyone could access information about the flying vehicle during flight. This information would include various details such as aircraft identification, remaining energy life, and flight path. Disclosing such information raises safety concerns, and it's necessary to provide appropriate information about the flying vehicle based on the specific circumstances.

The purpose of this disclosure is to solve this problem and provide a flight object identification system, control system, flight object identification method, computer-readable medium, and flight object that can provide information about the flight object appropriately as needed while improving its safety.

Solution to the problem

The flight object identification system disclosed herein includes:

Flying vehicle;

The communication terminal is configured to obtain the fuselage ID of the aircraft; and

The control system is configured to control the operation of the flying vehicle.

The control system is also configured as follows:

The fuselage ID and multiple pieces of information about the aircraft body indicated by the fuselage ID are managed in a correlated manner;

Upon receiving a query message from the communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, select the information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the communication terminal's permission level; and

Send the selected information to the communication terminal.

The control system according to this disclosure includes:

The communication unit is configured to communicate with the communication terminal;

Storage units are configured to manage and store, in association with each other, the fuselage ID of the aircraft and multiple pieces of information about the aircraft indicated by the fuselage ID; and

The selection unit is configured to select information to send to the communication terminal from multiple pieces of information about the flying body, wherein...

When the communication unit receives a query message from the communication terminal containing the fuselage ID and the permission level assigned to the communication terminal,

The selection unit is also configured as a reference storage unit to select, based on the communication terminal's permission level, information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the fuselage ID.

The communication unit is also configured to send information selected by the selection unit to the communication terminal.

The flight object identification method disclosed herein includes:

The system manages the fuselage ID of the aircraft and multiple pieces of information about the aircraft indicated by the fuselage ID in a correlated manner.

Upon receiving a query message from the communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, select the information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the communication terminal's permission level; and

Send the selected information to the communication terminal.

According to this disclosure, a computer-readable medium is a non-transitory computer-readable medium in which a program is stored, which causes a computer to perform processes to:

The fuselage ID and multiple pieces of information about the aircraft body indicated by the fuselage ID are managed in a correlated manner;

Upon receiving a query message from the communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, select the information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the communication terminal's permission level; and

Send the selected information to the communication terminal.

The flying bodies disclosed herein include:

Storage units are configured to store flight body information and permission levels in association with each other; the flight body information is information about the flight body.

An encryption unit is configured to encrypt flight body information associated with a predetermined permission level; and

The communication unit is configured to send encrypted flight information.

Beneficial effects of the present invention

According to this disclosure, a flight object identification system, control system, flight object identification method, computer-readable medium, and flight object can be provided that can appropriately provide information about the flight object as needed while improving its safety.

Attached Figure Description

Figure 1 is a block diagram illustrating the configuration of a flight object recognition system according to a first example embodiment.

Figure 2 is a diagram illustrating an example of a fuselage ID table according to a first example embodiment.

Figure 3 is a flowchart illustrating the operation of the control system according to the first example embodiment.

Figure 4 is a block diagram illustrating the configuration of a flight object recognition system according to a second example embodiment.

Figure 5 is a block diagram illustrating the configuration of the flying body according to the second example embodiment.

Figure 6 is a block diagram illustrating the configuration of the control system according to the second example embodiment.

Figure 7 is a flowchart illustrating the operation of the control system according to the second example embodiment.

Figure 8 is a flowchart illustrating the operation of the control system according to the second example embodiment.

Figure 9 is a block diagram illustrating the configuration of a flight object identification system according to a third example embodiment.

Figure 10 is a flowchart illustrating the operation of the control system according to a third example embodiment.

Figure 11 is a block diagram illustrating the configuration of a flight object recognition system according to a fourth exemplary embodiment.

Figure 12 is a diagram showing the correspondence between the permission levels and information about the flying body according to the fourth example embodiment.

Figure 13 is a flowchart illustrating the operation of the control system according to the fourth example embodiment.

Figure 14 is a block diagram illustrating the configuration of a flight object identification system according to a fifth exemplary embodiment.

Figure 15 is a flowchart illustrating the operation of the control system according to the fifth exemplary embodiment.

Figure 16 is a block diagram illustrating configuration examples of control devices in the flight body, control system, and communication terminal according to each example embodiment.

Detailed Implementation

Example Implementation

Specific exemplary embodiments of the invention will now be described in detail with reference to the accompanying drawings. However, the invention is not limited to the following exemplary embodiments. Furthermore, for clarity, the following description and drawings will be appropriately simplified.

(First Example Implementation)

Figure 1 is a block diagram illustrating the configuration of a flight object identification system 1 according to a first exemplary embodiment. The flight object identification system 1 includes a flight object 2 and a control system 3.

The flying body 2 is, for example, a rotorcraft, such as a drone, unmanned aerial vehicle (UAV), flying car, or vertical takeoff and landing (VTOL) vehicle. The flying body 2 generates lift and thrust by rotating its rotor. The flying body 2 can be an unmanned aerial vehicle carrying luggage or the like, or a manned aircraft carrying passengers.

The aircraft 2 has an airframe ID as its own identification information. Different airframe IDs are assigned to different aircraft 2, and no two aircraft 2 have the same airframe ID. The aircraft 2 has a communication unit 14 and an airframe ID control unit 15. Each of the communication unit 14 and the airframe ID control unit 15 can be software or a module executed by a processor running programs stored in its execution memory. Alternatively, the communication unit 14 and the airframe ID control unit 15 can be hardware such as circuits or chips.

Communication unit 14 is configured to transmit the fuselage ID. Communication unit 14 is configured to perform wireless communication with the ground side (i.e., control system 3). Communication unit 14 performs wireless communication with control system 3 according to a pre-determined frequency, transmission power, etc. For example, communication unit 14 can perform processing according to communication standards such as 5G or 4G defined in 3GPP (3rd Generation Partnership Project), or according to communication standards such as Wi-Fi (registered trademark) or Bluetooth (registered trademark). Communication unit 14 is configured to transmit wireless signals to control system 3. Communication unit 14 is also configured to receive wireless signals from control system 3. This enables the transmission and reception of data and information between aircraft 2 and control system 3. Communication unit 14 is configured to transmit the fuselage ID and the position information of aircraft 2 to control system 3.

Furthermore, the communication unit 14 can send the fuselage ID not only to the control system 3 but also to a communication terminal such as a smartphone. In this case, for example, the fuselage ID sent by the aircraft 2 can be obtained by installing a predetermined application in the smartphone. In addition, the communication unit 14 can also send its own fuselage ID to any other aircraft 2 or receive fuselage IDs from other aircraft 2, thereby being able to send fuselage IDs to any other aircraft and receive fuselage IDs 2 from any other aircraft.

The fuselage ID control unit 15 is configured to control the changing and sending of the fuselage ID. The fuselage ID control unit 15 is also configured to store its own fuselage ID, which changes according to a predetermined change pattern. For example, the fuselage ID can change at predetermined intervals, or it can change at any time. The timing of changing the fuselage ID can be set to a time desired by the user, etc. For example, the fuselage ID can change as the number of flights increases, or it can change after multiple flights.

For example, as shown in the fuselage ID table of Figure 2, the fuselage ID control unit 15 can pre-create multiple fuselage IDs as predetermined change patterns and change the fuselage IDs at predetermined intervals. The communication unit 14 can send the fuselage ID table stored by the fuselage ID control unit 15 to the control system 3. This allows the fuselage ID control unit 15 to share the fuselage ID change patterns with the control system 3, which is configured to control its own flight. Alternatively, the communication unit 14 can receive the fuselage ID table from the control system 3. These enable the flight body 2 and the control system 3 to share the fuselage ID change patterns of the flight body 2.

In the fuselage ID table shown in Figure 2, the fuselage ID at the start of flight (0 minutes after flight start) is set to #0; 10 minutes after flight start, the fuselage ID is set to #1; 20 minutes after flight start, the fuselage ID is set to #2; and 30 minutes after flight start, the fuselage ID is set to #3. Note that the fuselage ID table shown in Figure 2 is exemplary and arbitrary fuselage IDs can be generated. For example, the fuselage ID control unit 15 or control system 3 can generate fuselage IDs using algorithms or random number generation functions. Furthermore, the fuselage ID can be a randomly generated ID or an ID that is to be changed based on at least one of its own flight count or flight time.

Flight body 2 flies according to a predefined flight plan while simultaneously communicating wirelessly with control system 3. Flight body 2 can autonomously fly along a flight path from the takeoff point to the landing point. For example, flight body 2 takes off from a takeoff/landing facility and flies along a flight path based on the flight plan. When flight body 2 reaches the landing point corresponding to the destination, it lands at the landing point. The flight path is a three-dimensional path from the takeoff point to the landing point. A pre-designated takeoff/landing facility can be used for both the takeoff point and the landing point. Note that each location in the takeoff point and landing point can be any location, as long as there is space for flight body 2 to land. Of course, the takeoff/landing point used for takeoff and the takeoff/landing point used for landing can be the same location.

The piloting of aircraft 2 can switch between autopilot and manual piloting. For example, aircraft 2 can be configured to set autopilot and switch to manual piloting in an emergency, as advanced piloting skills are required in areas with many obstacles, such as urban areas.

Control system 3 is a system used to manage and control operations. Control system 3 is a hardware device (or computer device) installed in the operations control center for performing operational management and air traffic control of the aircraft 2. Control system 3 is not limited to a single physical device. For example, multiple processors can work together to perform the processes described later.

Furthermore, to perform wide-area control, control system 3 can be located at an air traffic control center configured to communicate with multiple operational control centers. Therefore, control system 3 at the operational control center and control system 3 at the air traffic control center communicate with each other, thereby enabling control of the aircraft 2 over a wide area.

The control system 3 has a communication unit 4 and an identification unit 5. Each of the communication unit 4 and the identification unit 5 can be software or a module executed by a processor that executes a program stored in an execution memory. Alternatively, the communication unit 4 and the identification unit 5 can be hardware such as a circuit or a chip.

Communication unit 4 obtains the fuselage ID and position information of flight body 2 transmitted from flight body 2. Furthermore, communication unit 4 also obtains the fuselage ID and position information of flight body 2 at different time intervals.

The identification unit 5 uses the fuselage ID received from the aircraft 2 to identify the aircraft 2. For example, the identification unit 5 can be configured to pre-store a table in which fuselage IDs and aircraft 2 are associated with each other, and refer to the table to extract the aircraft 2 associated with the received fuselage ID.

Here, communication unit 4 can obtain different fuselage IDs from aircraft 2 at different times. In this case, identification unit 5 determines whether a fuselage ID different from the first fuselage ID indicates aircraft 2 associated with the first fuselage ID based on the change between position information obtained with the first fuselage ID and position information obtained with a fuselage ID different from the first fuselage ID. For example, the change in position information can be indicated by using the distance between position information obtained at different times. For example, when the change in position information is within a predetermined range, identification unit 5 can determine that a fuselage ID different from the first fuselage ID indicates aircraft 2 associated with the first fuselage ID.

The operation of the control system 3 according to the first exemplary embodiment will now be described with reference to FIG3. FIG3 is a flowchart illustrating the operation of the control system 3 according to the first exemplary embodiment.

First, communication unit 4 obtains the first fuselage ID and the position information of aircraft 2 (S1). Here, to distinguish the fuselage IDs, the aforementioned first fuselage ID is referred to as the first fuselage ID, and the modified fuselage ID is referred to as the second fuselage ID. Next, identification unit 5 uses the first fuselage ID to identify aircraft 2 (S2). Afterwards, control system 3 communicates with aircraft 2 that sent the first fuselage ID and performs operation management and air traffic control on aircraft 2.

Then, when the communication unit 4 does not obtain the second fuselage ID and the location information of the aircraft 2 that sent the second fuselage ID (S3, no), the control system 3 continues to manage the operation and control the air traffic of the aircraft 2 that sent the first fuselage ID identified by the identification unit 5.

On the other hand, communication unit 4 obtains the second fuselage ID and the position information of the aircraft 2 that sent the second fuselage ID (S3, Yes). Identification unit 5 determines whether the aircraft 2 that sent the second fuselage ID is the same as the aircraft 2 that sent the first fuselage ID based on the change between the position information when the first fuselage ID was obtained and the position information when the second fuselage ID was obtained. For example, identification unit 5 determines whether the change between the position information when the first fuselage ID was obtained and the position information when the second fuselage ID was obtained is equal to or less than a threshold (S4). When it is determined that the distance between the position information obtained at different times is equal to or less than a preset threshold (e.g., 50m) (S4, Yes), identification unit 5 determines that the aircraft 2 that sent the second fuselage ID and the aircraft 2 that sent the first fuselage ID are the same aircraft 2 (S5).

When it is determined that the distance between the position information obtained at different times is greater than a preset threshold (S4, No), the identification unit 5 identifies the aircraft 2 that sends the second fuselage ID as a different aircraft 2 from the aircraft 2 that sends the first fuselage ID (S6). The control system 3 identifies the aircraft 2 that sends the first fuselage ID and the aircraft 2 that sends the second fuselage ID as different aircraft 2, and performs operation management and air traffic control.

As described above, the aircraft 2 according to the first example embodiment can improve its security by changing its fuselage ID. On the other hand, a problem exists: if the aircraft 2 arbitrarily changes its fuselage ID, the control system 3 cannot recognize the aircraft 2, thus compromising flight security. Conversely, even if different fuselage IDs are obtained at different times, the control system 3 according to the first example embodiment can designate the aircraft 2 by using its position information. Therefore, the control system 3 can identify or designate the aircraft 2 that has changed its fuselage ID to be transmitted for security reasons.

(Second Example Implementation)

Figure 4 is a block diagram illustrating the configuration of a flight object identification system 100 according to a second exemplary embodiment. The flight object identification system 100 includes a flight object 20 and a control system 30.

Figure 5 is a block diagram illustrating the configuration of a flight body 20 according to a second exemplary embodiment. The flight body 20 includes a flight control unit 11, a drive mechanism 12, a sensor 13, a communication unit 14, a fuselage ID control unit 15, a display unit 16, and a battery 17. In the flight body 20 according to the second exemplary embodiment, similar reference numerals are assigned to components similar to those according to the first exemplary embodiment, and detailed descriptions thereof will be omitted as appropriate.

The flight control unit 11 is configured to control each component constituting the flight body 20. The drive mechanism 12 includes rotors and their motors and is configured to generate lift and thrust for flight. The flight control unit 11 is configured to output drive signals for controlling the drive mechanism 12. For example, in the case where the flight body 20 has multiple rotors, the flight control unit 11 is configured to control the drive mechanism 12 to drive the rotors independently.

The flight control unit 11 stores the flight plan in a memory or similar storage device. The flight control unit 11 can store flight plans received from the control system 30 or flight plans input by the user from the aircraft 20 in the memory. In autopilot mode, the flight control unit 11 is configured to control the drive mechanism 12 to fly according to the flight plan. If the position of the aircraft 20 deviates from its flight path due to wind or other reasons, the flight control unit 11 is configured to control the drive mechanism 12 to keep the aircraft 20 flying and approaching the flight path. The flight control unit 11 can detect the position of the aircraft 20 using sensor 13. The flight control unit 11 is configured to control the drive mechanism 12 based on the detection results of sensor 13.

Sensor 13 detects information about the flight status of the aircraft 20. For example, sensor 13 includes a gyroscope sensor for detecting the aircraft's attitude and a position sensor for detecting its position. As a position sensor, a satellite positioning sensor such as GPS (Global Positioning System) can be used, for example. Flight control unit 11 is configured to specify its own position based on the information obtained by sensor 13. Specifically, for example, flight control unit 11 specifies the three-dimensional position of aircraft 20 based on positioning information received by sensor 13 from multiple satellites. Communication unit 14 transmits the aircraft ID and position information about the position specified by flight control unit 11. Note that the number of sensors 13 is not limited to one, but multiple sensors 13 can be configured.

The aircraft 20 may be equipped with a display unit 16 for displaying flight status, congestion status, and fuselage information to passengers during flight. The content displayed on the display unit 16 can be changed based on information about the aircraft 20. For example, the content displayed on the display unit 16 can be changed based on information about whether the aircraft 20 is a manned or unmanned aircraft. Alternatively, the content displayed on the display unit 16 can be changed based on information about whether the aircraft 20 is in automatic or manual operation. Note that in the case of an unmanned aircraft, the display unit 16 can be omitted. The battery 17 supplies power to each device constituting the aircraft 20.

Equipped with the aforementioned components, the aircraft 20 can fly while communicating with the control system 30.

Figure 6 is a block diagram of a control system 30 according to a second exemplary embodiment. The control system 30 includes a communication unit 4, an identification unit 5, a generation unit 6, a storage unit 7, and an estimation unit 8. In the control system 30 according to the second exemplary embodiment, similar reference numerals are assigned to components similar to those according to the first exemplary embodiment, and detailed descriptions thereof will be omitted as appropriate.

Communication unit 4 performs wireless communication with the aircraft 20 to obtain fuselage information including the fuselage ID and location information of the aircraft 20. Performance information regarding the performance of the aircraft 20 may be included in the fuselage information. The performance information includes data on the weight, dimensions, flight time, turning ability, wind resistance, flight speed, and flight altitude of the aircraft 20. The performance information may also include data on remaining battery life and fuel remaining during flight. Additionally, the performance information may include information on whether it is a manned or unmanned aircraft. The fuselage information may include information on whether it is an emergency aircraft used for police, firefighting, or first aid purposes.

Communication unit 4 performs wireless communication with flight body 20 according to a predefined frequency and transmission power. For example, communication unit 4 can perform processing according to communication standards defined in 3GPP such as 5G or 4G, or according to communication standards such as Wi-Fi (registered trademark) or Bluetooth (registered trademark). Communication unit 4 transmits wireless signals to flight body 20. Communication unit 4 receives wireless signals from flight body 20. This enables the receiving and transmission of data and information between flight body 20 and control system 30.

The generation unit 6 is configured to generate a flight plan, including a flight path and flight schedule, based on the scheduled takeoff time of the flight body 20 obtained by the communication unit 4 and movement information about the destination. The scheduled takeoff time can be the current time or a pre-booked and registered time. The scheduled takeoff time and destination can be information directly input into the control system 30 by the user of the flight body 20 or the user of the control system 30. Note that the destination can be a place name, facility name, address, coordinates (latitude and longitude), etc. In addition, the destination can be the ID of the takeoff/landing facility itself, etc., and the movement information can include the intermediate point between the takeoff location and the landing location.

A flight path is a migration route from the takeoff point to the landing point corresponding to the destination. The flight path is information indicating the trajectory of the target positions traversed by the flying body 20. Furthermore, a predetermined flight time can be associated with each target position along the flight path. For example, the flight path can be a set of three-dimensional coordinates indicating the target positions individually. Specifically, the flight path can be data in which the three-dimensional coordinates are arranged in chronological order. The flight path is generated by connecting the three-dimensional coordinates.

Generation unit 6 can generate a flight path based on performance information. For example, generation unit 6 generates a flight path that meets the performance requirements indicated by the performance information. The performance information includes the weight, dimensions, flight time, turning ability, wind resistance, flight speed, and flight altitude of the aircraft 20. The performance information may include the current remaining battery life or remaining fuel. For example, when powered by an electric motor, the remaining battery life is included in the performance information. When powered by an internal combustion engine, the remaining fuel, such as gasoline, is included in the performance information. Alternatively, when a fuel cell is used as battery 17, the remaining fuel, such as hydrogen, is included in the performance information. When both an internal combustion engine and an electric motor are used as power sources, both the remaining battery life and the remaining fuel can be included in the performance information.

For example, when flight time is included as performance information, generation unit 6 is configured to generate a flight path that does not exceed the flight time. Specifically, generation unit 6 shortens the flight distance of the aircraft 20 with a short flight time to generate a flight path whose flight time does not exceed the flight time. Of course, generation unit 6 can generate a flight path that meets other performance requirements besides flight time. Communication unit 4 sends the generated flight plan to aircraft 20.

Storage unit 7 is configured to store fuselage information obtained from flight body 20 and flight plans generated by generation unit 6. In addition, storage unit 7 also stores a fuselage ID table indicating the change pattern of fuselage IDs sent by flight body 20.

Even if the fuselage ID of the aircraft 20 is changed, the identification unit 5 is configured to not only recognize changes in position information obtained at different times, but also to identify the aircraft 20 associated with the obtained fuselage ID based on the fuselage ID table stored in the storage unit 7. Furthermore, in addition to the fuselage ID and position information, the identification unit 5 can also refer to the flight plan to identify the aircraft 20. The identification unit 5 can improve the accuracy of identifying the aircraft 20 by comparing the position information of the aircraft 20 in flight with the flight plan of the aircraft 20.

The estimation unit 8 is configured to estimate the estimated position of the flight body 20 in flight based on the position information of the flight body 20 at the time of communication disconnection and the flight plan when the wireless communication between the control system 30 and the flight body 20 is cut off. For example, the estimation unit 8 calculates the speed and direction of the flight body 20 based on the position information up to the time of communication disconnection, and estimates the estimated position of the flight body 20 after the communication disconnection by using the flight path and flight schedule of the flight plan.

When communication is restored, the identification unit 5 is configured to identify the aircraft 20 by comparing the fuselage ID of the aircraft 20 located at the estimated position with the fuselage ID based on the fuselage ID table. Furthermore, the identification unit 5 is configured to identify the aircraft 20 by comparing its position when communication is restored with the estimated position of the aircraft 20 at the time when communication is restored.

Figure 7 is a flowchart illustrating the operation of the control system 30 according to the second example embodiment. Since steps S11 to S14 in Figure 7 are similar to steps S1 to S4 in Figure 3, their description will be omitted. Similar to Figure 3, to distinguish the fuselage ID, the aforementioned first fuselage ID is referred to as the first fuselage ID, and the changed fuselage ID is referred to as the second fuselage ID.

When the change between the position information obtained when the first fuselage ID is acquired and the position information obtained when the second fuselage ID is acquired is equal to or less than a threshold (S14, Yes), the identification unit 5 refers to the fuselage ID change pattern stored in the storage unit 7. A change in position information equal to or less than the threshold means that the amount of change between the position information is equal to or less than the threshold. The identification unit 5 determines whether the second fuselage ID is the same as the fuselage ID specified by the fuselage ID change pattern of the aircraft 20 that sent the first fuselage ID (S15).

If the second fuselage ID is determined to be different from the fuselage ID specified by the change mode (S15, No), the identification unit 5 identifies the aircraft 20 that sent the second fuselage ID as a different aircraft 20 from the aircraft 20 that sent the first fuselage ID (S18). If the second fuselage ID is determined to be the same as the fuselage ID specified by the change mode (S15, Yes), the identification unit 5 refers to the flight plan stored in the storage unit 7 to determine whether the position when the second fuselage ID is obtained is any position on the flight plan of the aircraft 20 that sent the first fuselage ID (S16). If the position when the second fuselage ID is obtained does not exist in the flight plan (S16, No), the identification unit 5 identifies the aircraft 20 as a different aircraft 20 (S18). If the position when the second fuselage ID is obtained exists in the flight plan (S16, Yes), the identification unit 5 determines that the aircraft 20 that sent the second fuselage ID is the same aircraft 20 as the aircraft 20 that sent the first fuselage ID (S17). Furthermore, Figure 7 illustrates the processing in the order of steps S14, S15, and S16, but the order of steps S14, S15, and S16 can be changed. For example, the control system 30 may perform the processing of step S15 and then perform the processing of step S14 or S16, or it may perform the processing of step S16 and then perform the processing of step S14 or S15.

Figure 8 is a flowchart illustrating the operation of the control system 30 when communication with the aircraft 20 is restored. Since steps S21 and S22 in Figure 8 are similar to steps S1 to S2 in Figure 3, their description will be omitted. Similar to Figure 3, to distinguish the fuselage IDs, the first fuselage ID is referred to as the first fuselage ID, and the changed fuselage ID is referred to as the second fuselage ID.

When communication between communication unit 4 and aircraft 20 is interrupted, estimation unit 8 estimates the estimated position of aircraft 20 in flight based on the position information of aircraft 20 at the time of communication interruption and the flight plan stored in storage unit 7 (S23). For example, if communication unit 4 does not receive a radio signal from aircraft 20 within a predetermined time period, or if communication unit 4 does not receive a response signal to the radio signal sent by communication unit 4, estimation unit 8 can determine that communication between communication unit 4 and aircraft 20 has been interrupted. When communication unit 4 obtains the first fuselage ID upon resumption of communication, identification unit 5 identifies aircraft 20 by using the first fuselage ID.

On the other hand, when the communication unit 4 obtains the second fuselage ID and position information upon communication recovery (S24), the identification unit 5 compares the estimated position of the flight body 20 estimated by the estimation unit 8 with the position information obtained when the second fuselage ID was obtained. If the difference between the estimated position and the position obtained when the second fuselage ID was obtained is greater than a threshold (S25, no), the identification unit 5 identifies the flight body 20 as a different flight body 20 (S28).

If the difference between the estimated position and the position when the second fuselage ID is obtained is equal to or less than a threshold (S25, Yes), the identification unit 5 refers to the fuselage ID change pattern stored in the storage unit 7. The identification unit 5 determines whether the second fuselage ID is the same as the fuselage ID specified by the fuselage ID change pattern of the aircraft body 20 that sent the first fuselage ID (S26). If it is determined that the second fuselage ID is different from the fuselage ID specified by the change pattern (S26, No), the identification unit 5 identifies the aircraft body 20 that sent the second fuselage ID as a different aircraft body 20 from the aircraft body 20 that sent the first fuselage ID (S28). If it is determined that the second fuselage ID is the same as the fuselage ID specified by the change pattern (S26, Yes), the identification unit 5 determines that the aircraft body 20 that sent the second fuselage ID and the aircraft body 20 that sent the first fuselage ID are the same aircraft body 20 (S27). Furthermore, Figure 8 shows the processing performed in the order of steps S25 and S26, but the order of steps S25 and S26 can be changed. For example, the control system 30 may execute the processing at step S25 after performing the processing at step S26.

As described above, the control system 30 according to the second example embodiment can identify the aircraft 20 by using changes in the aircraft 20's position information, the change pattern of its fuselage ID, and its flight plan. Furthermore, even if the fuselage ID of the aircraft 20 is changed when communication with it is interrupted, the control system 30 can determine whether the second fuselage ID indicates the aircraft 20 by comparing the aircraft 20's position information with the estimated position when communication is restored, and by using the change pattern of the fuselage ID. Therefore, even if the aircraft 20 changes its fuselage ID to improve safety, the control system 30 can still identify the aircraft 20.

(Third Example Implementation)

A flight object identification system 101 according to a third exemplary embodiment will be described with reference to FIG9. The flight object identification system 101 according to the third exemplary embodiment includes a flight object 2, a control system 31, and a communication terminal 40. The flight object 2 includes a communication unit 14 and a fuselage ID control unit 15. The control system 31 includes a communication unit 4, an identification unit 5, and an estimation unit 8. The flight object identification system 101 according to the third exemplary embodiment is a system for identifying a flight object 2 using the communication terminal 40. In the flight object identification system 101 according to the third exemplary embodiment, similar reference numerals are assigned to components similar to those in the first and second exemplary embodiments, and detailed descriptions thereof will be omitted as appropriate.

The communication terminal 40 is, for example, a smartphone, and has communication and imaging functions. The communication terminal 40 can communicate with the control system 31. For example, the communication terminal 40 can communicate with the control system 31 via a mobile network managed by a public telecommunications operator or the Internet. The user of the communication terminal 40 sends a query message to the control system 31 including an image (which includes the flying object 2) and the location information of the communication terminal 40, thereby obtaining information about the flying object 2. For example, when the flying object 2 is making noise or when a suspected flying object 2 is flying, the user of the communication terminal 40 takes an image containing the flying object 2 and then queries the control system 31.

Furthermore, the communication terminal 40 directly performs wireless communication with the aircraft 2, thereby obtaining the aircraft ID. For example, a communication method such as Bluetooth (registered trademark) can be used for wireless communication. For instance, if the communication terminal 40 requests the aircraft ID from the aircraft 2 but cannot obtain a response from the aircraft 2, the communication terminal 40 can identify the aircraft 2 as a suspicious aircraft and notify the police that the suspicious aircraft is flying and loitering around the location of the communication terminal 40.

In addition to requesting the aircraft ID, the communication terminal 40 can also send messages to the aircraft 2. These messages could include, for example, information about excessive noise during flight or the purpose of stopping. When a response is received from the aircraft 2, the communication terminal 40 can obtain information about the aircraft 2 (such as the purpose of stopping). Conversely, if the communication terminal 40 cannot receive a response from the aircraft 2, it can identify the aircraft 2 as a suspicious aircraft and notify the police that a suspicious aircraft is flying and stopping around the location of the communication terminal 40.

For example, when the communication unit 14 of flight body 2 receives a signal requesting an aircraft ID from the control system 31, the communication terminal 40, or another flight body 2, the communication unit 14 responds to the request by sending a response signal including the aircraft ID. Note that the appropriateness of the response to the request for the aircraft ID can be preset according to the source of the request. Furthermore, the user of flight body 2 can determine the appropriateness and content of the response to the request for the aircraft ID.

The communication unit 4 of the control system 31 receives images of the flying body 2 captured by the communication terminal 40 and the position information of the communication terminal 40 from the communication terminal 40. The estimation unit 8 uses the background information and position information contained in the received image to estimate the estimated position of the flying body 2. The estimation unit 8 specifies the position of the communication terminal 40 at the time the image was captured based on the position information of the communication terminal 40. Furthermore, the estimation unit 8 estimates the position of the flying body 2 near the position of the communication terminal 40 based on the background information contained in the received image. For example, the estimation unit 8 can estimate the positions of buildings, towers, mountains, rivers, seas, etc. contained in the background information by using map information, etc. Furthermore, if the received background information contains landmarks with clear positions, the estimation unit 8 can estimate the position of the flying body 2 based on the background information without using the position information of the communication terminal 40. Furthermore, the estimation unit 8 can estimate the position of the flying body 2 by estimating the distance between the flying body 2 in the image and the background information. Furthermore, the estimation unit 8 can estimate the position of the flying body 2 using the shooting direction of the communication terminal 40 (i.e., the angle of the communication terminal 40 when it is raised towards the sky to capture the flying body 2). Note that the communication unit 4 can send a request via a mobile network managed by a public telecommunications operator to a communication terminal 40 located within a predetermined area for a captured image of the sky in the predetermined area or the location information of the communication terminal 40 that captured the image.

The identification unit 5 identifies the flying body 2 using the estimated position of the flying body 2 estimated by the estimation unit 8. For example, the identification unit 5 identifies the flying body 2 located at the estimated position by comparing the position information of the flying body 2 thus controlled with the estimated position. Specifically, if the distance between the position of the flying body 2 thus controlled and the estimated position is shorter than a predefined distance, the identification unit 5 can identify the flying body 2 present at the estimated position as the flying body 2 thus controlled.

Communication unit 4 sends information about the identified aircraft 2 to communication terminal 40. For example, communication unit 4 sends information such as the aircraft ID, aircraft information, and destination of the identified aircraft 2 to communication terminal 40. Therefore, the user of communication terminal 40 can obtain information about the aircraft 2. For example, the aircraft ID of the aircraft 2 can be pre-associated with information such as aircraft information and destination.

Communication unit 4 can send a request signal to flight body 2, requesting its fuselage ID, using directional radio waves to the estimated position of flight body 2 estimated by estimation unit 8. When communication unit 4 receives a response signal to the request signal, identification unit 5 can identify flight body 2 using the fuselage ID contained in the response signal. Identification unit 5 can refer to storage unit 7, which stores information about flight body 2, to identify the flight body 2 corresponding to the fuselage ID.

If the fuselage ID of aircraft 2 cannot be identified, the identification unit 5 determines that aircraft 2, located at the estimated position, is a suspicious aircraft 2, and the communication unit 4 sends a message to the communication terminal 40 indicating that aircraft 2 has been identified as a suspicious aircraft 2 by the identification unit 5. At this time, the communication unit 4 can notify the police that the suspicious aircraft 2 is flying and loitering at the estimated position. The communication unit 4 may be unable to identify the fuselage ID of aircraft 2 for example, if the response signal does not contain a fuselage ID or if no aircraft is associated with the fuselage ID contained in the response signal.

Figure 10 is a flowchart illustrating the operation of the control system 31 according to a third exemplary embodiment. The operation of the control system 31 will now be described with reference to Figure 10.

First, the communication unit 4 receives an image of the flying body 2 captured by the communication terminal 40, along with the location information of the communication terminal 40 (S31). The estimation unit 8 uses the background information and location information contained in the received image to estimate the estimated location of the flying body 2 (S32). The communication unit 4 sends a request signal to the flying body 2 to request its fuselage ID by using directional radio waves directed to the estimated location of the flying body 2 estimated by the estimation unit 8 (S33). When the communication unit 4 receives a response signal to the request signal (S34, Yes), the identification unit 5 identifies the flying body 2 by using the fuselage ID contained in the response signal (S35). The communication unit 4 sends the identified information about the flying body 2 to the communication terminal 40 (S36). On the other hand, when the communication unit 4 cannot receive any response signal to the request signal (S34, No), the identification unit 5 determines the flying body 2 located at the estimated location as a suspicious flying body 2 (S37). The communication unit 4 sends the determination result to the communication terminal 40 (S38). Furthermore, if it is determined in step S34 that there is no aircraft body 2 associated with the fuselage ID contained in the received response signal, the identification unit 5 can determine that the aircraft body 2 located at the estimated position is a suspicious aircraft body 2. Furthermore, if it is determined in step S34 that the received response signal does not contain a fuselage ID, the identification unit 5 can determine that the aircraft body 2 located at the estimated position is a suspicious aircraft body 2.

As described above, the control system 31 according to the third example embodiment can identify the flying object 2 based on the image received from the communication terminal 40 and the location information of the communication terminal 40. Therefore, the control system 31 can provide the user of the communication terminal 40 with information about the flying object 2 and a determination result regarding whether the flying object 2 is a suspicious flying object 2.

(Fourth Example Implementation)

Figure 11 is a block diagram illustrating the configuration of a flight object identification system 102 according to a fourth exemplary embodiment. The flight object identification system 102 according to the fourth exemplary embodiment includes a flight object 2, a control system 32, and a communication terminal 40. The flight object 2 includes a communication unit 14 and a fuselage ID control unit 15. The control system 32 includes a communication unit 4, a storage unit 7, and a selection unit 9. The flight object identification system 102 according to the fourth exemplary embodiment is a system that discloses appropriate information to the communication terminal 40 according to its access level. In the flight object identification system 102 according to the fourth exemplary embodiment, similar reference numerals are assigned to components similar to those in the first to third exemplary embodiments, and detailed descriptions thereof will be appropriately omitted.

The communication terminal 40 can obtain the fuselage ID by wirelessly communicating with the aircraft 2. For example, a communication method such as Bluetooth (registered trademark) can be used for wireless communication. An access level is pre-assigned to the communication terminal 40. The communication terminal 40 sends a query message to the control system 32, including the fuselage ID and access level obtained from the aircraft 2, thereby obtaining information about the aircraft 2 from the control system 32.

According to the fourth example embodiment, the storage unit 7 of the control system 32 manages and stores the fuselage ID of the flight body 2 to be associated with each other, and multiple pieces of information about the flight body 2 indicated by the fuselage ID. The storage unit 7 can manage multiple pieces of information about the flight body and multiple permission levels in association with each other. For example, as shown in FIG12, the storage unit 7 stores multiple pieces of information about the flight body 2 according to permission levels. Permission level 3 information corresponds to the personal information of the user of the flight body 2, and permission level 2 information corresponds to information about the flight path and remaining battery life. Permission level 1 information corresponds to information about the destination of the flight body 2. These are merely examples and can be configured so that an administrator or user of the flight body 2 can set the permission levels to be associated with the information of the flight body 2.

When communication unit 4 receives a query message from communication terminal 40 including the aircraft ID and the permission level assigned to communication terminal 40, selection unit 9 refers to storage unit 7. Selection unit 9 selects information to be sent to communication terminal 40 from multiple pieces of information about the aircraft 2 associated with the aircraft ID, based on the permission level of communication terminal 40. Communication unit 4 then sends the information about the aircraft 2 selected by selection unit 9 to communication terminal 40.

Selection unit 9 can select information about the flying body 2 associated with the permission level assigned to communication terminal 40. For example, in response to a query from communication terminal 40 owned by a police officer and having permission level 3, selection unit 9 selects information at permission level 3. Similarly, in response to a query from communication terminal 40 owned by a traffic information center and having permission level 2, selection unit 9 selects information at permission level 2. Furthermore, in response to a query from communication terminal 40 owned by a general public and having permission level 1, selection unit 9 selects information at permission level 1.

Alternatively, selection unit 9 can select information about the flying body 2 associated with the permission level assigned to communication terminal 40 and permission levels below that level, respectively. Specifically, selection unit 9 selects information at permission levels 1 to 3 in response to a query from communication terminal 40 owned by a police officer with permission level 3, and selects information at permission levels 1 and 2 in response to a query from communication terminal 40 owned by a traffic information center with permission level 2. Selection unit 9 also selects information at permission level 1 in response to a query from communication terminal 40 owned by a general public with permission level 1.

Selection unit 9 responds to a query that compares information with a higher permission level assigned to communication terminal 40 and does not select information about flight body 2. In this case, communication unit 4 can notify communication terminal 40 that information about flight body 2 cannot be provided.

Therefore, the selection unit 9 can select the information to be sent to the communication terminal 40 according to the permission level of the communication terminal 40.

Figure 13 is a flowchart illustrating the operation of the control system 32 according to the fourth exemplary embodiment.

Communication unit 4 receives a query message from communication terminal 40, including the aircraft ID and the permission level assigned to communication terminal 40 (S41). Selection unit 9 confirms the permission level included in the query message from communication terminal 40 (S42). Selection unit 9 refers to storage unit 7 to select information about the aircraft 2 corresponding to the permission level of communication terminal 40 (S43). Communication unit 4 sends the information selected by selection unit 9 to communication terminal 40 (S44).

As described above, the control system 32 according to the fourth example embodiment provides information about the flying body 2 based on the access level of the communication terminal 40. Therefore, the control system 32 can suppress the leakage of information about the flying body 2, thus improving security. The control system 32 can appropriately provide information about the flying body 2 depending on the circumstances, while simultaneously enhancing its security.

(Fifth Example Implementation)

Figure 14 is a block diagram illustrating the configuration of a flight object identification system 103 according to a fifth exemplary embodiment. The flight object identification system 103 according to the fifth exemplary embodiment includes a flight object 21, a control system 33, and a communication terminal 40. The flight object 21 includes a communication unit 14, a storage unit 18, and an encryption unit 19. The control system 33 includes a communication unit 4, a storage unit 7, a selection unit 9, and an encryption unit 10. In the flight object identification system 103 according to the fifth exemplary embodiment, similar reference numerals are assigned to components similar to those in the first to fourth exemplary embodiments, and detailed descriptions thereof are appropriately omitted. The flight object 21 according to the fifth exemplary embodiment can encrypt information stored by itself according to the permission level and send it. Furthermore, like the flight object identification system 102 according to the fourth exemplary embodiment, the flight object identification system 103 according to the fifth exemplary embodiment is a system that discloses appropriate information to the communication terminal 40 according to the permission level of the communication terminal 40.

The storage unit 18 of flight body 21 stores flight body information and its permission levels that are to be associated with each other. This flight body information is information about flight body 21. For example, as shown in Figure 12 above, the storage unit 18 stores multiple pieces of flight body information about flight body 21 according to permission levels. For example, permission level 3 information corresponds to the personal information of the user of flight body 21, and permission level 2 information corresponds to information about flight path and remaining battery life. Permission level 1 information corresponds to information about the destination of flight body 21. These are just examples and can be configured so that the administrator or user of flight body 21 can set the permission levels to be associated with the flight body information of flight body 21. That is, flight body 21 can set which piece of information to be sent will be exposed to which permission level. In addition, flight body 21 can set which piece of information to send.

Encryption unit 19 is configured to encrypt flight body information associated with a predetermined permission level. For example, when the predetermined permission level is 3, encryption unit 19 encrypts flight body information associated with permission level 3. Furthermore, when the predetermined permission levels are 1 to 3, encryption unit 19 can encrypt flight body information associated with all permission levels 1 to 3. Communication unit 14 is configured to transmit the encrypted flight body information. Note that the flight body information is fuselage information and includes, for example, flight path, personal information of the fuselage owner or fuselage administrator, payload, fuselage information, transit information, fuselage status (such as the presence or absence of failures (or malfunctions) and remaining energy life) and maintenance information.

The communication terminal 40 has an access level based on the user's status and can decrypt encrypted flight information received from the flight body 21. Users of the communication terminal 40 may include, for example, police officers, airport managers, or ordinary citizens. For instance, a police officer may have a communication terminal 40 with an assigned access level of 3; an airport manager may have a communication terminal 40 with an assigned access level of 2; and an ordinary citizen may have a communication terminal 40 with an assigned access level of 1.

For example, when encryption unit 19 encrypts flight information about flight body 21 associated with permission level 3, and communication unit 14 sends the encrypted flight information, communication terminal 40 with permission level 3 owned by a police officer can decrypt the encrypted flight information about flight body 21 with permission level 3. In this case, communication terminal 40 with permission level 2 owned by the airport manager or communication terminal 40 with permission level 1 owned by a general person cannot decrypt the encrypted flight information with permission level 3. Furthermore, communication terminal 40 with permission level 3 can receive flight information associated with permission level 1 or 2. Furthermore, communication terminal 40 with permission level 3 can also decrypt encrypted flight information with permission level 1 or 2. That is, communication terminal 40 can obtain flight information associated with its own permission level and permission levels lower than its own.

As described above, the flying body 21 according to the fifth example embodiment can encrypt and transmit the information stored therein according to the permission level. This allows information to be transmitted to the owner of the communication terminal 40 at an appropriate permission level, while improving security.

The control system 33 according to the fifth example embodiment can also disclose appropriate information to the communication terminal 40 in response to a query from the communication terminal 40, based on the permission level of the communication terminal 40. As shown in FIG14, in the control system 33 according to the fifth example embodiment, an encryption unit 10 is added compared to the control system 32 according to the fourth example embodiment.

The encryption unit 10 of the control system 33 is configured to encrypt information about the aircraft 21 associated with a predetermined permission level. For example, when the predetermined permission level is 3, the encryption unit 10 encrypts the aircraft information about the aircraft 21 associated with permission level 3. Note that when the predetermined permission levels are 1 to 3, the encryption unit 10 can encrypt all aircraft information associated with permission levels 1 to 3. The communication unit 4 transmits the encrypted information about the aircraft 21. The communication terminal 40 with permission level 3 decrypts the encrypted information about the aircraft 21 with permission level 3, thereby obtaining the information about the aircraft 21 with permission level 3. The operation of the control system 33 will be described below with reference to FIG15.

Figure 15 is a flowchart illustrating the operation of the control system 33 according to the fifth exemplary embodiment. First, the communication unit 4 receives a query message from the communication terminal 40, including the fuselage ID and the permission level assigned to the communication terminal 40 (S51). The selection unit 9 confirms the permission level of the communication terminal 40 included in the query message (S52). When the selection unit 9 confirms that the permission level of the communication terminal 40 is 3, the selection unit 9 refers to the storage unit 7 to select information about the aircraft 21 corresponding to permission level 3 (S53). When the predetermined permission level is 3, the encryption unit 10 encrypts the information about the aircraft 21 associated with permission level 3 (S54). The communication unit 4 sends the information about the aircraft 21 encrypted by the encryption unit 10 and associated with permission level 3, selected by the selection unit 9, to the communication terminal 40 (S55).

As described above, the control system 33 according to the fifth example embodiment can prevent interception by another communication terminal 40 by setting up the encryption unit 10. Therefore, the control system 33 can further suppress the leakage of information about the flying body 21, and this improves the security of the communication system between the communication terminal 40 and the control system 33. The control system 33 can appropriately provide information about the flying body 21 depending on the circumstances, while simultaneously enhancing its security.

In the fourth or fifth example embodiment, in an emergency, aircraft 2 and 21 can directly send emergency information containing the malfunction and landing point to communication terminal 40 without going through control system 32 and control system 33. Furthermore, aircraft 2 and 21 can broadcast this emergency information to communication terminal 40 located on the ground at the landing point and landing path. The landing path is the flight path from the location of the emergency, such as a malfunction, in aircraft 2 and 21 to the landing point where aircraft 2 and 21 land. Aircraft 2 and 21 can broadcast this emergency information to communication terminal 40 on the ground via a mobile network managed by a public communications operator without going through control system 32 and control system 33. Therefore, even if communication with control system 32 and control system 33 is cut off in an emergency, aircraft 2 and 21 can immediately send the emergency information to communication terminal 40. Thus, damage caused by an accident can be mitigated.

Figure 16 is a block diagram illustrating configuration examples of control devices in each of the flight body 2, flight body 20, flight body 21, control system 3, control system 30, control system 31, control system 32, control system 33, and communication terminal 40 according to each example embodiment. Referring to Figure 16, each of these control devices includes a network interface 201, a processor 202, and a memory 203. The network interface 201 can be used to communicate with network nodes (e.g., eNB, MME, or P-GW). The network interface 201 may, for example, include a network interface card (NIC) compliant with the IEEE 802.3 family. Here, eNB stands for Evolved NodeB; MME stands for Mobility Management Entity; and P-GW stands for Packet Data Network Gateway. IEEE stands for Institute of Electrical and Electronics Engineers.

Processor 202 reads software (computer program) from memory 203 and executes it, thereby performing the processing of the aircraft 2, aircraft 20, aircraft 21, control system 3, control system 30, control system 31, control system 32, control system 33, or communication terminal 40 already described in each of the above example embodiments. For example, processor 202 may be a microprocessor, MPU, or CPU. Processor 202 may include multiple processors.

Memory 203 is composed of a combination of volatile memory and non-volatile memory. Memory 203 may include storage devices located remotely from processor 202. In this case, processor 202 may access memory 203 via an I/O (input/output) interface not shown.

In the example of Figure 16, memory 203 is used to store a set of software modules. Processor 202 reads the set of software modules from memory 203 and executes them, thereby enabling the execution of the operation and processing of each of the aircraft 2, aircraft 20, aircraft 21, control system 3, control system 30, control system 31, control system 32, control system 33 and communication terminal 40 already described in the above example embodiments.

As described with reference to FIG16, the processor included in the control device of each of the flight body 2, flight body 20, flight body 21, control system 3, control system 30, control system 31, control system 32, control system 33 and communication terminal 40 according to the above example embodiments executes one or more programs containing a set of instructions for causing the computer to perform the operations and processes already described in the above example embodiments.

In the examples above, various types of control programs can be stored using various types of non-transitory computer-readable media and can be provided to a computer. Non-transitory computer-readable media include various types of tangible storage media. Examples of non-transitory computer-readable media include magnetic recording media (e.g., floppy disks, magnetic tapes, and hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs, CD-Rs, CD-R/Ws, and semiconductor memories (e.g., mask ROMs, PROMs (programmable ROMs), EPROMs (erasable PROMs), flash memory ROMs, and RAM). Furthermore, programs can be provided to a computer using various types of transient computer-readable media. Examples of transient computer-readable media include electrical signals, optical signals, and electromagnetic waves. Transient computer-readable media can provide programs to a computer via wired communication channels (such as wires and optical fibers) or wireless communication channels.

As described above, the present invention has been described with reference to exemplary embodiments, but the present invention is not limited to the above exemplary embodiments. Within the scope of the present invention, various modifications to the configuration and details of the present invention can be understood by those skilled in the art.

Some or all of the above example embodiments may be described as supplementary notes to the following description, but are not limited to the following.

(Supplementary Note 1)

A flight object identification system, comprising:

Flying vehicle;

The communication terminal is configured to obtain the fuselage ID of the aircraft; and

The control system is configured to control the operation of the flying vehicle.

The control system is also configured as follows:

The fuselage ID and multiple pieces of information about the aircraft body indicated by the fuselage ID are managed in a correlated manner;

Upon receiving a query message from the communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, select the information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the communication terminal's permission level; and

Send the selected information to the communication terminal.

(Supplementary Note 2)

According to the flight object identification system described in Supplementary Note 1, the control system is further configured as follows:

Managing multiple pieces of information and multiple permission levels about the flight body in an interconnected manner; and

Select information about the aircraft associated with the permission level assigned to the communication terminal, or select information about the aircraft associated with the permission level assigned to the communication terminal and a permission level lower than that permission level.

(Supplementary Note 3)

According to the flight object identification system described in Supplementary Note 1 or 2, the control system is further configured to encrypt information about the flight object, which is associated with a predetermined permission level.

(Supplementary Note 4)

According to any one of the supplementary notes 1 to 3, in an emergency, the aircraft is configured to send emergency information, including a malfunction and landing point, directly to a communication terminal without going through a control system.

(Supplementary Note 5)

According to the aircraft identification system described in Supplementary Note 4, the aircraft is also configured to broadcast the emergency information to a communication terminal on the ground, which is located at the landing site and on the landing path.

(Supplementary Note 6)

According to the aircraft identification system described in Supplementary Note 5, the aircraft is also configured to broadcast the emergency information to a ground-based communication terminal via a mobile network managed by a public communications operator.

(Supplementary Note 7)

A control system, comprising:

The communication unit is configured to communicate with the communication terminal;

Storage units are configured to manage and store, in association with each other, the fuselage ID of the aircraft and multiple pieces of information about the aircraft indicated by the fuselage ID; and

The selection unit is configured to select information to send to the communication terminal from multiple pieces of information about the flying body, wherein...

When the communication unit receives a query message from the communication terminal containing the fuselage ID and the permission level assigned to the communication terminal,

The selection unit is also configured as a reference storage unit to select, based on the communication terminal's permission level, information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the fuselage ID.

The communication unit is also configured to send information selected by the selection unit to the communication terminal.

(Supplementary Note 8)

The control system described in Supplementary Note 7 also includes:

The encryption unit is configured to encrypt information about the flying vehicle, which is associated with a predetermined access level.

(Supplementary Note 9)

A method for identifying flying objects, comprising:

The system manages the fuselage ID of the aircraft and multiple pieces of information about the aircraft indicated by the fuselage ID in a correlated manner.

Upon receiving a query message from the communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, select the information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the communication terminal's permission level; and

Send the selected information to the communication terminal.

(Supplementary Note 10)

A non-transitory computer-readable medium storing a program that causes a computer to perform processes to:

The fuselage ID and multiple pieces of information about the aircraft body indicated by the fuselage ID are managed in a correlated manner;

Upon receiving a query message from the communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, select the information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the communication terminal's permission level; and

Send the selected information to the communication terminal.

(Supplementary Note 11)

A flying body, comprising:

Storage units are configured to store flight body information and permission levels in association with each other; the flight body information is information about the flight body.

An encryption unit is configured to encrypt flight body information associated with a predetermined permission level; and

The communication unit is configured to send encrypted flight information.

List of reference numerals

1, 100, 101, 102, 103 Flight Object Identification System

2, 20, 21 Flying bodies

3, 30, 31, 32, 33 Control Systems

4 Communication Unit

5 Identification Units

6 Generating Units

7 storage units

8. Estimation Unit

9 Selection Unit

10 encryption units

11 Flight Control Unit

12 Drive mechanism

13 Sensors

14 Communication Unit

15. Fuselage ID Control Unit

16 Display Units

17 batteries

18 storage units

19 Encryption Units

40 Communication Terminals

201 Network Interface

202 processor

203 Memory.

Claims (11)

1. A flight object identification system, comprising: Flying vehicle; A communication terminal is configured to acquire the fuselage ID of the aircraft; and The control system is configured to control the operation of the flying body. The control system is further configured as follows: The fuselage ID and multiple pieces of information about the aircraft body indicated by the fuselage ID are managed in a correlated manner; Upon receiving a query message from the communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, the system selects information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the permission level of the communication terminal; and Send the selected information to the communication terminal. 2. The flight object identification system according to claim 1, wherein the control system is further configured to: Managing multiple pieces of information and multiple permission levels about the flight body in a mutually related manner; and Select information about the aircraft associated with the permission level assigned to the communication terminal, or select information about the aircraft associated with the permission level assigned to the communication terminal and a permission level lower than the permission level. 3. The aircraft identification system according to claim 1 or 2, wherein the control system is further configured to encrypt information about the aircraft, the information being associated with a predetermined permission level. 4. The aircraft identification system according to any one of claims 1 to 3, wherein, in an emergency, the aircraft is configured to send emergency information directly to the communication terminal without going through the control system, the emergency information including a malfunction and a landing point. 5. The aircraft identification system according to claim 4, wherein the aircraft is further configured to broadcast the emergency information to a communication terminal on the ground, the communication terminal being located at the landing point and the landing path. 6. The aircraft identification system according to claim 5, wherein the aircraft is further configured to broadcast the emergency information to a communication terminal on the ground via a mobile network managed by a public communications operator. 7. A control system, comprising: The communication unit is configured to communicate with the communication terminal; Storage units are configured to manage and store, in association with each other, the fuselage ID of the aircraft and multiple pieces of information about the aircraft indicated by the fuselage ID; and The selection unit is configured to select information to be sent to the communication terminal from multiple pieces of information about the flying body, wherein... When the communication unit receives a query message from the communication terminal containing the device ID and the permission level assigned to the communication terminal, The selection unit is also configured to refer to the storage unit to select information to be sent to the communication terminal from multiple pieces of information about the aircraft associated with the fuselage ID, based on the permission level of the communication terminal. The communication unit is also configured to send information selected by the selection unit to the communication terminal. 8. The control system according to claim 7, further comprising: An encryption unit is configured to encrypt information about the flight vehicle, the information being associated with a predetermined permission level. 9. A method for identifying flying objects, comprising: The fuselage ID of the aircraft and multiple pieces of information about the aircraft indicated by the fuselage ID are managed in a correlated manner; Upon receiving a query message from a communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, the system selects information to send to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the permission level of the communication terminal; and Send the selected information to the communication terminal. 10. A non-transitory computer-readable medium storing a program that causes a computer to perform processes to: The fuselage ID of the aircraft and multiple pieces of information about the aircraft indicated by the fuselage ID are managed in a correlated manner; Upon receiving a query message from a communication terminal containing the aircraft ID and the permission level assigned to the communication terminal, the system selects information to send to the communication terminal from multiple pieces of information about the aircraft associated with the aircraft ID, based on the permission level of the communication terminal; and Send the selected information to the communication terminal. 11. A flying body, comprising: Storage units are configured to store flight body information and permission levels in association with each other, wherein the flight body information is information about the flight body; An encryption unit is configured to encrypt the flight body information associated with a predetermined permission level; and The communication unit is configured to transmit encrypted information about the flight body.