Control System, Aircraft and Method

Abstract

The present invention provides a control system, an aircraft, and a method that can move an aircraft to a safe airspace with a higher safety level than a short-range airspace even when it is determined based on information output from a sensor that flight along a path passing through the short-range airspace cannot continue. The control system of the present invention includes an estimation unit (520) that estimates the size of the short-range airspace based on the position of the first point of the short-range airspace detected by the aircraft, the position of the second point determined to have entered the short-range airspace, and the sensing information obtained at the first point. In addition, the control system includes a setting unit (530) that sets a safe airspace based on the estimated size of the short-range airspace and the sensing information obtained at the first point. Furthermore, the control system includes a control unit (540) that controls the aircraft to move to the safe airspace when it is determined based on information output from the sensor that flight along a path passing through the short-range airspace cannot continue.

Description

Technical Field

[0001] The present invention relates to a control system, an aircraft, and a method. Background Art

[0002] Conventionally, for example, a flight control system for flying a flying object in a short visual range airspace including an airspace where fog is generated and having a visual range shorter than a predetermined distance is known (for example, Patent Document 1). The flight control system includes a sensing control device that irradiates pulsed light, and an arrival direction detection device that detects the direction of arrival of light based on information output from a sensor that detects pulsed light, and causes the flying object to fly in the foggy short visual range airspace in the detected direction.

[0003] [Prior Art Documents]

[0004] [Patent Documents]

[0005] [Patent Document 1] International Publication No. 2018 / 008388 Summary of the Invention

[0006] [Problems to be Solved by the Invention]

[0007] However, the system of Patent Document 1 cannot cause the flying object to fly in the short visual range airspace when the direction of arrival of light is not detected by the sensor. Therefore, for example, when it is determined based on the information output from the sensor that flight along the path indicated by the pulsed light cannot be achieved, there is a problem that the flying object cannot be moved to a safe airspace having a higher safety than the short visual range airspace.

[0008] Therefore, in view of the above aspects, an object of the present invention is to provide a control system, an aircraft, and a method that can move an aircraft to a safe airspace having a higher safety than a short visual range airspace even when it is determined based on the information output from a sensor that flight along a path passing through the short visual range airspace cannot be continued.

[0009] [Technical Means for Solving the Problems]

[0010] To achieve the above object, the control system according to the first aspect of the present invention includes:

[0011] An acquisition unit that acquires information indicating the position of a first point of a short visual range airspace where the visual range detected by an aircraft flying along a predetermined path is shorter than a predetermined distance, and information indicating the position of a second point determined to have entered the short visual range airspace;

[0012] An estimation unit that estimates the size of the short visual range airspace based on the position of the first point, the position of the second point, and sensing information obtained by sensing at the first point by a first sensor mounted on the aircraft, indicated by the acquired information;

[0013] A setting unit that sets a safety airspace with a higher safety level than the short-range airspace based on the estimated size of the short-range airspace and the sensing information obtained at the first point; and

[0014] A control unit that, when it is determined based on information output from a second sensor mounted on the aircraft and different from the first sensor that it is impossible to continue flying along the path passing through the short-range airspace, performs control to move the aircraft to the set safety airspace.

[0015] [Advantages of the Invention]

[0016] According to the control system, aircraft, and method of the present invention, even when it is determined based on information output from a sensor that it is impossible to continue flying along the path passing through the short-range airspace, the aircraft can still be moved to a safety airspace with a higher safety level than the short-range airspace. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a system configuration diagram showing a configuration example of a control system according to an embodiment of the present invention.

[0018] Figure 2 It is an external configuration diagram showing an external example of an aircraft according to an embodiment.

[0019] Figure 3 It is a hardware configuration diagram showing a configuration example of a control device included in the aircraft.

[0020] Figure 4 It is a flowchart showing the first half of an example of flight processing performed by the aircraft according to an embodiment.

[0021] Figure 5 It is a flowchart showing the second half of an example of flight processing performed by the aircraft according to an embodiment.

[0022] Figure 6 It is a flowchart showing an example of airspace determination processing performed by the aircraft.

[0023] Figure 7 It is a diagram showing an example of a first point, a second point, and a third point.

[0024] Figure 8 It is a hardware configuration diagram showing a configuration example of a control device included in the control system.

[0025] Figure 9 It is a flowchart showing an example of flight control processing performed by the control device included in the control system.

[0026] Figure 10 It is a functional block diagram showing an example of the functions of the control device included in the control system.

[0027] Figure 11 It is a diagram showing an example of a safety airspace table stored in a control device included in a control system.

[0028] Figure 12 It is a diagram showing an example of a confirmation result table stored in a control device included in a control system.

[0029] Figure 13 It is a diagram showing an example of a table related to flight position stored in a control device included in a control system.

[0030] Figure 14 It is a flowchart showing an example of a size estimation process executed by a control device included in a control system.

[0031] Figure 15 It is a flowchart showing an example of a safety airspace setting process executed by a control device included in a control system.

[0032] Figure 16 It is a flowchart showing an example of a determination process for whether flight can continue, executed by a control device included in a control system.

[0033] Figure 17 It is a flowchart showing an example of an airspace movement control process executed by a control device included in the control system of the embodiment.

[0034] Figure 18 It is a hardware configuration diagram showing a configuration example of a terminal device.

[0035] Figure 19 It is a flowchart showing an example of an airspace movement control process executed by a control device included in the control system of Variation 7 of the embodiment.

[0036] Figure 20 It is a flowchart showing the first half of an example of a flight process executed by an aircraft of Variation 7 of the embodiment.

[0037] Figure 21 It is a flowchart showing the second half of an example of a flight process executed by an aircraft of Variation 7 of the embodiment.

[0038] Figure 22 It is an external configuration diagram showing an external appearance example of an aircraft of Variation 11 of the embodiment.

[0039] Figure 23 It is a diagram showing an example of a hook in a locked state provided on an aircraft.

[0040] Figure 24 It is a diagram showing an example of a hook in an unlocked state provided on an aircraft. Detailed implementation mode

[0041] <Example>

[0042] Hereinafter, with reference to the drawings, embodiments of the present invention will be described.

[0043] The control system 1 of the embodiment of the present invention includes: aircraft 100 and 200 as shown in Figure 1 , which fly after storing items to carry the items; and a control device 500 that controls the flight of the aircraft 100 and 200. In addition, the control system 1 includes a terminal device 900, which is carried by an assistant who assists the control device 500 in controlling the flight of the aircraft 100 and 200.

[0044] The aircraft 100 is, for example, an unmanned aircraft such as a drone, and lands at the business premises of a carrier who wants to carry items. The aircraft 100 includes a control device 190 in the shape of a rectangular parallelepiped as shown in Figure 2 that controls the attitude and flight of the aircraft 100.

[0045] In this embodiment, the surface used as a reference among the multiple surfaces of the control device 190 is called the front surface, and the direction parallel to the normal direction of the front surface and facing the outside of the control device 190 is called the front direction of the aircraft 100. In addition, one of the multiple surfaces of the control device 190 that is perpendicular to the front surface is called the upper surface, and the direction parallel to the normal direction of the upper surface and facing the outside of the control device 190 is called the upper direction of the aircraft 100. In this embodiment, the control device 190 controls the attitude and flight of the aircraft 100 so that its upper surface is parallel to the horizontal plane, but it is not limited thereto.

[0046] The aircraft 100 includes: propeller arms 101 and 102 that protrude from the front surface of the control device 190 toward the right front direction and the left front direction; and propeller arms 103 and 104 that protrude from the rear surface of the control device 190 toward the left rear direction and the right rear direction. Furthermore, the aircraft 100 includes: propellers 111 to 114 that are respectively provided at the front ends of the propeller arms 101 to 104; and motors (not shown) that rotate the propellers 111 to 114 according to the control of the control device 190.

[0047] The aircraft 100 has a first surrounding and holding frame 121a and a second surrounding and holding frame 121b that surround and hold items on the lower surface of the control device 190. The first surrounding and holding frame 121a of the aircraft 100 surrounds and holds the four sides of one side of a rectangular parallelepiped corrugated cardboard that packs the items, and the second surrounding and holding frame 121b surrounds and holds the four sides of the side surface (hereinafter referred to as the second surrounding and holding surface) that faces the surface surrounded and held by the first surrounding and holding frame 121a (hereinafter referred to as the first surrounding and holding surface).

[0048] In addition, the aircraft 100 is provided with guide rails 122a and 122b on the lower surface of the control device 190, and the guide rails 122a and 122b are arranged to extend along the normal directions of the first and second surrounding and holding surfaces of the article. The guide rails 122a and 122b suspend the first surrounding and holding frame 121a and the second surrounding and holding frame 121b, and set the moving directions of the first surrounding and holding frame 121a and the second surrounding and holding frame 121b as the extending direction.

[0049] Furthermore, the aircraft 100 is provided with a motor (not shown), and according to the control of the control device 190, the motor moves the first surrounding and holding frame 121a and the second surrounding and holding frame 121b in a direction approaching each other, thereby enabling the first surrounding and holding frame 121a and the second surrounding and holding frame 121b to surround and hold the commodity. According to the control of the control device 190, the motor moves the first surrounding and holding frame 121a and the second surrounding and holding frame 121b in a direction away from each other, thereby enabling the first surrounding and holding frame 121a and the second surrounding and holding frame 121b to release the surrounded and held commodity.

[0050] Furthermore, the aircraft 100 is equipped with a first sensor 131 on the upper surface of the control device 190, and the first sensor 131 is used to estimate the airspace position where thick fog has occurred. In this embodiment, the first sensor 131 includes an image sensor 131a and a wind direction and wind speed sensor 131b, but is not limited thereto.

[0051] In this embodiment, the airspace where fog has occurred includes a space in which water droplets are floating. In addition, the airspace where thick fog has occurred is an airspace where fog has occurred, and is a short visual range airspace with a visual range of "0" meters or more and shorter than a predetermined first visual range distance. In this embodiment, the first visual range distance is "100" meters, but is not limited thereto, and may be a distance shorter than "100" meters or a distance longer than "100" meters. A suitable first visual range distance can be determined by those skilled in the art through experiments.

[0052] The image sensor 131a outputs sensing information obtained by optically sensing the space. In this embodiment, the so-called optically sensing the space includes detecting the light passing through the space.

[0053] Therefore, the image sensor 131a is provided with a lens (not shown) and a group of light receiving elements (not shown). The group of light receiving elements detects the light converged by the lens after passing through the space and outputs an electrical signal corresponding to the detected light. In addition, the image sensor 131a is provided with an image generation circuit (not shown). The image generation circuit generates image information representing the image obtained by shooting based on the signal output from the group of light receiving elements and outputs the generated image information as sensing information.

[0054] In this embodiment, the light-receiving element group is a CCD (Charge Coupled Device) sensor, but it is not limited thereto, and it may also be a CMOS (Complementary Metal Oxide Semiconductor) sensor.

[0055] In addition, in this embodiment, the shape of the light-receiving surface formed by the light-receiving element group is a square shape including a square and a rectangle. The image sensor 131a is disposed on the upper surface of the control device 190 such that the light-receiving surface is perpendicular to the bottom surface and the upper surface of the control device 190, and one side of the square light-receiving surface is parallel to the bottom surface and the upper surface of the control device 190. The image sensor 131a is arranged in this way because, during the flight of the aircraft 100 with the horizontal plane parallel to the bottom surface and the upper surface of the control device 190, the main scanning direction of the image obtained by the image sensor 131a corresponds to the horizontal direction, and the sub-scanning direction corresponds to the vertical direction.

[0056] In addition, the lens of the image sensor 131a is a wide-angle lens, and the focal length of the lens is adjusted to an angle of view of a predetermined angle or more. In addition, the optical axis of the lens is adjusted to be parallel to the front direction of the control device 190.

[0057] The wind direction and wind speed sensor 131b senses the wind direction and wind speed, and outputs sensing information indicating the sensed wind direction and wind speed to the control device 190. In this embodiment, sensing the wind direction and wind speed includes detecting the wind direction and wind speed.

[0058] Therefore, the wind direction and wind speed sensor 131b is an ultrasonic three-dimensional sensor, and detects the wind speed with respect to the aircraft 100 (hereinafter, referred to as the aircraft speed) WVaax of the wind blowing in the Xa-axis direction of the three-dimensional coordinate system of the aircraft 100. In addition, the wind direction and wind speed sensor 131b detects the aircraft speed WVaay of the wind blowing in the Ya-axis direction and the aircraft speed WVaaz of the wind blowing in the Za-axis direction. Then, the wind direction and wind speed sensor 131b generates wind direction and wind speed information, which is a vector having the detected aircraft speeds WVaax, WVaay, and WVaaz as elements, and represents the detected wind direction and wind speed. After that, the wind direction and wind speed sensor 131b outputs the generated wind direction and wind speed information as sensing information to the control device 190.

[0059] The wind direction and wind speed sensor 131b includes, for example, transmission units Sx, Sy, and Sz made of piezoelectric ceramics (not shown), reception units Rx, Ry, and Rz, and a weather measurement circuit (not shown), which is configured to detect the speeds of the aircraft WVaax, WVaay, and WVaaz. The transmission units Sx, Sy, and Sz transmit ultrasonic waves into space based on signals output from the weather measurement circuit. The reception units Rx, Ry, and Rz receive the ultrasonic waves propagating in space and output the electrical signals corresponding to the received ultrasonic waves to the weather measurement circuit.

[0060] The reception unit Rx of the wind direction and wind speed sensor 131b is disposed at a position where it can receive the ultrasonic waves transmitted by the transmission unit Sx, is separated from the transmission unit Sx by a predetermined distance L, and the direction from the transmission unit Sx to the reception unit Rx is the positive direction of the Xa axis of the three-dimensional coordinate system of the aircraft 100.

[0061] The weather measurement circuit includes a timing circuit that measures the time Tx from the moment when a signal for transmitting ultrasonic waves is output to the transmission unit Sx until the moment when a signal is output from the reception unit Rx that has received the ultrasonic waves. Then, the weather measurement circuit calculates the measured speed Vx of the ultrasonic waves by dividing the distance L between the transmission unit Sx and the reception unit Rx by the time Tx. After that, the weather measurement circuit calculates the aircraft speed WVaax with respect to the aircraft 100 of the wind blowing in the direction of the Xa axis by subtracting the speed of sound Vs from the measured speed Vx.

[0062] The reception unit Ry of the wind direction and wind speed sensor 131b is disposed at a position where it can receive the ultrasonic waves transmitted by the transmission unit Sy, is separated from the transmission unit Sy by a distance L, and the direction from the transmission unit Sy to the reception unit Ry is the positive direction of the Ya axis. The weather measurement circuit calculates the aircraft speed WVaay based on the time Ty from the moment when a signal is output to the transmission unit Sy until the moment when a signal is output from the reception unit Ry, the distance L between the transmission unit Sy and the reception unit Ry, and the speed of sound Vs.

[0063] The reception unit Rz of the wind direction and wind speed sensor 131b is disposed at a position where it can receive the ultrasonic waves transmitted by the transmission unit Sz, is separated from the transmission unit Sz by a distance L, and the direction from the transmission unit Sz to the reception unit Rz is the positive direction of the Za axis; the weather measurement circuit calculates the aircraft speed WVaaz.

[0064] In this embodiment, the Xa-axis of the three-dimensional coordinate system of the aircraft 100 is parallel to the front direction of the aircraft 100, and the front direction of the aircraft 100 is defined as the positive direction. The Ya-axis is parallel to the left direction of the aircraft 100, and the left direction of the aircraft 100 is defined as the positive direction. The Za-axis is parallel to the vertically upward direction of the aircraft 100, and the vertically upward direction of the aircraft 100 is defined as the positive direction. Additionally, the origin of the three-dimensional coordinate system of the aircraft 100 is the center point of the aircraft 100, but it is not limited thereto.

[0065] The aircraft 100 is equipped with a second sensor 132 different from the first sensor 131. The second sensor 132 is used to determine whether it is possible to continue flying along a partial path (hereinafter referred to as a short-range path) passing through the short-range airspace within the handling path of an item pre-specified by the control device 500. In this embodiment, the second sensor 132 includes a height sensor 132a and a LiDAR (Light Detection And Ranging) sensor 132b, but it is not limited thereto.

[0066] The height sensor 132a is a TOF (Time Of Flight) sensor that measures the height of the aircraft 100 from the ground by irradiating laser light. The height sensor 132a, for example, includes a light-emitting diode, i.e., a light-emitting element (not shown), and is arranged on the bottom surface of the control device 190 such that the irradiation direction of the light-emitting element is the downward direction of the aircraft 100. In this embodiment, the downward direction of the aircraft 100 is the normal direction of the bottom surface of the control device 190 and is the direction toward the outside of the control device 190. Additionally, in this embodiment, the control device 190 controls the attitude and flight of the aircraft 100 so that the bottom surface of the control device 190 is parallel to the horizontal plane, and thus the height sensor 132a irradiates laser light vertically downward.

[0067] The height sensor 132a is, for example, a CCD sensor or a CMOS sensor, and also includes a light-receiving element (not shown) that receives the reflected light of the irradiated laser and outputs an electrical signal. Additionally, since the height sensor 132a irradiates laser light, it outputs an electrical signal to the light-emitting element, and includes a distance measurement circuit (not shown) that receives the electrical signal output from the light-receiving element by receiving the reflected light. The distance measurement circuit includes a timing circuit (not shown) that measures the time from when an electrical signal is output to the light-emitting element until the electrical signal is input from the light-receiving element. The distance measurement circuit measures the distance of the aircraft 100 from the ground plane where the laser is reflected as the height of the aircraft 100 from the ground. Subsequently, the height sensor 132a outputs height information indicating the measured height from the ground to the control device 190.

[0068] The LiDAR sensor 132b is a general term for the LiDAR sensor provided on the front surface of the control device 190 and the LiDAR sensor provided on the rear surface. When the front surface LiDAR sensor takes the forward direction of the aircraft 100 as the reference azimuth, it irradiates laser light in a range of multiple directions where the azimuth angle formed with this reference azimuth is from -90 degrees to +90 degrees, and the elevation angle formed with the forward direction of the aircraft 100 is from -90 degrees to +90 degrees.

[0069] Therefore, the LiDAR sensor on the front surface includes: a turntable (not shown) having a rotation axis parallel to the forward direction of the aircraft 100; a motor (not shown) that rotates the turntable; and a control circuit (not shown) that controls the driving of the motor. On the front side surface of the turntable, a measuring unit (not shown) for measuring the distance to an object is provided. The measuring unit is swingably provided on the front side surface of the turntable by a support member, and the support member pivotally supports protruding portions (not shown) protruding outward from both side surfaces of the measuring unit. On the front side surface of the turntable, a motor (not shown) is also provided, and this motor rotates the gear formed on the protruding portion of the measuring unit by using a gear fixed to the shaft, thereby swinging the measuring unit.

[0070] The measuring unit of the LiDAR sensor on the front surface includes a light emitting element (not shown), a light receiving element (not shown), and a distance measuring circuit (not shown) having the same configuration and function as the light emitting element, light receiving element, and distance measuring circuit of the height sensor 132a. The direction in which the measuring unit irradiates laser light is changed within a range where the elevation angle formed with the forward direction of the aircraft 100 is from -90 degrees to +90 degrees, and within a range where the azimuth angle formed with the reference azimuth is from -90 degrees to +90 degrees by the rotation of the turntable and the swing of the measuring unit.

[0071] The light receiving element of the LiDAR sensor on the front surface receives the reflected light of the irradiated laser light, and the distance measuring circuit of the LiDAR sensor on the front surface measures the distance to a plurality of reflection points on the obstacle that reflects the laser light based on the time from the irradiation of the laser light to the reception of the reflected light. In this embodiment, the obstacle includes, for example, objects such as trees, electric wires, utility poles, towers, houses, or buildings that may interfere with the flight of the aircraft 100.

[0072] The LiDAR sensor on the front surface includes a calculation circuit that calculates the coordinate values of the aircraft 100 in a three-dimensional coordinate system for a plurality of reflection points based on the irradiation direction of the laser light and the measured distance. In addition, the LiDAR sensor on the front surface includes an output circuit that outputs the coordinate information indicating the coordinate values of a plurality of reflection points on the obstacle calculated to the control device 190.

[0073] The configuration of the LiDAR sensor on the rear surface of the aircraft 100 is the same as that of the LiDAR sensor on the front surface. When the rear direction of the aircraft 100 is used as the reference azimuth, the LiDAR sensor on the rear surface irradiates infrared lasers in multiple directions within the range where the azimuth angle formed with this reference azimuth is from -90 degrees to +90 degrees and the elevation angle formed with the rear direction of the aircraft 100 is from -90 degrees to +90 degrees. In addition, the LiDAR sensor on the rear surface calculates the coordinate values of the aircraft 100 in a three-dimensional coordinate system for multiple reflection points of the irradiated laser, and outputs the coordinate values of the multiple reflection points on the obstacle calculated to the control device 190 of the aircraft 100.

[0074] In addition, the aircraft 100 is provided with a support leg 140 that protrudes downward from the lower surface of the control device 190 to support the control device 190.

[0075] The control device 190 of the aircraft 100 includes Figure 3 the CPU (Central Processing Unit) 191, RAM (Random Access Memory) 192, ROM (Read Only Memory) 193a, flash memory 193b, data communication circuit 194a, video card 195a, display device 195b, input device 195c, position sensor 196, azimuth sensor 197a, attitude sensor 197b, input / output port 198, and drive circuit 199 shown as hardware. In this embodiment, the aircraft 100 is provided with one CPU 191, but it may also be provided with multiple CPUs. In addition, the aircraft 100 may also be provided with multiple RAMs and flash memories.

[0076] The CPU 191 of the aircraft 100 performs overall control of the aircraft 100 by executing the programs stored in the ROM 193a or the flash memory 193b. The RAM 192 temporarily stores the data to be processed when the CPU 191 executes the program.

[0077] The ROM 193a and the flash memory 193b of the aircraft 100 store various programs. In addition, the flash memory 193b also stores various data for executing the programs or tables for storing data. The aircraft 100 may also be provided with a hard disk instead of the flash memory 193b.

[0078] The data communication circuit 194a of the aircraft 100 is a NIC (Network Interface Card), and for example, according to communication standards such as LTE (Long Term Evolution) and 5G (5th Generation), it uses radio waves to perform data communication with a base station (not shown) connected to the Internet IN. In this way, the data communication circuit 194a of the aircraft 100 performs data communication with the control device 500 connected to the Internet IN.

[0079] The video card 195a of the aircraft 100 renders an image based on the digital signal output from the CPU 191, and outputs an image signal representing the rendered image. The display device 195b is an EL (Electroluminescence) display, and displays an image according to the image signal output from the video card 195a. The aircraft 100 may also be equipped with a PDP (Plasma Display Panel) or an LCD (Liquid Crystal Display) instead of the EL display. The input device 195c is one or more of a touchpad and buttons, and is used to input a signal corresponding to the operation of a worker of a carrier or a consignee of an item.

[0080] The position sensor 196 of the aircraft 100 includes a GPS (Global Positioning System) circuit. The position sensor 196 receives GPS signals sent from GPS satellites, and measures the latitude, longitude, and GPS altitude representing the position of the aircraft 100 based on the received GPS signals, and outputs position information representing the measured latitude, longitude, and GPS altitude. The altitude sensor 132a, which is a TOF sensor, measures the altitude of the aircraft 100 with respect to the ground plane, while the position sensor 196 measures the GPS altitude of the aircraft 100 with respect to the surface of a rotating ellipsoid approximating the shape of the earth's surface. In this regard, the altitude sensor 132a and the position sensor 196 are different from each other.

[0081] In this embodiment, the position sensor 196 includes a GPS circuit, but is not limited thereto. The position sensor 196 may also include a QZSS (Quasi-Zenith Satellite System) circuit, which receives signals sent from quasi-zenith satellites and measures the latitude, longitude, and altitude representing the position of the aircraft 100 based on the received signals.

[0082] The azimuth sensor 197a of the aircraft 100 is, for example, a magnetic sensor that measures the azimuth angle θ formed between the forward direction of the aircraft 100 and a reference azimuth in the counterclockwise direction from the reference azimuth, and outputs azimuth information representing the measured azimuth angle θ. In this embodiment, the reference azimuth is north, but it is not limited thereto. The reference azimuth can be, for example, any azimuth including south, east, west, or southeast.

[0083] The attitude sensor 197b of the aircraft 100 is, for example, a gyroscope that detects the minimum depression angle φf formed between the forward direction of the aircraft 100 and the horizontal plane, and the minimum depression angle φr formed between the right direction of the aircraft 100 and the horizontal plane, and outputs attitude information representing the detected depression angles φf and φr.

[0084] The input / output port 198 of the aircraft 100 is connected to unillustrated cables to which the image sensor 131a and the wind direction and speed sensor 131b are connected. The input / output port 198 inputs the sensing information output by the image sensor 131a and the wind direction and speed sensor 131b to the CPU 191. In addition, the input / output port 198 is connected to unillustrated cables to which the altitude sensor 132a and the LiDAR sensor 132b are connected. The input / output port 198 inputs the altitude information output by the altitude sensor 132a and the coordinate information output by the LiDAR sensor 132b to the CPU 191.

[0085] The drive circuit 199 of the aircraft 100 is connected to an unillustrated cable that is respectively connected to unillustrated motors that rotate the propellers 111 to 114. The drive circuit 199 drives the motors that rotate the propellers 111 to 114 according to the signal output by the CPU 191. In addition, the drive circuit 199 outputs a signal representing the number of revolutions per unit time of the driven motors to the CPU 191.

[0086] In addition, the drive circuit 199 of the aircraft 100 is connected to an unillustrated cable that is connected to an unillustrated motor that moves the first surrounding holding frame 121a and the second surrounding holding frame 121b. The drive circuit 199 drives the motor that moves the first surrounding holding frame 121a and the second surrounding holding frame 121b according to the signal output by the CPU 191.

[0087] After the item is carried into the business premises of the carrier, the staff of the carrier reads the address of the destination of the item from the voucher attached to the item and stores the item on the aircraft 100 or 200. In this embodiment, the case where the staff stores the item on the aircraft 100 is taken as a specific example for illustration, but it is not limited thereto. The staff can also store the item on the aircraft 200.

[0088] The staff member disposes the article between the first surrounding holding frame 121a and the second surrounding holding frame 121b of the aircraft 100 to store the article on the aircraft 100. After that, the staff member operates the input device 195c of the aircraft 100 to cause the first surrounding holding frame 121a and the second surrounding holding frame 121b to surround and hold the article. After the input device 195c outputs a signal corresponding to this operation, the CPU 191 outputs a control signal for moving the first surrounding holding frame 121a and the second surrounding holding frame 121b in a direction approaching each other to the drive circuit 199, thereby enabling the aircraft 100 to store the article.

[0089] After the staff member who visually recognizes that the article has been stored on the aircraft 100 operates the control device 500 to input the airframe ID (Identification) “100” of the aircraft 100 and the address of the transfer destination of the article, the control device 500 determines the transfer path from the business place to the transfer destination. Then, the control device 500 transmits to the aircraft 100: a flight command, including path information indicating the determined transfer path, and commanding the aircraft 100 to fly along the transfer path; and altitude change permission, allowing altitude change in order to fly along the transfer path. The path information includes: information representing the positions of a plurality of arrival points included in the transfer path in terms of latitude, longitude, and GPS altitude, and information indicating the arrival order of the plurality of arrival points.

[0090] When the data communication circuit 194a of the aircraft 100 receives the flight command, the CPU 191 of the aircraft 100 flies according to the flight command, and thus starts to execute Figure 4 and Figure 5 the flight process shown.

[0091] After starting to execute the flight process, the CPU 191 of the aircraft 100 acquires the flight command and the altitude change permission transmitted together with the flight command from the data communication circuit 194a (step S01). Next, the CPU 191 acquires the path information indicating the transfer path from the flight command (step S02), and stores the path information in a predetermined area of the RAM 192 that stores the flight path for flying the aircraft 100. In this way, the CPU 191 sets the flight path as the transfer path.

[0092] After that, the CPU 191 of the aircraft 100 initializes the value of the altitude change permission flag indicating permission or restriction of altitude change to the value “true” indicating permission of altitude change according to the altitude change permission (step S03).

[0093] The height limit change is to prevent the aircraft 100 from leaving the flight permission airspace where the flight of the aircraft 100 is permitted by law in advance. That is, it is to prevent the aircraft 100 from entering the flight prohibited airspace where the flight of the aircraft 100 is prohibited by law in advance. In this embodiment, the flight permission airspace includes the airspace where the ground height range is prescribed by law to be 30 meters or more and less than 150 meters. In addition, the flight prohibited airspace includes the airspace where the ground height range is prescribed by law to be less than 30 meters and 150 meters or more. However, the flight permission airspace and the flight prohibited airspace are not limited to this.

[0094] Next, the CPU 191 of the aircraft 100 generates a control signal for taking off the aircraft 100 and outputs the generated control signal to the drive circuit 199 (step S04). The drive circuit 199 drives the motors that rotate the propellers 111 to 114 according to the control signal. In this way, the aircraft 100 takes off from the business site.

[0095] Next, the CPU 191 of the aircraft 100 generates a thread different from the thread for executing the flight process. After that, the CPU 191 starts to execute Figure 6 the airspace determination process shown, which determines whether the airspace in which the aircraft 100 is flying is a short-range airspace with thick fog generated, with the generated thread (step S05). Therefore, the description of the flight process is interrupted, and the description of the airspace determination process is given first.

[0096] After starting to execute the airspace determination process, the CPU 191 of the aircraft 100 initializes the value of the short-range flag indicating whether the airspace in which the aircraft 100 is flying is a short-range airspace or a non-short-range airspace with a visual range of more than a predetermined first visual range distance to the value "false" indicating a non-short-range airspace (step S21).

[0097] Next, the CPU 191 of the aircraft 100 acquires the height information output from the height sensor 132a. In addition, the CPU 191 acquires the rotation speed information indicating the rotation speed of the propellers 111 to 114 per unit time based on the signal output from the drive circuit 199. After that, the CPU 191 acquires the system time from the OS (Operating System), for example. Next, the CPU 191 stores the information indicating the system time as the time information indicating the time when the height information and the rotation speed information are acquired, in association with the height information and the rotation speed information, in the flash memory 193b (step S22).

[0098] Next, the CPU 191 of the aircraft 100 acquires the image information output from the image sensor 131a and the wind direction and speed information output from the wind direction and speed sensor 131b as sensing information (step S23). In addition, the CPU 191 acquires the position information output from the position sensor 196 as information indicating the position of the point where the sensing information has been obtained. Further, the CPU 191 acquires, for example, the system time from the OS, and uses the information indicating the acquired system time as time information indicating the time when the sensing information and the position information have been acquired.

[0099] Next, the CPU 191 of the aircraft 100 acquires the azimuth information output from the azimuth sensor 197a. Next, the CPU 191 calculates a transformation matrix for converting the three-dimensional coordinate system of the aircraft 100 into the world coordinate system based on the azimuth angle θ indicated by the azimuth information and the position indicated by the position information.

[0100] The attitude information output from the attitude sensor 197b is not used for calculating the transformation matrix because, in this embodiment, the aircraft 100 flies in such a manner that the front-rear direction of the aircraft 100 is parallel to the horizontal plane and the left-right direction of the aircraft 100 is parallel to the horizontal plane. However, this is not limiting, and the attitude information may also be used for calculating the transformation matrix.

[0101] In addition, in this embodiment, the east longitude of the world coordinate system is "0" degrees, the north latitude is "0" degrees, and the GPS altitude has the "0" meter point as the origin, and has an Xw axis with the east as the positive direction, a Yw axis with the north as the positive direction as the reference azimuth, and a Zw axis with the vertically upward direction as the positive direction. However, this is not limiting.

[0102] After that, the CPU 191 of the aircraft 100 uses the calculated transformation matrix to convert the speeds indicated by the wind direction and speed information and the speeds of the aircraft 100 in the three-dimensional coordinate system, namely WVaax, WVaay, and WVaaz, into the speeds of the aircraft 100 in the world coordinate system, namely WVwax, WVway, and WVwaz.

[0103] Next, the CPU 191 of the aircraft 100 calculates the ground speed of the aircraft 100. After sleeping for a unit time, the CPU 191 acquires the position information from the position sensor 196 again. Next, the CPU 191 of the aircraft 100 calculates the ground speed AVwgx of the aircraft 100 in the Xw axis direction of the world coordinate system, the ground speed AVwgy in the Yw axis direction, and the ground speed AVwgz in the Zw axis direction based on the position information acquired before sleeping, the position information acquired after sleeping, and the unit time.

[0104] Next, the CPU 191 of the aircraft 100 adds the wind speeds WVwax, WVway, and WVwaz in the world coordinate system with respect to the aircraft speed to the ground speeds AVwgx, AVwgy, and AVwgz of the aircraft 100 in the world coordinate system. Thereby, the CPU 191 calculates the ground speeds WVwgx, WVwgy, and WVwgz of the wind blowing at the position of the aircraft 100 in the world coordinate system.

[0105] After that, the CPU 191 of the aircraft 100 correlates the position information acquired before going to sleep, the sensing information obtained at the position indicated by the position information, the sensing direction information indicating the direction in which the sensing has been performed, and the time information indicating the time at which the sensing information has been acquired, thereby generating flight position-related information related to the flight position of the aircraft 100.

[0106] The sensing information included in the flight position-related information includes: image information obtained by shooting with the image sensor 131a at that time and at that position; and ground wind direction and speed information indicating the wind direction and speed of the wind blowing at that time and at that position in the world coordinate system with the ground speeds WVwgx, WVwgy, and WVwgz.

[0107] In addition, the sensing direction information included in the flight position-related information is information indicating the shooting direction of the image sensor 131a at that time. The optical axis of the image sensor 131a is adjusted to be parallel to the front direction of the aircraft 100. Therefore, the shooting direction of the image sensor 131a is represented by the azimuth angle θ formed by the front direction of the aircraft 100 and the reference azimuth. Therefore, the sensing direction information includes the azimuth angle information output from the azimuth sensor 197a.

[0108] The sensing direction information does not include the attitude information output from the attitude sensor 197b because in this embodiment, the aircraft 100 flies in such a way that the front-rear direction of the aircraft 100 is parallel to the horizontal plane and the left-right direction of the aircraft 100 is parallel to the horizontal plane. However, this is not limiting, and the sensing direction information may also include attitude information.

[0109] After generating the flight position-related information, the CPU 191 of the aircraft 100 obtains the airframe ID "100" for identifying the aircraft 100 from the flash memory 193b, and outputs the obtained airframe ID "100" and the flight position-related information to the data communication circuit 194a with the control device 500 as the target (step S24). After that, the data communication circuit 194a of the aircraft 100 transmits the airframe ID "100" and the flight position-related information to the control device 500.

[0110] Next, the CPU 191 of the aircraft 100 obtains information representing the R value range, G value range, and B value range of pixels corresponding to the thick fog short-range airspace from the flash memory 193b. In this embodiment, the pixels corresponding to the thick fog short-range airspace are white pixels. Therefore, the R value range, G value range, and B value range of this pixel are respectively pre-specified as "245" to "255", but it is not limited thereto. The appropriate ranges of the R value range, G value range, and B value range of the pixels corresponding to the thick fog short-range airspace can be determined by those skilled in the art through experiments.

[0111] After that, based on the image represented by the sensing information obtained in step S23, the CPU 191 of the aircraft 100 attempts to detect white pixels whose R value is included in the R value range represented by the obtained information, G value is included in the G value range, and B value is included in the B value range. At this time, if the CPU 191 does not detect white pixels, it is determined that the aircraft 100 is not in the thick fog short-range airspace and is flying in the non-short-range airspace (step S25; No).

[0112] In contrast, if the CPU 191 of the aircraft 100 detects white pixels, it reads out information representing a predetermined white ratio from the flash memory 193b. Then, the CPU 191 calculates the ratio of the number of white pixels to the number of pixels in the image represented by the sensing information. If the calculated ratio is less than the predetermined white ratio, it is determined that the aircraft 100 is flying in the non-short-range airspace (step S25; No).

[0113] When it is determined that the aircraft 100 is flying in the non-short-range airspace, the CPU 191 of the aircraft 100 determines whether the value of the short-range flag is "false", which represents the non-short-range airspace (step S26). At this time, when the CPU 191 determines that the value of the short-range flag is "false" (step S26; Yes), it is determined to continue flying in the non-short-range airspace and not to leave the short-range airspace to the non-short-range airspace.

[0114] After that, when the CPU 191 of the aircraft 100 detects white pixels in the process of step S25, it determines whether there is a white image area in the image represented by the sensing information where the number of white pixels is more than a predetermined number and continuous. At this time, when the CPU 191 determines that there is a white image area, it detects this white image area as a short-range image area corresponding to the thick fog short-range airspace. Then, the CPU 191 determines that a short-range airspace is detected from the airspace in the forward direction of the aircraft 100 (step S27; Yes) and generates a detection report informing the detection of the short-range airspace.

[0115] After that, the CPU 191 of the aircraft 100 uses the position information obtained before going to sleep in step S23 as the one indicating the detection of the short-range airspace such as Figure 7The first position information of the point (hereinafter referred to as the first point) P1 shown is added to the detection report. Then, CPU191 outputs the detection report containing the first position information to the data communication circuit 194a with the control device 500 as the target (step S28), and then repeatedly executes the above process from step S22.

[0116] In contrast, in the processing of step S25, when no white pixel is detected or when it is determined that there is no white image area, it is determined that the short-range airspace is not detected (step S27; No), and the CPU 191 of the aircraft 100 repeatedly executes the above processing from step S22.

[0117] When the ratio of the number of white pixels is greater than the predetermined white ratio in step S25, the CPU 191 of the aircraft 100 determines that the aircraft 100 is flying in a short-visibility airspace in dense fog (step S25; yes). Next, the CPU 191 determines whether the value of the short-visibility flag is a value "false" indicating a non-short-visibility airspace (step S29). At this time, when the CPU 191 determines that the value of the short-visibility flag is a value "false" (step S29; yes), it determines that the aircraft 100 has entered the short-visibility airspace from the non-short-visibility airspace, and generates an entry report to inform the aircraft 100 that it has entered the short-visibility airspace.

[0118] Afterwards, the CPU 191 of the aircraft 100 uses the position information obtained in step S23 before the sleep state as an indication that the aircraft 100 has entered the short visual range airspace. Figure 7 The second position information of the point P2 shown (hereinafter referred to as the second point) is added to the entry report. Then, the CPU 191 outputs the entry report including the second position information to the data communication circuit 194a with the control device 500 as the target (step S30). Then, the CPU 191 changes the value of the short-visibility flag to "true" indicating a short-visibility airspace (step S31), and repeatedly executes the above-mentioned process from step S22.

[0119] In step S29, when it is determined that the value of the short-visibility flag is not "false" but "true" (step S29; No), the CPU 191 of the aircraft 100 determines to continue flying along the short-visibility airspace. Next, the CPU 191 obtains the coordinate information output from the LiDAR sensor 132b (step S32). The altitude information is not obtained because it has been obtained in step S22.

[0120] Next, the CPU 191 of the aircraft 100 determines whether the altitude information of the altitude sensor 132a as the second sensor 132 satisfies a predetermined abnormality condition for the altitude sensor 132a (hereinafter referred to as an abnormality condition of the altitude sensor 132a).

[0121] In this embodiment, the abnormal conditions of the altitude sensor 132a include a first condition, that is, within a predetermined time, the number of revolutions per unit time of the propellers 111 to 114 is equal to or greater than a predetermined first number of revolutions, and the altitude with respect to the ground indicated by the altitude information changes by less than a predetermined altitude, or does not change. In this embodiment, the first number of revolutions is preset to be greater than the minimum value of the number of revolutions required for the lift generated by the propellers 111 to 114 to raise the aircraft 100 storing the goods. However, it is not limited thereto, and an appropriate value of the first number of revolutions can be determined by those skilled in the art through experiments.

[0122] In addition, in this embodiment, the abnormal conditions of the altitude sensor 132a include a second condition, that is, within a predetermined time, the number of revolutions per unit time of the propellers 111 to 114 is equal to or less than a predetermined second number of revolutions, and the altitude with respect to the ground indicated by the altitude information changes by less than a predetermined altitude, or does not change. In this embodiment, the second number of revolutions is preset to be less than the minimum value of the number of revolutions required for the lift generated by the propellers 111 to 114 to maintain the altitude of the aircraft 100 storing the goods. However, it is not limited thereto, and an appropriate value of the second number of revolutions can be determined by those skilled in the art through experiments.

[0123] Furthermore, in this embodiment, the abnormal conditions of the altitude sensor 132a include a third condition, that is, within a predetermined time, the number of revolutions per unit time of the propellers 111 to 114 is more than the second number of revolutions and less than the first number of revolutions, and the altitude with respect to the ground indicated by the altitude information changes above a predetermined altitude.

[0124] The altitude information that satisfies the abnormal conditions of the altitude sensor 132a is output from the altitude sensor 132a, for example, when the probability that the water droplets floating between the aircraft 100 and the ground plane reflect the laser irradiated from the altitude sensor 132a is higher than a predetermined first probability. Therefore, when the abnormal conditions of the altitude sensor 132a are satisfied, the difference between the altitude with respect to the ground indicated by the altitude information and the actual altitude of the aircraft 100 with respect to the ground is greater than the error of the altitude sensor 132a.

[0125] Here, the probability that the water droplets floating in the short-range airspace reflect the laser is, for example, the shorter the range of the short-range airspace, the higher. Therefore, the altitude information that satisfies the abnormal conditions of the altitude sensor 132a is output, for example, when the range of the short-range airspace is shorter than a second range distance, which is preset to be shorter than the first range distance. In addition, the range of the short-range airspace is, for example, the larger the size of the water droplets floating in the short-range airspace, the shorter, and the more the number of water droplets, the shorter. Therefore, the altitude information that satisfies the abnormal conditions of the altitude sensor 132a is output, for example, when the average value of the sizes of the water droplets floating in the short-range airspace is greater than a predetermined first size, or when the number of water droplets floating in the short-range airspace is more than a predetermined first number.

[0126] The CPU 191 of the aircraft 100 obtains the system time from the OS to determine whether the abnormal condition of the altitude sensor 132a is satisfied. Then, the CPU 191 obtains from the flash memory 193b a plurality of altitude information and rotation speed information corresponding to time information, where the time information represents a time after a time before the obtained system time and a predetermined time earlier than the system time.

[0127] After that, the CPU 191 of the aircraft 100 determines whether the ground altitude represented by each of the obtained plurality of altitude information and the rotation speed per unit time of the propellers 111 to 114 represented by each of the plurality of rotation speed information satisfy any one of the first condition, the second condition, and the third condition, or do not satisfy any one of them. At this time, when the CPU 191 determines that any one of the first condition, the second condition, and the third condition is satisfied, it determines that the abnormal condition of the altitude sensor 132a is satisfied. In contrast, when the CPU 191 of the aircraft 100 determines that any one of the first condition, the second condition, and the third condition is not satisfied, it determines that the abnormal condition of the altitude sensor 132a is not satisfied.

[0128] Next, the CPU 191 of the aircraft 100 determines whether the coordinate information of the LiDAR sensor 132b, which is the second sensor 132, satisfies the abnormal condition (hereinafter referred to as the abnormal condition of the LiDAR sensor 132b) preset for the LiDAR sensor 132b.

[0129] In this embodiment, the abnormal condition of the LiDAR sensor 132b refers to the following condition: If the aircraft 100 does not contact any one or more of the multiple reflection points represented by the coordinate information, then there are the multiple reflection points at a position where the aircraft 100 cannot leave the current position of the aircraft 100 by a predetermined minimum moving distance. That is, it refers to the following condition: The aircraft 100 is surrounded by multiple reflection points that are only separated from the current position of the aircraft 100 by a distance shorter than the minimum moving distance. In this embodiment, the minimum moving distance is "1" meter, but it is not limited thereto, and it can be longer than "1" meter or shorter than "1" meter. In addition, an appropriate value of the minimum moving distance can be determined by those skilled in the art through experiments.

[0130] The coordinate information that satisfies the abnormal condition of the LiDAR sensor 132b is output from the LiDAR sensor 132b, for example, when the probability that a water droplet that is only separated from the aircraft 100 by a distance shorter than the minimum moving distance reflects the laser irradiated by the LiDAR sensor 132b is higher than a predetermined second probability. Since the water droplet is not an obstacle, when the abnormal condition of the LiDAR sensor 132b is satisfied, an obstacle cannot be detected based on the coordinate information output from the LiDAR sensor 132b.

[0131] The coordinate information satisfying the abnormal condition of the LiDAR sensor 132b is output, for example, when the visual range of the short visual range airspace is shorter than the third visual range distance, which is predefined to be shorter than the first visual range distance. Additionally, the coordinate information satisfying the abnormal condition of the LiDAR sensor 132b is output, for example, when the average value of the water droplet sizes floating in the short visual range airspace is greater than a predefined second size, or when the number of water droplets floating in the short visual range airspace is more than a predefined second quantity.

[0132] In order to determine whether the abnormal condition of the LiDAR sensor 132b is satisfied, the CPU 191 of the aircraft 100 calculates, for example, the average value and the dispersion value of the distances between the multiple reflection points represented by the coordinate information output from the LiDAR sensor 132b and the aircraft 100. Then, when the calculated average value is below the minimum moving distance and the calculated dispersion value is below the threshold value of the predefined dispersion value, the CPU 191 determines that the abnormal condition of the LiDAR sensor 132b is satisfied. This determination is made because in the short visual range airspace, water droplets usually float with the same concentration, so if the probability that water droplets reflecting the laser at a distance shorter than the minimum moving distance from the aircraft 100 is higher than a second probability, the average value of the distances between the reflection points and the aircraft 100 is below the minimum moving distance and the dispersion value is below the predefined threshold value. In addition, the appropriate value of the threshold value of the dispersion value can be determined by those skilled in the art through experiments.

[0133] In the first case where the CPU 191 of the aircraft 100 determines that the abnormal condition of the altitude sensor 132a is satisfied, or in the second case where it determines that the abnormal condition of the LiDAR sensor 132b is satisfied, or in both the first case and the second case (step S33; yes), an abnormal report notifying that the abnormal condition is satisfied is generated.

[0134] Next, when the CPU 191 of the aircraft 100 determines that the abnormal condition of the altitude sensor 132a is satisfied and determines that the abnormal condition of the LiDAR sensor 132b is satisfied, the sensor ID for identifying the altitude sensor 132a and the sensor ID of the LiDAR sensor 132b are added to the abnormal report. In contrast, when it is determined that the abnormal condition of the altitude sensor 132a is satisfied but it is not determined that the abnormal condition of the LiDAR sensor 132b is satisfied, the CPU 191 adds the sensor ID of the altitude sensor 132a to the abnormal report but does not add the sensor ID of the LiDAR sensor 132b. Additionally, in contrast, when the CPU 191 does not determine that the abnormal condition of the altitude sensor 132a is satisfied but determines that the abnormal condition of the LiDAR sensor 132b is satisfied, the sensor ID of the LiDAR sensor 132b is added to the abnormal report but the sensor ID of the altitude sensor 132a is not added.

[0135] After that, the CPU 191 of the aircraft 100 adds the position information obtained in step S23 as the third position information that is determined to meet the abnormal condition and represents the point shown in Figure 7 (hereinafter referred to as the third point P3) to the abnormal report. Then, the CPU 191 targets the control device 500, outputs the abnormal report including the sensor ID and the third position information to the data communication circuit 194a (step S34), and then repeatedly executes the above processing from step S22.

[0136] In step S33, when the CPU 191 of the aircraft 100 does not determine that the abnormal condition of the altitude sensor 132a is met and does not determine that the abnormal condition of the LiDAR sensor 132b is met (step S33; NO), the above processing is repeatedly executed from step S22.

[0137] In step S25, after determining that the aircraft is flying in a non-short-range airspace (step S25; NO), when the CPU 191 of the aircraft 100 determines that the value of the short-range flag does not represent the value "false" of the non-short-range airspace but represents the value "true" of the short-range airspace (step S26; NO), it is determined that the aircraft has left the short-range airspace and entered the non-short-range airspace. After that, the CPU 191 targets the control device 500 and outputs a domain-exit report indicating that it has left the short-range airspace to the data communication circuit 194a (step S35). Then, the CPU 191 changes the value of the short-range flag to represent the value "false" of the non-short-range airspace (step S36), and then repeatedly executes the above processing from step S22. In this way, the CPU 191 continues to execute the airspace determination process in a thread different from the thread of the flight process executed Figure 4 and Figure 5 .

[0138] Next, the description of the interrupted flight process is resumed. In Figure 4 step S05, after starting to execute the airspace determination process in parallel (step S05), the CPU 191 of the aircraft 100 obtains the position information representing the position of the aircraft 100 in terms of latitude, longitude, and GPS altitude from the position sensor 196 (step S06). After that, the CPU 191 of the aircraft 100 specifies the latitude, longitude, and GPS altitude of the passing point with the earliest arrival order among one or more unarrived arrival points (hereinafter referred to as the next arrival point) based on the path information.

[0139] Next, the CPU 191 of the aircraft 100 determines whether the value of the altitude change permission flag is "true", which indicates permission for altitude change (step S07). At this time, when the CPU 191 determines that the value of the altitude change permission flag is "true" (step S07; YES), it generates a control signal based on the latitude, longitude, and GPS altitude of the aircraft 100, as well as the latitude, longitude, and GPS altitude of the next arrival point, and flies while changing the altitude as needed to reduce the distance between the aircraft 100 and the next arrival point. After that, the CPU 191 outputs the generated control signal to the drive circuit 199 (step S08), and causes the aircraft 100 to fly along the flight path while changing the altitude relative to the ground as needed.

[0140] In addition, the CPU 191 of the aircraft 100 generates a control signal for changing the number of revolutions per unit time of the propellers 111 to 114 in such a way that the altitude information output from the altitude sensor 132a becomes information representing the altitude relative to the ground within the altitude range of the flight permission airspace. Furthermore, the CPU 191 of the aircraft 100 generates a control signal for flying while avoiding obstacles based on the coordinate information output from the LiDAR sensor 132b. After that, the CPU 191 outputs the generated control signal to the drive circuit 199.

[0141] Furthermore, the CPU 191 of the aircraft 100 calculates an equation representing the direction from the position of the aircraft 100 to the next arrival point based on the latitude, longitude, and GPS altitude of the aircraft 100 represented by the position information, as well as the latitude, longitude, and GPS altitude of the next arrival point. After that, the CPU 191 of the aircraft 100 calculates the azimuth angle θ' formed between the direction from the aircraft 100 to the next arrival point and the reference azimuth in the counterclockwise direction based on the calculated equation. Next, the CPU 191 of the aircraft 100 generates a control signal for making the azimuth angle θ represented by the azimuth angle information output from the azimuth angle sensor 197a coincide with the calculated azimuth angle θ'. After that, the CPU 191 outputs the generated control signal to the drive circuit 199, and makes the front direction of the aircraft 100 and the shooting direction of the image sensor 131a coincide with the forward direction of the aircraft 100.

[0142] In addition, the CPU 191 of the aircraft 100 generates a control signal for making the depression angles φf and φr represented by the attitude information output from the attitude sensor 197b be the angle "0" degrees, and outputs the generated control signal to the drive circuit 199. Thereby, the CPU 191 maintains the upper surface and the bottom surface of the control device 190 of the aircraft 100 parallel to the horizontal plane.

[0143] Next, the CPU 191 of the aircraft 100 determines whether the aircraft 100 has reached the moving destination, i.e., the handling destination of the item, based on whether there are unreached arrival points (step S09). At this time, when the CPU 191 determines that the aircraft 100 has not reached the moving destination because there are unreached arrival points (step S09; No), it determines whether the data communication circuit 194a has received a path change command from the control device 500 (step S10).

[0144] The path change command is a command to change the flight path of the aircraft 100 to an alternative path indicated by the path information included in the path change command. In the present embodiment, the path change command is transmitted from the control device 500 to the aircraft 100 when it is determined that the abnormal condition of the second sensor 132 is satisfied during the flight of the aircraft 100 in the short-range airspace and it is determined that the aircraft cannot continue to fly along the short-range path, or when the assistant visually recognizes that the altitude of the aircraft 100 is abnormal.

[0145] In the present embodiment, the abnormal altitude of the aircraft 100 visually recognized by the assistant includes, for example, the aircraft 100 flying in a flight prohibited airspace above the flight permitted airspace, but is not limited thereto. The abnormal altitude of the aircraft 100 may also include, for example, the aircraft 100 flying in a flight prohibited airspace below the flight permitted airspace.

[0146] The CPU 191 of the aircraft 100 attempts to obtain a path change command from the data communication circuit 194a. If the path change command is not obtained, it is determined that the path change command has not been received (step S10; No). After that, the CPU 191 repeatedly executes the above processing from step S06 in order to continue flying along the flight path.

[0147] In contrast, when the CPU 191 of the aircraft 100 has obtained a path change command from the data communication circuit 194a, it is determined that the path change command has been received (step S10; Yes). Next, the CPU 191 obtains the path information from the path change command (step S11), and changes the flight path to the alternative path RD indicated by the obtained path information.

[0148] After that, the CPU 191 of the aircraft 100 attempts to obtain altitude change permission and altitude change limit for restricting altitude change. At this time, when the altitude change permission is obtained but the altitude change limit is not obtained (step S12; Yes), the value of the altitude change permission flag is changed to "true" indicating that altitude change is allowed (step S13). After that, the CPU 191 flies while changing the altitude as needed along the changed flight path, and thus repeatedly executes the above processing from step S06.

[0149] In contrast, when the CPU 191 of the aircraft 100 has not obtained altitude change permission but has obtained altitude change restrictions (step S12; No), it changes the value of the altitude change permission flag to "false", which indicates restricted altitude change (step S14). After that, the CPU 191 flies along the changed flight path while restricting altitude change, so the above processing is repeatedly executed from step S06.

[0150] When it is determined in step S07 that the value of the altitude change permission flag is "false", which indicates restricted altitude change (step S07; No), the CPU 191 of the aircraft 100 determines whether the value of the short-range flag updated in the Figure 6 airspace determination process is "true", which indicates short-range airspace (step S15).

[0151] At this time, when the CPU 191 of the aircraft 100 determines that the value of the short-range flag is not "true" but "false", which indicates non-short-range airspace (step S15; No), since the abnormal condition of the second sensor 132 is no longer satisfied, it is determined that altitude change does not need to be restricted. Therefore, the CPU 191 changes the value of the altitude change permission flag to "true", which indicates permitted altitude change (step S16). After that, the CPU 191 flies along the changed flight path while changing altitude as needed, so the above processing is repeatedly executed from step S08.

[0152] In contrast, when the CPU 191 of the aircraft 100 determines that the value of the short-range flag is "true", which indicates short-range airspace (step S15; Yes), it outputs a control signal to the drive circuit 199 to make the aircraft 100 fly along the flight path in sequence while keeping the number of revolutions per unit time of the propellers 111 to 114 unchanged (step S17). Keeping the number of revolutions per unit time of the propellers 111 to 114 is because as long as the ground plane is flat and the lift of the aircraft 100 maintained by keeping the number of revolutions is balanced with the gravity acting on the aircraft 100, the altitude of the aircraft 100 relative to the ground can be maintained.

[0153] At this time, the CPU 191 of the aircraft 100 makes the aircraft 100 fly in the same way as in the processing of step S08, while keeping the upper and lower surfaces of the control device 190 parallel to the horizontal plane. In addition, the CPU 191 makes the aircraft 100 fly in a state where the front direction of the aircraft 100 is consistent with the forward direction of the aircraft 100, and the shooting direction of the image sensor 131a is consistent with the forward direction of the aircraft 100. After that, the CPU 191 repeatedly executes the above processing from step S09, which determines whether it has reached the movement destination. Figure 5 of the above.

[0154] In step S09, when the CPU 191 of the aircraft 100 determines that the aircraft 100 has reached the movement destination because there is no unarrived arrival point (step S09; Yes), it outputs a control signal for landing the aircraft 100 to the drive circuit 199 (step S18). Then, the CPU 191 of the aircraft 100 targets the control device 500 and outputs an arrival report indicating the arrival at the movement destination to the data communication circuit 194a (step S19), and the data communication circuit 194a transmits the arrival report to the control device 500.

[0155] Then, the CPU 191 of the aircraft 100 finishes executing Figure 6 the thread of the airspace determination process (step S20), and finishes executing the flight process.

[0156] The consignee at the handling destination operates the input device 195c of the aircraft 100 to release the item from the first surrounding holding frame 121a and the second surrounding holding frame 121b of the aircraft 100. When the input device 195c outputs a signal corresponding to this operation, the CPU 191 outputs a control signal for moving the first surrounding holding frame 121a and the second surrounding holding frame 121b away from each other to the drive circuit 199, thereby causing the aircraft 100 to release the item.

[0157] When the consignee receives the released item, the consignee operates the input device 195c of the aircraft 100 to cause the aircraft 100 to return. When the input device 195c outputs a signal corresponding to this operation, the CPU 191 targets the control device 500 and outputs a delivery report indicating that the item has been delivered to the data communication circuit 194a.

[0158] After receiving the delivery report from the aircraft 100, the control device 500 sets a return path from the handling destination to the business premises and transmits a flight command for flying along the set return path to the aircraft 100. After receiving the flight command, the aircraft 100 executes Figure 4 and Figure 5 the flight process shown in

[0159] to return to the business premises according to the flight command.

[0160] The control device 500 is a server and is set at the business premises or office building of the carrier engaged in item handling. The control device 500 has, as hardware, such as Figure 8The CPU 501, RAM 502, ROM 503a, hard disk 503b, data communication circuit 504a, video card 505a, display device 505b, input device 505c, speaker 509a, and microphone 509b shown. In this embodiment, the control device 500 includes one CPU 501, but may also include multiple CPUs. In addition, the control device 500 may also include multiple RAMs and flash memories.

[0161] The configurations and functions of the CPU 501, RAM 502, ROM 503a, data communication circuit 504a, video card 505a, and display device 505b included in the control device 500 are the same as Figure 3 the configurations and functions of the CPU 191, RAM 192, ROM 193a, data communication circuit 194a, video card 195a, and display device 195b included in the aircraft 100 shown.

[0162] The hard disk 503b of the control device 500 stores various programs, various data for executing various programs, and tables storing data. The control device 500 may also include a flash memory instead of the hard disk 503b.

[0163] The configuration of the data communication circuit 504a of the control device 500 is the same as that of the data communication circuit 194a of the aircraft 100. The function of the data communication circuit 504a of the control device 500 is the same as that of the data communication circuit 194a of the aircraft 100, except for the aspect of performing data communication with the aircraft 100 and 200, and the terminal device 900.

[0164] The input device 505c of the control device 500 is any one or more of a keyboard, mouse, touchpad, and button, and inputs a signal corresponding to the operation of the staff of the transportation company.

[0165] The speaker 509a of the control device 500 outputs sound according to the signal output by the CPU 501, and the microphone 509b inputs a signal representing the surrounding sound.

[0166] When the staff of the transportation company performs an operation for inputting the address of the transportation destination of the item and the airframe ID "100" of the aircraft 100 storing the item, the input device 505c of the control device 500 outputs a signal corresponding to this operation. After the CPU 501 of the control device 500 outputs this signal, it executes Figure 9 the flight control process shown to make the aircraft 100 fly to the transportation destination.

[0167] Thus, the CPU 501 of the control device 500 serves as Figure 10The acquisition unit 510 shown functions to acquire first position information indicating the first point P1 where the short-range airspace is detected, and second position information indicating the second point P2 determined to have entered the short-range airspace. Further, the CPU 501 functions as an estimation unit 520 and estimates the size of the short-range airspace based on the position of the first point P1, the position of the second point P2, and the sensing information obtained by sensing at the first point P1 by the first sensor 131 of the aircraft 100.

[0168] Furthermore, the CPU 501 functions as a setting unit 530 and sets a safety airspace with a safety level higher than that of the short-range airspace based on the estimated size of the short-range airspace and the sensing information obtained at the first point P1. In addition, the CPU 501 functions as a control unit 540 that performs the following control. That is, when it is determined based on the information output from the second sensor 132 mounted on the aircraft 100 that flight along the short-range path cannot be continued, the aircraft 100 is moved to the set safety airspace.

[0169] The hard disk 503b of the control device 500 functions as an information storage unit 590 and stores information used in the flight control process. The information storage unit 590 pre-stores Figure 11 the safety airspace table shown. This safety airspace table stores information related to the safety airspace. The safety airspace table stores, in a corresponding manner, information indicating the priority order set for the safety airspace and position information indicating the positions of the points included in the safety airspace, showing the minimum and maximum values of latitude, longitude, and GPS altitude.

[0170] In addition, the information storage unit 590 pre-stores Figure 12 the confirmation result table shown. This confirmation result table stores confirmation result information indicating the confirmation results of obstacles in the predetermined airspace. The confirmation result table stores multiple records. In addition, in each record, position information indicating one of the multiple cubic airspaces generated by dividing the airspace over the area where the carrier performs item handling into multiple cubic airspaces with a side length of a predetermined size, and confirmation result information indicating the confirmation result of obstacles in this one of the multiple cubic airspaces are stored in a corresponding manner.

[0171] In this embodiment, the position information of the cubic airspace is information showing the minimum and maximum values of latitude, longitude, and GPS altitude of the position of the point included in the cubic airspace. In addition, the confirmation result information includes: presence confirmation information indicating that an obstacle has been confirmed to exist in the cubic airspace; absence confirmation information indicating that no obstacle has been confirmed to exist in the cubic airspace; and unconfirmed information indicating that it has not been confirmed whether an obstacle exists or does not exist in the cubic airspace.

[0172] In addition, in this embodiment, the confirmation result information stored in the confirmation result table is updated, for example, by the CPU 501 of the control device 500 executing an airspace confirmation process (not shown) at a predetermined time such as 2:00 am. However, it is not limited thereto, and the confirmation result information may also be updated at a predetermined time interval such as every hour.

[0173] After starting to execute Figure 9 the flight control process, before the CPU 501 of the control device 500 executes the process of the first step, i.e., step S41, two threads different from the thread executing the flight control process are generated. Then, the CPU 501 executes an information saving process (not shown) in parallel with the flight control process according to one of the generated threads. The information saving process is a process of saving the airframe ID output in Figure 6 step S24 of Figure 13 and the flight position related information of the aircraft 100 or 200 identified by the airframe ID in the flight position related table prestored in the information storage unit 590 as shown in

[0174] In addition, the CPU 501 of the control device 500 executes a voice communication process (not shown) for performing voice communication with the terminal device 900 carried by the assistant according to the other thread. After that, before the flight control process is about to end, the CPU 501 ends the thread executing the information saving process and the thread executing the voice communication process.

[0175] One or more records are stored in the flight position related table. Each of the one or more records stores the airframe ID "100" or "200" of the aircraft 100 or 200 and the flight position related information of the aircraft 100 or 200. The flight position related information corresponding to the airframe ID "100" of the aircraft 100 includes time information, position information, sensing information obtained at the position represented by the position information at the time represented by the time information, and sensing direction information indicating the sensing direction of the image sensor 131a at that time. In addition, the position information included in the flight position related information is information representing the flight position of the aircraft 100 at that time in terms of latitude, longitude, and GPS altitude. Furthermore, the sensing information included in the flight position related information includes ground wind direction and speed information, that is, the wind direction and speed of the wind blowing at that position at that time are represented by the ground speed in the Xw-axis direction, the ground speed in the Yw-axis direction, and the ground speed in the Zw-axis direction of the world coordinate system. In addition, the sensing information included in the flight position related information includes image information obtained by the image sensor 131a through shooting at that position at that time. The sensing direction information included in the flight position related information is information indicating the shooting direction of the image sensor 131a at that time. The flight position related information corresponding to the airframe ID "200" also includes the same information.

[0176] After starting the information saving process (not shown), the acquisition unit 510 of the control device 500 performs a sleep process until the data communication circuit 504a receives the airframe ID and flight position related information. After receiving the airframe ID and flight position related information, the acquisition unit 510 acquires this information from the data communication circuit 504a, and the control unit 540 adds a record storing the acquired information to the flight position related table. After that, the control device 500 repeatedly executes the above process starting from the sleep process before receiving the airframe ID and flight position related information.

[0177] After starting the voice communication process (not shown), the acquisition unit 510 of the control device 500 performs a process of acquiring the voice information transmitted from the terminal device 900 carried by the assistant from the data communication circuit 504a. Then, based on the acquired voice information, the control unit 540 outputs a signal representing the voice of the assistant to the speaker 509a. The speaker 509a of the control device 500 outputs voice according to the output signal, and the staff operating the control device 500 confirms the output voice.

[0178] In addition, the acquisition unit 510 of the control device 500 generates voice information representing the voice of the staff based on the signal output from the microphone 509b, and outputs the generated voice information to the data communication circuit 504a targeting the terminal device 900. The terminal device 900 that receives the voice information from the control device 500 outputs voice based on the voice information, and the assistant carrying the terminal device 900 confirms the output voice.

[0179] Next, the acquisition unit 510 of the control device 500 Figure 13 in the flight position related table, specifies the time information representing the latest time among one or more time information items corresponding to the airframe ID "100" of the aircraft 100. Next, the acquisition unit 510 acquires the image information corresponding to the specified time information, and the control unit 540 outputs a signal generated based on the acquired image information to the video card 505a. The video card 505a outputs an image signal based on the signal output from the control unit 540, and the display device 505b displays an image according to the image signal.

[0180] When the staff confirms that the altitude of the aircraft 100 is abnormal based on the voice output from the speaker 509a or the image displayed on the display device 505b, the staff operates the input device 505c of the control device 500 to lower or raise the altitude of the aircraft 100.

[0181] When a signal corresponding to the operation is input to the input device 505c of the control device 500, the control unit 540 of the control device 500 generates information on an alternative path indicating that the GPS altitude is lower or higher than the GPS altitude of the flight position of the aircraft 100. Next, targeting the aircraft 100, the control unit 540 outputs a path change command and altitude change permission that include the information on the generated alternative path and command to change the flight path of the aircraft 100 to the alternative path to the data communication circuit 504a. After that, the control device 500 repeatedly executes the above processing starting from the process of acquiring voice information.

[0182] After receiving the path change command, the aircraft 100 changes its flight path to the alternative path according to the path change command, and autonomously descends or ascends in altitude to fly along the alternative path.

[0183] In contrast, when the staff has confirmed that the flight altitude of the aircraft 100 is normal, no operation for changing the altitude is performed. Therefore, the control device 500 does not output a path change command, but repeatedly executes the above processing starting from the process of acquiring voice information. Accordingly, the aircraft 100 continues to fly along the flight path autonomously.

[0184] Start execution Figure 9 After starting to execute the flight control process shown, the control unit 540 of the control device 500 targets the terminal device 900 and outputs a request for transmitting position information indicating the position of the terminal device 900 to the data communication circuit 504a. After the data communication circuit 504a of the control device 500 transmits the request to the terminal device 900 and receives the position information from the terminal device 900, the acquisition unit 510 of the control device 500 acquires the position information of the terminal device 900 from the data communication circuit 504a. Next, based on the position information indicating the position of the terminal device 900, the control unit 540 sets parameters of an auxiliary point that indicates the location where the assistant is located and the flight control of the aircraft 100 is assisted (step S41).

[0185] Next, the acquisition unit 510 of the control device 500 acquires information on the address of the destination of the item to be carried based on a signal output by the input device 505c according to the operation of the staff. After that, the acquisition unit 510 acquires information indicating latitude, longitude, and GPS altitude from the information storage unit 590, and the information indicating latitude, longitude, and GPS altitude is stored in advance in correspondence with the acquired information on the address.

[0186] Next, the control unit 540 of the control device 500 targets the aircraft 100 and outputs a request for transmitting position information indicating the position of the aircraft 100 to the data communication circuit 504a. When the data communication circuit 504a of the control device 500 transmits the request to the aircraft 100 and receives the position information from the aircraft 100, the acquisition unit 510 of the control device 500 acquires the position information of the aircraft 100 from the data communication circuit 504a.

[0187] After that, the control unit 540 of the control device 500 reads out, for example, a partial path table (not shown) from the information storage unit 590. The partial path table stores information related to partial paths that the aircraft 100 can fly over, such as over roads, rivers, and mountain forests. A plurality of records are pre-stored in the partial path table, and information corresponding to the latitude, longitude, and GPS altitude of the start node of the edge of the partial path, the latitude, longitude, and GPS altitude of the end node of the edge, and the distance indicating the edge is pre-stored in each record.

[0188] Next, the control unit 540 of the control device 500 executes a path search algorithm such as Dijkstra's algorithm using the position of the aircraft 100, the start nodes and end nodes of a plurality of edges, and the latitude, longitude, and GPS altitude of the handling destination. Thus, the control unit 540 determines the shortest overall path from the position of the aircraft 100 to the handling destination by combining partial paths. Next, the control unit 540 sets the handling path for the aircraft 100 to the shortest overall path (step S42), targets the aircraft 100, and outputs a flight command including information indicating the set handling path to the data communication circuit 504a (step S43).

[0189] Next, the acquisition unit 510 of the control device 500 determines whether it has received a detection report notifying the detection of a short-range airspace from the aircraft 100 flying according to the flight command (step S44). At this time, the acquisition unit 510 attempts to acquire the detection report from the data communication circuit 504a. If the detection report is not acquired, it is determined that the detection report has not been received (step S44; No). Next, the acquisition unit 510 determines whether it has received an arrival report from the aircraft 100 (step S45). At this time, the acquisition unit 510 attempts to acquire the arrival report from the data communication circuit 504a. If the arrival report is not acquired, it is determined that the arrival report has not been received (step S45; No). After that, the control device 500 repeatedly executes the above processing starting from step S44.

[0190] In step S44, when the acquisition unit 510 of the control device 500 acquires a detection report from the data communication circuit 504a, it determines that the detection report has been received (step S44; Yes). Then, the acquisition unit 510 acquires first position information indicating the first point P1 where the short-range airspace is detected from the acquired detection report (step S46).

[0191] Next, the acquisition unit 510 of the control device 500 determines whether an entry report indicating that the aircraft 100 has entered the short-range airspace has been received (step S47). At this time, the acquisition unit 510 attempts to acquire the entry report from the data communication circuit 504a. If the entry report is not acquired, it determines that the entry report has not been received (step S47; No). Next, the control device 500 determines whether a arrival report has been received from the aircraft 100 (step S48). At this time, when the control device 500 determines that the arrival report has not been received (step S48; No), it repeatedly executes the above processing from step S47.

[0192] In step S47, when the acquisition unit 510 of the control device 500 acquires the entry report from the data communication circuit 504a, it determines that the entry report has been received (step S47; Yes). Then, the acquisition unit 510 acquires second position information indicating the second point P2 where it is determined that the aircraft 100 has entered the short-range airspace from the acquired entry report (step S49). After that, the control device 500 executes the size estimation processing as shown in Figure 14 to estimate the size of the short-range airspace (step S50).

[0193] After starting to execute the size estimation processing, the acquisition unit 510 of the control device 500 acquires the sensing information obtained by the first sensor 131 mounted on the aircraft 100 at the first point P1, and the sensing direction information indicating the sensing direction of the first sensor 131 at the first point P1 (step S61). Therefore, the acquisition unit 510 Figure 13 in the flight position related table, acquires the sensing information corresponding to the first position information acquired in Figure 9 step S46 above and the airframe ID "100" of the aircraft 100, and the sensing direction information indicating the sensing direction.

[0194] Next, the estimation unit 520 of the control device 500 executes the estimation by Figure 6The same processing as step S27 is performed to detect a short-range image region from the image represented by the acquired sensing information. In addition, the estimation unit 520 of the control device 500 detects, from the image regions included in the image, regions different from the short-range image region as non-short-range image regions corresponding to non-short-range airspaces. Further, the estimation unit 520 of the control device 500 detects an image region at the boundary between the short-range image region and the non-short-range image region as a boundary image region corresponding to the interface between the short-range airspace and the non-short-range airspace (step S62).

[0195] Next, in the present embodiment, the estimation unit 520 of the control device 500 assumes that the shape of the short-range airspace is a rectangular parallelepiped shape, and one interface between the short-range airspace and the non-short-range airspace is Figure 7 as shown, perpendicular to the shooting direction of the image sensor 131a, but the assumed shape of the short-range airspace is not limited to this.

[0196] After that, the estimation unit 520 of the control device 500 sets an image coordinate system with the center point of the image represented by the image information obtained at the first point P1 as the origin, having an Xp axis with the main scanning direction as the positive direction and a Yp axis with the sub-scanning direction as the positive direction. After setting the image coordinate system in this way, the more the object point is located toward the front direction of the aircraft 100 and closer to the right side of the optical axis of the image sensor 131a adjusted to be parallel to the front direction of the aircraft 100, the larger the Xp coordinate value of the pixel corresponding to the object point. In addition, the more the object point is located below the optical axis of the image sensor 131a, the larger the Yp coordinate value of the pixel corresponding to the object point.

[0197] Therefore, the estimation unit 520 of the control device 500 detects the pixel with the largest Xp coordinate value among the pixels included in the boundary image region as the pixel corresponding to the point (hereinafter referred to as the right end point) PEr located on the rightmost side in the advancing direction of the aircraft 100 among the multiple points on the interface between the short-range airspace and the non-short-range airspace as shown in Figure 7 the figure. Similarly, the estimation unit 520 detects the pixel with the smallest Xp coordinate value among the pixels included in the boundary image region as the pixel corresponding to the point (hereinafter referred to as the left end point) PEl located on the leftmost side in the advancing direction of the aircraft 100 among the multiple points on the interface as shown in Figure 7 the figure.

[0198] Similarly, the estimation unit 520 of the control device 500 detects the pixel with the largest Yp coordinate value and the pixel with the smallest Yp coordinate value among the pixels included in the boundary image region as the pixels corresponding to the point (hereinafter referred to as the lower end point) PEb located on the lowermost side and the point (hereinafter referred to as the upper end point) PEt located on the uppermost side in the advancing direction of the aircraft 100 among the multiple points on the interface, which are not shown.

[0199] After that, the acquisition unit 510 of the control device 500 acquires information indicating the focal length of the image sensor 131a and information indicating the size of the light-receiving element included in the image sensor 131a, which are pre-stored in the information storage unit 590. Next, the estimation unit 520 calculates the equation in the world coordinate system of the straight line passing through the first point P1 and the right end point PEr based on the focal length of the image sensor 131a, the size of the light-receiving element of the image sensor 131a, the Xp coordinate value and Yp coordinate value of the pixel corresponding to the right end point PEr, the sensing direction of the image sensor 131a at the first point P1, and the position of the first point P1.

[0200] After that, the estimation unit 520 of the control device 500 calculates the angle ψr formed between the direction from the first point P1 toward the right end point PEr and the sensing direction, which is the forward direction of the aircraft 100, using the calculated equation and the sensing direction information. In the present embodiment, the aircraft 100 flies along the flight path while making the forward direction of the aircraft 100 coincide with the advancing direction of the aircraft 100. Therefore, the angle ψr is the angle formed between the advancing direction of the aircraft 100 and the direction from the first point P1 toward the right end point PEr.

[0201] The estimation unit 520 of the control device 500 calculates the angle ψl formed between the advancing direction of the aircraft 100 and the direction from the first point P1 toward the left end point PEl by performing the same information processing. In addition, the estimation unit 520 similarly calculates an angle ψt (not shown) formed between the advancing direction of the aircraft 100 and the direction from the first point P1 toward the upper end point PEt, and an angle ψb (not shown) formed between the advancing direction of the aircraft 100 and the direction from the first point P1 toward the lower end point PEb (step S63).

[0202] After that, the estimation unit 520 of the control device 500 is based on the Figure 9 first position information acquired in step S46 and the second position information acquired in step S49, and calculates the horizontal distance (hereinafter referred to as the horizontal distance) from the first point P1 to the second point P2. Since the second point P2 is the point at which it is determined that the aircraft 100 has entered the short-range airspace, the calculated horizontal distance from the first point P1 to the second point P2 is the horizontal distance L2 from the first point P1 to the short-range airspace at the second time when the aircraft 100 flies at the second point P2 (step S64).

[0203] Next, the acquisition unit 510 of the control device 500 is in Figure 13 the flight position-related table and acquires the one related to Figure 9In step S46, the first position information obtained and the airframe ID “100” of the aircraft 100 are associated with corresponding time information to specify the first time when the aircraft 100 is flying at the first point P1. Similarly, in the flight position related table, the acquisition unit 510 of the control device 500 acquires the time information associated with the second position information obtained in step S49 and the airframe ID “100” to specify the second time when the aircraft 100 is flying at the second point P2.

[0204] Next, the acquisition unit 510 of the control device 500 acquires time information and the ground wind direction and wind speed information associated with this time information. The time information represents a time earlier than the second time and closest to the second time among one or more times respectively represented by one or more time information associated with the airframe ID “100” in the flight position related table. Thereby, the acquisition unit 510 specifies the time immediately before the second time and the ground wind direction and ground wind speed of the wind blowing at the position of the aircraft 100 at the time immediately before the second time.

[0205] After that, the estimation unit 520 of the control device 500 assumes that during the period from the time immediately before the second time to the second time, the wind with the same wind direction and wind speed as the wind direction and wind speed of the wind blowing at the position of the aircraft 100 at the time immediately before the second time also blows in the short-range airspace. Therefore, in this embodiment, the estimation unit 520 estimates that the moving direction of the short-range airspace during the period from the time immediately before the second time to the second time is the same as the direction toward the leeward of the wind blowing from this wind direction, and the moving speed of the short-range airspace is the same as this wind speed.

[0206] However, it is not limited to this. The estimation unit 520 of the control device 500 may also estimate that the moving direction of the short-range airspace during the period from the time immediately before the second time to the second time is a direction different from the direction toward the leeward of the wind blowing from this wind direction based on, for example, the terrain on the leeward of the short-range airspace such as mountains, hills, valleys, or cliffs, and this wind direction. In addition, the estimation unit 520 of the control device 500 may also estimate that the moving speed of the short-range airspace during the period from the time immediately before the second time to the second time is a speed slower than this wind speed by a predetermined speed or a predetermined ratio.

[0207] Therefore, the estimation unit 520 estimates the horizontal distance between the first point P1 and the short-range airspace at the time immediately before the second time based on the horizontal distance L2 between the first point P1 and the short-range airspace at the second time, and the ground wind direction and ground wind speed at the time immediately before the second time.

[0208] After that, when the estimation unit 520 of the control device 500 determines that the moment immediately before the second moment is the first moment, it specifies that the estimated horizontal distance is the horizontal distance L1 between the aircraft 100 and the short-range airspace at the first moment (step S65). This specification is made because, at the first moment, the aircraft 100 is flying at the first point P1.

[0209] In contrast, when the estimation unit 520 of the control device 500 determines that the moment immediately before the second moment is not the first moment, it focuses on the moment immediately before the second moment. After that, the estimation unit 520 performs a process of estimating the horizontal distance between the first point P1 and the short-range airspace at the moment immediately before the concerned moment. Then, when the estimation unit 520 determines that the moment immediately before the concerned moment is the first moment, it specifies that the estimated horizontal distance is the horizontal distance L1.

[0210] In contrast, when the estimation unit 520 of the control device 500 determines that the moment immediately before the concerned moment is not the first moment, it focuses on the moment immediately before the concerned moment. After that, the estimation unit 520 repeatedly performs the above process starting from the process of estimating the horizontal distance between the first point P1 and the short-range airspace at the moment immediately before the concerned moment.

[0211] After specifying the horizontal distance L1 between the aircraft 100 and the short-range airspace at the first moment, the estimation unit 520 of the control device 500 determines whether the two pixels corresponding to the right endpoint PEr and the left endpoint PEl are located on opposite sides of the image center, or whether both of the two pixels are located on the right or left side of the image center based on the Xp coordinate values of the two pixels. At this time, when the estimation unit 520 determines that the two pixels corresponding to the right endpoint PEr and the left endpoint PEl are located on opposite sides of the image center, it uses the following formula (1) to estimate the horizontal size W of the short-range airspace. In contrast, when the estimation unit 520 of the control device 500 determines that both of the two pixels are located on the right or left side of the image center, it uses the following formula (2) to estimate the horizontal size W of the short-range airspace.

[0212] Horizontal size W = L1 × tanψl + L1 × tanψr…(1)

[0213] Horizontal size W = |L1 × tanψl - L1 × tanψr|…(2)

[0214] Where L1 is the horizontal distance between the aircraft 100 and the short-range airspace at the first moment, ψl is the angle formed by the direction from the first point P1 to the left endpoint PEl and the forward direction of the aircraft 100, and ψr is the angle formed by the direction from the first point P1 to the right endpoint PEr and the forward direction of the aircraft 100.

[0215] Similarly, based on the horizontal distance L1 between the aircraft 100 and the short-range airspace, the angle ψt formed by the direction from the first point P1 to the upper end point PEt and the forward direction of the aircraft 100, and the angle ψb formed by the direction from the first point P1 to the lower end point PEb and the forward direction of the aircraft 100, the estimation unit 520 of the control device 500 estimates the vertical size of the short-range airspace (step S66).

[0216] In this embodiment, the estimation unit 520 of the control device 500 estimates that the depth size of the short-range airspace is equal to the horizontal size W, but is not limited thereto, and may also be estimated to be greater than or less than the horizontal size W. After that, the estimation unit 520 ends the execution of the size estimation process.

[0217] In Figure 9 After performing the size estimation process in step S50 of, based on the estimated horizontal size and vertical size of the short-range airspace and the position of the first point P1, the estimation unit 520 of the control device 500 performs a position estimation process for estimating the position of the short-range airspace at the first time (step S51). In this embodiment, since the shape of the short-range airspace is assumed to be a rectangular parallelepiped shape, the position of the short-range airspace is represented by the latitude, longitude, and GPS altitude of the 8 vertices of the short-range airspace, but is not limited thereto.

[0218] Here, when the pixel corresponding to the left end point PEl is located to the left of the image center, facing the forward direction of the aircraft 100 at the first time, the front lower left vertex of the short-range airspace is located to the left of the position of the first point P1 by a horizontal distance equivalent to L1×tanψl. In contrast, when this pixel is located to the right of the image center, the front lower left vertex of the short-range airspace is located to the right of the position of the first point P1 by a horizontal distance equivalent to L1×tanψl. In addition, when this pixel is located below the image center, the front lower left vertex of the short-range airspace is located below the position of the first point P1 by a horizontal distance equivalent to L1×tanψb. In contrast, when this pixel is located above the image center, the front lower left vertex of the short-range airspace is located above the position of the first point P1 by a horizontal distance equivalent to L1×tanψb.

[0219] Therefore, the estimation unit 520 of the control device 500 calculates the latitude, longitude, and GPS altitude of the front lower left vertex of the short-range airspace based on the latitude, longitude, and GPS altitude of the first point P1, the horizontal distance L1×tanψl, and the horizontal distance L1×tanψb. Similarly, the estimation unit 520 calculates the latitude, longitude, and GPS altitude of the front upper left vertex, the front upper right vertex, and the front lower right vertex of the short-range airspace.

[0220] In addition, in the advancing direction of the aircraft 100 at the first moment, the vertices for detecting the lower left, upper left, upper right, and lower right in the short-range airspace are located deeper than the vertices for detecting the lower left, upper left, upper right, and lower right in the immediate vicinity, at distances equal to the horizontal size W of the short-range airspace. Therefore, the estimation unit 520 of the control device 500 calculates the latitude, longitude, and GPS altitude of the vertices for detecting the lower left, upper left, upper right, and lower right in the short-range airspace based on the latitude, longitude, and GPS altitude of the vertices for detecting the lower left, upper left, upper right, and lower right in the immediate vicinity, and the horizontal size W of the short-range airspace, respectively.

[0221] In this way, when estimating the position of the short-range airspace at the first moment, the estimation unit 520 of the control device 500 Figure 13 obtains the ground wind direction and wind speed information corresponding to the time information indicating the first moment and the airframe ID "100" of the aircraft 100 from the flight position-related table. Thus, the estimation unit 520 specifies the ground wind direction and ground wind speed of the wind blowing at the position of the aircraft 100 at the first moment.

[0222] Next, the estimation unit 520 of the control device 500 obtains the time information and the ground wind direction and wind speed information corresponding to the time information, where the time information represents the time that is later than and closest to the first moment among the one or more times indicated by the one or more time information corresponding to the airframe ID "100" in the flight position-related table. Thus, the estimation unit 520 specifies the next moment after the first moment and the ground wind direction and ground wind speed of the wind blowing at the position of the aircraft 100 at the next moment after the first moment.

[0223] After that, the estimation unit 520 of the control device 500 assumes that the wind with the same wind direction and wind speed as the wind blowing at the position of the aircraft 100 at the first moment also blows in the short-range airspace from the first moment to the next moment after the first moment. Therefore, in this embodiment, the estimation unit 520 estimates that the moving direction of the short-range airspace from the first moment to the next moment after the first moment is the same as the direction of the downwind of the wind blowing from this wind direction, and the moving speed of the short-range airspace is the same as this wind speed.

[0224] However, not limited thereto, the estimation unit 520 of the control device 500 may also estimate that the moving direction of the short-range airspace during the period from the first moment to the next moment of the first moment is a direction different from the direction toward the downwind of the wind blowing in the wind direction, based on the terrain in the downwind of the short-range airspace and the wind direction. In addition, the estimation unit 520 of the control device 500 may also estimate that the moving speed of the short-range airspace during the period from the first moment to the next moment of the first moment is a speed slower than the wind speed by a predetermined speed or a predetermined ratio.

[0225] Therefore, the estimation unit 520 of the control device 500 estimates the position of the short-range airspace at the next moment of the first moment based on the estimated position of the short-range airspace at the first moment, the wind direction relative to the ground, and the wind speed relative to the ground at the first moment.

[0226] After that, the estimation unit 520 of the control device 500 focuses on the next moment of the first moment and determines whether there is a next moment of the concerned moment. At this time, when it is determined that there is no next moment of the concerned moment, the position of the short-range airspace at the concerned moment is estimated to be the position of the current short-range airspace.

[0227] In contrast, when the estimation unit 520 of the control device 500 determines that there is a next moment of the concerned moment, it estimates the position of the short-range airspace at the next moment. After that, the estimation unit 520 focuses on the next moment and repeatedly executes the above process starting from the process of determining whether there is a next moment of the concerned moment.

[0228] In this way, after estimating the position of the current short-range airspace, the control device 500 executes the safety airspace setting process as shown in Figure 15 based on the position of the current short-range airspace (step S52).

[0229] After starting to execute the safety airspace setting process, the acquisition unit 510 of the control device 500 obtains, in the Figure 13 flight position related table, the position information, the image information included in the sensing information, and the sensing direction information corresponding to the time information indicating the first moment and the airframe ID "100" of the aircraft 100. Thereby, the acquisition unit 510 specifies the shooting position where the image sensor 131a of the aircraft 100 takes a picture at the first moment, the image obtained by the image sensor 131a through shooting, and the shooting direction of the image sensor 131a. In addition, the acquisition unit 510 obtains, in the flight position related table, the position information, the image information, and the sensing direction information corresponding to the time information indicating the next moment or the previous moment of the first moment and the airframe ID "100".

[0230] After that, the setting unit 530 of the control device 500 detects, for the two images respectively represented by the two pieces of image information, an image area corresponding to an obstacle and an image area corresponding to a person, for example, by performing template matching. Information representing a simulated obstacle and information representing a simulated person only need to be stored in advance in the information storage unit 590.

[0231] Next, the acquisition unit 510 of the control device 500 acquires, from the information storage unit 590, information representing the focal length of the image sensor 131a and information representing the size of the light receiving element included in the image sensor 131a. After that, the setting unit 530 detects the positions of the obstacle and the person based on the parallax of the image area corresponding to the obstacle in the two images, the parallax of the image area corresponding to the person, the shooting positions and shooting directions of the two images, the focal length, and the size of the light receiving element (step S71).

[0232] After that, the setting unit 530 of the control device 500 sets a safety airspace based on the detected position of the obstacle and the estimated position of the short-range airspace (step S72). Therefore, the setting unit 530 divides the current non-short-range airspace, which is a different airspace from the current short-range airspace, into a plurality of cubic airspaces with one side of a predetermined size, and specifies the positions of the plurality of non-short-range airspaces generated by the division. In the present embodiment, the predetermined size is "1" meter, but it is not limited thereto, and it may be greater than "1" meter or less than "1" meter. An appropriate value of the predetermined size can be determined by those skilled in the art through experiments.

[0233] After that, the setting unit 530 of the control device 500 specifies, based on the positions of the plurality of non-short-range airspaces and the position of the obstacle, an obstacle airspace where an obstacle exists in the plurality of non-short-range airspaces, and excludes the specified obstacle airspace from the plurality of non-short-range airspaces.

[0234] Next, the setting unit 530 of the control device 500 specifies, as an undecidable airspace where it is impossible to determine whether an obstacle exists based on the sensing information obtained at the first moment, an airspace that is a short-range airspace at the first moment among the plurality of non-short-range airspaces from which the obstacle airspace has been excluded. After that, the setting unit 530 excludes the undecidable airspace from the plurality of non-short-range airspaces from which the obstacle airspace has been excluded.

[0235] Next, the setting unit 530 of the control device 500 determines that there is no obstacle in the plurality of non-short-range airspaces from which the obstacle airspace and the undecidable airspace have been excluded. After that, the setting unit 530 sets the plurality of non-short-range airspaces from which the obstacle airspace and the undecidable airspace have been excluded as a safety airspace with a higher safety level than the short-range airspace. The safety airspace is set in this way because, compared with the short-range airspace in which an obstacle is determined to exist, the possibility that the aircraft 100 contacts an obstacle in the plurality of non-short-range airspaces from which the obstacle airspace and the undecidable airspace have been excluded is lower, and the aircraft 100 can fly more safely.

[0236] After that, the setting unit 530 of the control device 500 sets priorities for a plurality of safe airspaces based on the detected position of the person (step S73). Therefore, the setting unit 530 performs processing of focusing on one of the safe airspaces that has not been focused on among the plurality of safe airspaces. Next, the setting unit 530 counts the number of people located below the focused safe airspace, and then repeatedly executes the above processing starting from the processing of focusing on one of the safe airspaces that has not been focused on until there are no more unfocused safe airspaces. After that, the setting unit 530 sets priorities for the plurality of safe airspaces respectively, and the lower the counted number of people, the higher the priority. Setting priorities in this way is because the airspace over an area with fewer or no people is more suitable as the airspace for the aircraft 100 to fly compared to the airspace over an area with more people. The airspace over an area with fewer or no people is more suitable because, for example, when the aircraft 100 falls due to contact with an obstacle or a malfunction, etc., or in the case of an emergency landing, the possibility of the aircraft 100 coming into contact with people is lower or there is no possibility of contact.

[0237] After that, the setting unit 530 of the control device 500 is based on Figure 9 the position of the auxiliary point represented by a predetermined parameter in step S41, and the position of the current short-range airspace, and specifies the safe airspace in which there is a short-range airspace between the auxiliary point and the safe airspace in which there is no short-range airspace between the auxiliary point. When the aircraft 100 flies in the safe airspace in which there is a short-range airspace between the auxiliary point, the auxiliary person at the auxiliary point cannot visually recognize the aircraft 100, so the visual recognition result of the aircraft 100 cannot be conveyed to the staff of the operation control device 500, and the flight control is not assisted. Therefore, the setting unit 530 determines that the specified safe airspace is an unaided airspace where flight control is not performed.

[0238] Therefore, the setting unit 530 of the control device 500 performs processing of focusing on one of the safe airspaces that has not been focused on among the plurality of safe airspaces. Next, based on the position of the focused safe airspace and the position of the auxiliary point, the setting unit 530 calculates the equation of the line segment representing the position from the position of the auxiliary point to the position of the focused safe airspace. Next, based on the calculated equation and the position of the short-range airspace, the setting unit 530 determines whether a part or all of the line segment is included in the short-range airspace. At this time, when the setting unit 530 determines that a part or all of the line segment is included in the short-range airspace, it determines that the focused safe airspace is an unaided airspace where there is a short-range airspace between the auxiliary point. In contrast, when the setting unit 530 determines that the line segment is not included in the short-range airspace at all, it determines that the focused safe airspace is an airspace where there is no short-range airspace between the auxiliary point. After that, the setting unit 530 repeatedly executes the above processing starting from the processing of focusing on one of the safe airspaces that has not been focused on until there are no more unfocused safe airspaces.

[0239] Similarly, the setting unit 530 of the control device 500 specifies a safe airspace with an obstacle between it and the auxiliary point, and a safe airspace without a short-range airspace and an obstacle between it and the auxiliary point, based on the position of the safe airspace where there is no short-range airspace between it and the auxiliary point, the position of the auxiliary point, and the position of the detected obstacle. Next, the setting unit 530 determines that the safe airspace with an obstacle between it and the auxiliary point is an unaided airspace, and the safe airspace without a short-range airspace and an obstacle between it and the auxiliary point is an aided airspace for flight control assistance.

[0240] After that, when there are multiple safe airspaces with the same priority set based on the position of a person, the setting unit 530 of the control device 500 re-sets the priority order in such a way that the priority order of the aided airspace is higher than that of the unaided airspace among these multiple safe airspaces (step S74).

[0241] Next, the control unit 540 of the control device 500 stores the information indicating the priority order set for the safe airspace in correspondence with the position information indicating the minimum and maximum values of the latitude, longitude, and GPS altitude of the points included in the safe airspace in Figure 11 the safe airspace table, and then ends the execution of the safe airspace setting process (step S75).

[0242] In Figure 9 step S52, after executing the safe airspace setting process, the acquisition unit 510 of the control device 500 determines whether an abnormality report indicating that an abnormal condition is satisfied is received from the aircraft 100 (step S53). At this time, the acquisition unit 510 attempts to acquire the abnormality report from the data communication circuit 504a, and if the abnormality report is acquired, it determines that the abnormality report has been received (step S53; Yes). Next, the control device 500 executes Figure 16 the determination process of whether flight can continue as shown, and determines whether the aircraft 100 can continue to fly along the short-range path (step S54).

[0243] After starting the execution of the determination process of whether flight can continue, the acquisition unit 510 of the control device 500 acquires the sensor ID from the report, and this sensor ID is used to identify the second sensor 132 that output the information satisfying the abnormal condition (step S81).

[0244] Next, the control unit 540 of the control device 500 determines whether the acquired sensor ID includes the sensor ID of the altitude sensor 132a. At this time, when the control unit 540 determines that the sensor ID of the altitude sensor 132a is included, it determines that the altitude information output from the altitude sensor 132a satisfies the abnormal condition of the altitude sensor 132a (step S82; Yes). Therefore, the control unit 540 determines that the difference between the altitude relative to the ground represented by the altitude information and the actual altitude relative to the ground of the aircraft 100 is larger than the error of the altitude sensor 132a.

[0245] Next, after the control unit 540 of the control device 500 determines that the aircraft 100 cannot continue to fly along the short-range path through the short-range airspace regardless of whether the sensor ID of the LiDAR sensor 132b is included (step S83), it ends the execution of the continue flight determination process.

[0246] This determination is made because if the difference between the altitude relative to the ground represented by the altitude information and the actual altitude relative to the ground is larger than the error, the aircraft 100 cannot continue to fly along the short-range path in the flight permission airspace where the altitude range relative to the ground is specified by law.

[0247] In step S82, when the control unit 540 of the control device 500 determines that the sensor ID of the altitude sensor 132a is not included, it determines that the abnormal condition of the altitude sensor 132a is not satisfied (step S82; No). Therefore, the control unit 540 determines that the coordinate information output from the LiDAR sensor 132b satisfies the abnormal condition of the LiDAR sensor 132b. Therefore, the control unit 540 determines that it is impossible to detect obstacles based on the coordinate information output from the LiDAR sensor 132b.

[0248] Next, the control unit 540 of the control device 500 Figure 9 divides the current short-range airspace where the position was estimated in step S51 of

[0249] into a plurality of cubic airspaces with a predetermined size on each side, and specifies the positions of the plurality of short-range airspaces generated by the division. After that, the control unit 540 specifies the positions of one or more airspaces (hereinafter referred to as short-range airspaces passed through) through which the flight path passes in the plurality of short-range airspaces based on the positions of the plurality of arrival points represented by the path information and the positions of the plurality of short-range airspaces (step S84).

[0249] Next, the acquisition unit 510 of the control device 500 Figure 12In the confirmation result table, one or more confirmation result information corresponding to position information respectively indicating the positions of one or more through the short-range airspace are obtained (step S85). After that, the control unit 540 of the control device 500 determines whether all of the one or more confirmation result information represent non-existence confirmation information indicating that no obstacle has been confirmed (step S86). At this time, when the control unit 540 determines that all of the one or more obtained confirmation result information are non-existence confirmation information (step S86; yes), it is determined that the flight of the aircraft 100 on the short-range path through the short-range airspace can continue even if an obstacle cannot be detected based on the coordinate information output from the LiDAR sensor 132b (step S87), and thus the determination process of whether the flight can continue is ended.

[0250] In step S85, when the control unit 540 of the control device 500 determines that one or more of the one or more obtained confirmation result information are not non-existence information (step S86; no), it determines that one or more of the multiple confirmation result information are existence confirmation information indicating that an obstacle has been confirmed to exist, or unconfirmed information indicating that it is not confirmed whether an obstacle exists or not. Then, the control unit 540 determines that since an obstacle cannot be detected based on the coordinate information output from the LiDAR sensor 132b, it is determined that the flight on the short-range path through the airspace where an obstacle has been confirmed to exist or where it is not confirmed whether an obstacle exists or not cannot continue (step S83). After that, the control unit 540 ends the execution of the determination process of whether the flight can continue.

[0251] In the determination process of whether the flight can continue, when it is determined that the flight can continue along the short-range path ( Figure 9 step S55; yes) of, the control device 500 repeatedly executes the above process from step S51. In contrast, when it is determined that the flight cannot continue along the short-range path (step S55; no), the control device 500 executes the airspace movement control process as shown in Figure 17 to move the aircraft 100 to a safe airspace (step S56).

[0252] After starting to execute the airspace movement control process, the acquisition unit 510 of the control device 500 acquires the third position information indicating the third point P3 determined to satisfy the third abnormal condition from the abnormality report (step S91). Then, the acquisition unit 510 acquires from Figure 11 the safe airspace table, a plurality of information: the position information of the safe airspace indicating the minimum GPS altitude below the GPS altitude of the third point P3 represented by the acquired third position information and the maximum GPS altitude above the GPS altitude of the third point P3; and the information indicating the priority order corresponding to this position information. Thus, the acquisition unit 510 specifies a plurality of safe airspaces where the aircraft 100 can move in a state where the change of the GPS altitude is restricted.

[0253] Next, the control unit 540 of the control device 500 selects a predetermined number of safe airspaces from the multiple identified safe airspaces in ascending order of the distance from the third point P3. In this embodiment, the distance between the position of the aircraft 100 and the safe airspace means the distance between the position of the aircraft 100 and the center point of the safe airspace, but it is not limited thereto.

[0254] After that, the control unit 540 of the control device 500 selects one safe airspace from the selected multiple safe airspaces based on the priority order (step S92). In this embodiment, the control unit 540 selects the safe airspace with the highest priority order, but it is not limited thereto. It can select the safe airspace with the Nth (where N is a natural number of 2 or more) highest priority order, or can select one safe airspace based on a software random number.

[0255] Next, the control unit 540 of the control device 500 sets an alternative path from the position of the aircraft 100 through the selected safe airspace to the movement destination by performing the same processing as step S42 of Figure 9 (step S93). Next, the control unit 540 targets the aircraft 100 and outputs a path change command including path information indicating the alternative path and commanding the flight path to be changed to the alternative path indicated by the path information, and a height change restriction that restricts height change during flight in the short-range airspace to the data communication circuit 504a (step S94). In this way, the control unit 540 does not perform height change control to change the height of the aircraft 100, but performs the first control to move the aircraft 100 to the safe airspace at the GPS height of the aircraft 100.

[0256] This first control is performed because, when the height sensor 132a satisfies the abnormal condition, when performing height change control on the aircraft 100, the possibility that the aircraft 100 leaves the flight permission airspace and enters the flight prohibited airspace is higher than when the abnormal condition is not satisfied.

[0257] In this embodiment, the following situation is described as a specific example, that is, Figure 6 after the aircraft 100 outputs an abnormal report in step S34 until Figure 17During the first control period in step S94 to move the aircraft 100 to a safe airspace, the aircraft 100 continues to fly in the short-range airspace. Therefore, after the aircraft 100 that has received the path change command and altitude change limit changes its flight path to an alternative path, it restricts altitude change and flies along the alternative path until it is determined to have left the short-range airspace. Therefore, the aircraft 100 maintains the number of revolutions per unit time of the propellers 111 to 114 unchanged until it leaves the short-range airspace. Then, after it is determined that the aircraft has left the short-range airspace, since the abnormal condition of the altitude sensor 132a is no longer satisfied, it is determined that altitude change does not need to be restricted. After that, the aircraft 100 flies through the safe airspace to the destination while changing altitude as needed along the alternative path.

[0258] However, not limited to this, the aircraft 100 can also execute the first control period after outputting an abnormal report and leave the short-range airspace. In this case, after the aircraft 100 that has received the path change command and altitude change limit changes its flight path to an alternative path, it is determined that altitude change does not need to be restricted, and it flies through the safe airspace to the destination while changing altitude as needed along the alternative path.

[0259] Next, the control unit 540 of the control device 500 determines whether the abnormal condition of the altitude sensor 132a is satisfied (step S95) by performing the same processing as Figure 16 step S82. At this time, when it is determined that the abnormal condition of the altitude sensor 132a is satisfied (step S95; Yes), the acquisition unit 510 of the control device 500 determines whether an out-of-area report indicating that the aircraft 100 has left the short-range airspace is received from the aircraft 100 flying along the alternative path according to the path change command (step S96). At this time, the acquisition unit 510 performs a process of attempting to acquire the out-of-area report from the data communication circuit 504a, and when the out-of-area report is not acquired, it is determined that the out-of-area report has not been received (step S96; No). After that, after the acquisition unit 510 sleeps for a predetermined time, the process of step S96 is repeated.

[0260] On the contrary, after the acquisition unit 510 of the control device 500 acquires the out-of-area report, it is determined that the out-of-area report has been received (step S96; Yes), and the execution of the airspace movement control process ends.

[0261] In step S95, when the control unit 540 of the control device 500 determines that the abnormal condition of the altitude sensor 132a is not satisfied (step S95; No), it determines that the abnormal condition of the LiDAR sensor 132b is satisfied. Next, the acquisition unit 510 determines whether an out-of-area report is received (step S97) by performing the same processing as in step S96. At this time, when the acquisition unit 510 receives the out-of-area report (step S97; Yes), the execution of the airspace movement control process ends.

[0262] On the contrary, when the acquisition unit 510 of the control device 500 determines that the out-of-region report has not been received (step S97; No), among the time information respectively stored in the multiple records stored in the Figure 13 flight position-related table, the position information corresponding to the time information indicating the latest time and the airframe ID "100" of the aircraft 100 is acquired (hereinafter, referred to as the latest position information) (step S98).

[0263] After that, the control unit 540 of the control device 500 calculates the distance that the aircraft 100 has moved after starting the first control in step S94. Therefore, the control unit 540 calculates the distance between the third point P3 represented by the third position information and the position of the aircraft 100 represented by the latest position information (step S99).

[0264] Next, the acquisition unit 510 of the control device 500 acquires information indicating a predetermined moving distance from the information storage unit 590. In this embodiment, the predetermined moving distance is "100" meters, but it is not limited thereto, and it may be longer than "100" meters or shorter than "100" meters. An appropriate value of the predetermined moving distance can be determined by those skilled in the art through experiments.

[0265] Next, the control unit 540 of the control device 500 determines whether the calculated distance is equal to or greater than the predetermined moving distance (step S100). At this time, when the control unit 540 determines that the calculated distance is less than the predetermined moving distance (step S100; No), the above-described process is repeatedly executed from step S97.

[0266] On the contrary, when it is determined that the calculated distance is equal to or greater than the predetermined moving distance (step S100; Yes), the control unit 540 of the control device 500 acquires a plurality of pieces of information: the position information of the safety airspace indicating the minimum GPS altitude higher than the GPS altitude of the aircraft 100 represented by the latest position information; and information indicating the priority order corresponding to the position information. Thus, the acquisition unit 510 specifies a plurality of safety airspaces located above the aircraft 100.

[0267] Next, the control unit 540 of the control device 500 selects a predetermined number of safety airspaces from the specified plurality of safety airspaces in ascending order of the distance from the position of the aircraft 100 represented by the latest position information. After that, the control unit 540 selects one safety airspace from the selected plurality of safety airspaces based on the priority order (step S101). In this embodiment, the control unit 540 selects the safety airspace with the highest priority order, but it may also select the safety airspace with the Nth (where N is a natural number of 2 or more) highest priority order, or may select one safety airspace based on a software random number.

[0268] Next, the control unit 540 of the control device 500 sets an alternative path from the position of the aircraft 100 through the safe airspace above the selected aircraft 100 to the movement destination by performing the same processing as in step S93 (step S102). After that, the control unit 540 targets the aircraft 100 and outputs a path change command including path information indicating the set alternative path and commanding the flight path to be changed to the alternative path indicated by the path information, and a height change permission permitting height change, to the data communication circuit 504a (step S103). In this way, the control unit 540 performs height change control to change the height of the aircraft 100 and also performs second control to move the aircraft 100 to the safe airspace above the aircraft 100.

[0269] After the aircraft 100 that has received the path change command output in step S103 changes the flight path to the alternative path, before determining to leave the short-range airspace, it changes the height and flies along the alternative path. Therefore, the aircraft 100 changes the number of revolutions per unit time of the propellers 111 to 114.

[0270] Next, the acquisition unit 510 of the control device 500 determines whether an out-of-area report has been received by performing the same processing as in step S96 (step S104). At this time, when the acquisition unit 510 determines that the out-of-area report has not been received (step S104; No), the processing of step S104 is repeatedly executed. In contrast, when the acquisition unit 510 of the control device 500 determines that the out-of-area report has been received (step S104; Yes), the execution of the airspace movement control process is ended.

[0271] The control device 500 Figure 9 After executing the airspace movement control process in step S56 of, repeatedly executes the above processing from step S44.

[0272] In step S53, when the acquisition unit 510 of the control device 500 determines that the abnormality report has not been received (step S53; No), by performing the same processing as in Figure 17 step S96 of, determines whether an out-of-area report has been received (step S57). At this time, when the acquisition unit 510 determines that the out-of-area report has been received (step S57; Yes), repeatedly executes the above processing from step S44.

[0273] In contrast, when the acquisition unit 510 of the control device 500 determines that the out-of-area report has not been received (step S57; No), by performing the same processing as in step S45, determines whether an arrival report has been received (step S58). At this time, when the acquisition unit 510 determines that the arrival report has not been received (step S58; No), repeatedly executes the above processing from step S51.

[0274] In step S45, S48 or S58, when the acquisition unit 510 of the control device 500 determines that an arrival report has been received (step S45, S48 or S58; YES), it ends the execution of the flight control process.

[0275] In this embodiment, it is described that a worker of a carrier stores an item in the aircraft 100, but it is not limited thereto, and the worker may also store the item in the aircraft 200. In this case, the worker only needs to operate the input device 505c of the control device 500 to input the address of the transfer destination of the item and the airframe ID "200" of the aircraft 200. In addition, as long as the CPU 501 of the control device 500 executes Figure 9 the flight control process shown. It is only necessary to fly the aircraft 200 to the transfer destination. In addition, in this case, the CPU 501 executes an information saving process (not shown) in parallel with the flight control process, and saves the airframe ID "200" of the aircraft 200 and the information related to the flight position of the aircraft 200 in Figure 13 the flight position related table.

[0276] When a predetermined time arrives, the CPU 501 of the control device 500 executes an airspace confirmation process (not shown) based on Figure 13 the information related to the flight position stored in the flight position related table to confirm whether there are obstacles in a predetermined cubic airspace.

[0277] After starting to execute the airspace confirmation process (not shown), the acquisition unit 510 of the control device 500 executes a process of determining whether there is an unobserved record among the multiple records stored in Figure 12 the confirmation result table. At this time, when the acquisition unit 510 determines that there is an unobserved record, it pays attention to one of the unobserved records. After that, the acquisition unit 510 acquires the position information indicating the position of the cubic airspace (hereinafter referred to as the concerned airspace) stored in the concerned record (hereinafter referred to as the concerned record).

[0278] After that, the acquisition unit 510 of the control device 500 is in Figure 13Among the multiple records stored in the flight position-related table, one or more records that store position information indicating positions included in the area of interest are specified. At this time, if no record is specified, or only one record is specified, the acquisition unit 510 has no image information obtained in the area of interest, or there is only one such image information. Therefore, it is determined that the position of the obstacle cannot be detected based on the image information. Accordingly, the acquisition unit 510 determines that it is impossible to confirm whether there is an obstacle in the area of interest. Then, the acquisition unit 510 updates the confirmation result information stored in the attention record to unconfirmed information indicating that it is not confirmed whether there is an obstacle in the area of interest. After that, the acquisition unit 510 repeatedly executes the above process starting from the process of determining whether there is an un-attentioned record.

[0279] In contrast, when n records are specified (where n is an integer of 2 or more), the acquisition unit 510 of the control device 500 acquires the image information respectively stored in the n specified records. In this way, the acquisition unit 510 acquires two or more pieces of image information obtained by the aircraft 100 or 200 at positions included in the area of interest. The reason for specifying two or more pieces of image information of the aircraft 100 or 200 is that the configuration of the image sensor 131a of the aircraft 100 is the same as that of the image sensor (not shown) of the aircraft 200. That is, the reason is that as long as any one of two pieces of image information of the aircraft 100, two pieces of image information of the aircraft 200, one piece of image information of the aircraft 100, and one piece of image information of the aircraft 200 is specified, the position of the obstacle can be detected based on the parallax of the images respectively represented by the specified image information. However, this is not limited thereto, and two or more pieces of image information of only the aircraft 100 may be specified, or two or more pieces of image information of only the aircraft 200 may be specified.

[0280] Next, the control unit 540 of the control device 500 generates n×(n−1) sets of combinations of two pieces of different image information based on the n pieces of acquired image information. Then, the control unit 540 attempts to detect an image area corresponding to the obstacle from the images respectively represented by the two pieces of image information for each of the n×(n−1) sets of combinations.

[0281] At this time, when an image area corresponding to one or more obstacles is detected based on any one or more of the n×(n−1) sets of combinations, the control unit 540 of the control device 500, based on the parallax of each of the detected one or more image areas, by executing Figure 15The same processing as step S71 is performed to detect the positions of one or more obstacles. Then, the control unit 540 of the control device 500 determines whether the positions of the one or more detected obstacles are included in the target airspace. At this time, when the control unit 540 determines that the position of any one or more of the one or more obstacles is included in the target airspace, it is determined that an obstacle has been confirmed to exist in the target airspace. After that, the control unit 540 updates the confirmation result information stored in the target record to the existence confirmation information indicating that an obstacle has been confirmed to exist in the target airspace. After that, the control device 500 repeats the above processing starting from the process of determining Figure 12 whether there is an unmonitored record in the confirmation result table.

[0282] On the contrary, in the case where an image area corresponding to an obstacle is not detected from any of the n×(n−1) combinations, or in the case where it is determined that the positions of the one or more obstacles are not included in the target airspace at all, the control unit 540 of the control device 500 determines that no obstacle has been confirmed to exist in the target airspace. Then, the control unit 540 updates the confirmation result information stored in the target record to the non-existence confirmation information indicating that no obstacle has been confirmed to exist in the target airspace. After that, the control device 500 repeats the above processing starting from the process of determining whether there is an unmonitored record.

[0283] After that, when the acquisition unit 510 of the control device 500 determines Figure 12 that there is no unmonitored record in the confirmation result table, it ends the execution of the airspace confirmation process.

[0284] The terminal device 900 is a smart phone and includes a CPU 901, a RAM 902, a ROM 903a, a flash memory 903b, a data communication circuit 904a, a video card 905a, a display device 905b, an input device 905c, a position sensor 906, a speaker 909a, and a microphone 909b as hardware as Figure 18 shown. In this embodiment, the terminal device 900 includes one CPU 901, but may also include multiple CPUs. In addition, the terminal device 900 may also include multiple RAMs and flash memories.

[0285] The configurations and functions of the CPU 901, the RAM 902, the ROM 903a, the flash memory 903b, the data communication circuit 904a, the video card 905a, the display device 905b, the input device 905c, and the position sensor 906 included in the terminal device 900 are the same as Figure 3The configurations and functions of the CPU 191, RAM 192, ROM 193a, flash memory 193b, data communication circuit 194a, video card 195a, display device 195b, input device 195c, and position sensor 196 included in the aircraft 100 are the same. Additionally, the configurations and functions of the speaker 909a and microphone 909b included in the terminal device 900 are the same as those of Figure 8 the speaker 509a and microphone 509b included in the control device 500 shown.

[0286] An assistant carrying the terminal device 900 operates the input device 905c of the terminal device 900 to execute a voice communication application program pre-stored in the flash memory 903b of the terminal device 900. After that, when the assistant visually recognizes the aircraft 100, the recognition result is orally stated at a predetermined time or a random time.

[0287] When the input device 905c of the terminal device 900 outputs a signal corresponding to this operation, the CPU 901 of the terminal device 900 starts executing the voice communication application program. Then, based on the signal output from the microphone 909b, the CPU 901 performs processing to generate voice information representing the voice of the assistant, and outputs the generated voice information to the data communication circuit 904a targeting the control device 500. After that, the CPU 901 obtains the voice information transmitted from the control device 500 from the data communication circuit 904a, and outputs a signal representing the voice of the staff who operates the control device 500 based on the obtained voice information to the speaker 909a. After that, the CPU 901 repeatedly executes the above processing starting from the processing of generating voice information.

[0288] According to the above configuration, the control system 1 includes an acquisition unit 510 that acquires position information indicating the position of a first point P1 in a short visual range airspace where the visual range detected by the aircraft 100 flying along a predetermined flight path is shorter than a predetermined first visual range distance, and position information indicating the position of a second point P2 determined to have entered the short visual range airspace. In addition, the control system 1 includes an estimation unit 520 that estimates the size of the short visual range airspace based on the position of the first point P1, the position of the second point P2, and the sensing information obtained by sensing at the first point P1 by the first sensor 131 mounted on the aircraft 100. Further, the control system 1 includes a setting unit 530 that sets a safety airspace with a higher safety level than the short visual range airspace based on the estimated size of the short visual range airspace and the sensing information obtained at the first point P1. Furthermore, the control system 1 includes a control unit 540 that, when it is determined based on the information output from the second sensor 132 mounted on the aircraft 100 and different from the first sensor 131 that it is impossible to continue flying along the short visual range path passing through the short visual range airspace, performs control to move the aircraft 100 to the set safety airspace. Therefore, even when it is determined based on the information output from the second sensor 132 that it is impossible to continue flying along the short visual range path passing through the short visual range airspace, the control system 1 can move the aircraft 100 to a safety airspace with a higher safety level than the short visual range airspace.

[0289] In addition, according to the above configuration, the first sensor 131 mounted on the aircraft 100 includes an image sensor 131a that outputs image information representing an image obtained by optically sensing a space. In addition, the sensing information includes the image information output by the image sensor 131a. Furthermore, the aircraft 100 detects a short-range airspace based on the sensing information output from the image sensor 131a, and determines that the aircraft 100 has entered the short-range airspace based on the sensing information output from the image sensor 131a. Furthermore, the estimation unit 520 specifies, based on the sensing information that is the basis for detecting the short-range airspace, the direction from the first point P1 at which the short-range airspace is detected, toward the boundary between the short-range airspace and a non-short-range airspace different from the short-range airspace. Still further, the estimation unit 520 estimates the distance of the aircraft 100 from the short-range airspace at the first time when the sensing information that is the basis for detecting the short-range airspace is obtained, based on the position of the first point P1 at which the short-range airspace is detected and the position of the second point P2 at which it is determined that the aircraft 100 has entered the short-range airspace. In addition, the estimation unit 520 estimates the size of the short-range airspace based on the estimated distance and the direction from the first point P1 toward the boundary of the short-range airspace. Therefore, for example, the control system 1 may not be able to extract feature points from the short-range image region corresponding to the short-range airspace because the color of the short-range airspace is the same; or may not be able to estimate the size of the short-range airspace based on parallax because it is difficult to extract; or even if it is difficult to estimate, it may be possible to accurately estimate the size of the short-range airspace.

[0290] Furthermore, according to the above configuration, the first sensor 131 mounted on the aircraft 100 further includes a wind direction and wind speed sensor 131b that senses the wind direction and wind speed and outputs wind direction and wind speed information representing the sensed wind direction and wind speed. In addition, the sensing information further includes the wind direction and wind speed information output by the wind direction and wind speed sensor 131b. Furthermore, the estimation unit 520 estimates the horizontal distance L1 of the aircraft 100 from the short-range airspace at the first time based on the wind direction and wind speed represented by the sensing information output from the wind direction and wind speed sensor 131b, and estimates the size of the short-range airspace based on the estimated horizontal distance L1. Therefore, even after the aircraft 100 detects the short-range airspace and the position of the short-range airspace changes due to the wind, the control system 1 can accurately estimate the size of the short-range airspace.

[0291] In addition, according to the above configuration, the estimation unit 520 estimates the position of the short-range airspace at the first time based on the position of the first point P1 and the estimated size of the short-range airspace, estimates the moving direction and moving speed of the short-range airspace based on the wind direction and wind speed, and estimates the position of the short-range airspace after the first time based on the estimated moving direction and moving speed. Therefore, even if the position of the short-range airspace changes due to the wind, the control system 1 can estimate the position of the changed short-range airspace.

[0292] Furthermore, according to the above configuration, the second sensor 132 mounted on the aircraft 100 further includes an altitude sensor 132a, which outputs information representing the altitude of the aircraft 100 from the ground plane obtained by optical sensing. When the altitude information output from the altitude sensor 132a satisfies the first abnormal condition preset for the altitude sensor 132a, the control unit 540 determines that it is impossible to continue flying along the short-range path, and controls the aircraft 100 to move to the set safe airspace. In addition, according to the above configuration, when the altitude information output from the altitude sensor 132a satisfies the first abnormal condition preset for the altitude sensor 132a, the control unit 540 does not perform altitude change control to change the altitude of the aircraft 100, but performs the first control to move the aircraft 100 to the safe airspace at the altitude of the aircraft 100. Therefore, the control system 1 can prevent the aircraft 100 from leaving the flight permission airspace preset based on the altitude from the ground plane and entering the flight prohibited airspace.

[0293] In addition, according to the above configuration, the second sensor 132 mounted on the aircraft 100 further includes a LiDAR sensor 132b that outputs coordinate information, which represents the coordinate values obtained by optically sensing the space and the coordinate values of obstacles that may interfere with the flight of the aircraft 100. In addition, when the coordinate information output from the LiDAR sensor 132b satisfies the second abnormal condition preset for the LiDAR sensor 132b, the acquisition unit 510 obtains the confirmation result information corresponding to the position information indicating the position of the short-range airspace passed by the flight path from the confirmation result table in the information storage unit 590. In the confirmation result table, the position information indicating the position of the predetermined cubic airspace and the confirmation result information indicating the confirmation result of the obstacles in the cubic airspace are stored in a pre-established corresponding manner. In addition, the confirmation result information includes: an existence confirmation message, indicating that an obstacle has been confirmed to exist in the predetermined cubic airspace; a non-existence confirmation message, indicating that no obstacle has been confirmed to exist in the cubic airspace; and an unconfirmed message, indicating that it has not been confirmed whether an obstacle exists or does not exist in the cubic airspace. When the confirmation result information obtained in the second case is an existence confirmation message or an unconfirmed message, the control unit 540 determines that it is impossible to continue flying along the short-range path, and controls the aircraft 100 to move to the set safe airspace. Therefore, the control system 1 can prevent the aircraft 100 from contacting obstacles.

[0294] Furthermore, according to the above configuration, in the second case, when the obtained confirmation result information indicates the absence of confirmation information, the control unit 540 of the control device 500 determines that flight along the short-range path can continue, and controls the aircraft 100 to continue flying along the short-range path. Therefore, even in the second case where the abnormal condition of the LiDAR sensor 132b of the aircraft 100 is satisfied, the control system 1 can suppress contact between the aircraft 100 and obstacles while enabling the aircraft 100 to continue flying along the short-range path. In addition, when the aircraft 100 is carrying an item, the control system 1 can improve the item handling efficiency. In this embodiment, the item handling efficiency is represented by the number of items carried by the aircraft 100 per unit time, but it is not limited thereto, and it may also be represented by the number of items carried by the aircraft 100 per unit flight time or the number of items carried by the aircraft 100 per unit flight distance.

[0295] In addition, the control unit 540 of the control device 500 confirms whether there is an obstacle in a predetermined cubic airspace based on the image information obtained during the flight of the aircraft 100 or 200, and updates the confirmation result information corresponding to the cubic airspace based on the confirmation result. Therefore, as long as it is an airspace that the aircraft 100 has flown through, even in the second case where the abnormal condition of the LiDAR sensor 132b of the aircraft 100 is satisfied, the control system 1 can suppress contact between the aircraft 100 and obstacles while enabling the aircraft 100 to continue flying along the short-range path. In addition, even in an airspace that the aircraft 100 has not flown through, as long as the aircraft 200 has flown through it, in the second case, the control system 1 can still suppress contact with obstacles while continuing to fly.

[0296] According to the above configuration, in the second case where the coordinate information output from the LiDAR sensor 132b satisfies the abnormal condition preset for the LiDAR sensor 132b and it is determined that flight along the short-range path cannot continue, the control unit 540 of the control device 500 does not perform altitude change control, but performs the first control to move the aircraft 100 to a safe airspace at the altitude of the aircraft 100. In addition, when the aircraft 100 moves a predetermined moving distance after the start of the first control before leaving the short-range airspace, the control unit 540 performs altitude change control and performs the second control to move the aircraft 100 to a safe airspace above the aircraft 100. Here, the fog that shortens the visual range usually appears in a larger range in the horizontal direction than in the vertical direction. Therefore, by moving the aircraft 100 to a safe airspace above the aircraft 100, the control system 1 can move the aircraft 100 to the safe airspace with a shorter moving distance compared to the case where the aircraft 100 is moved to the safe airspace without performing altitude change control at all.

[0297] According to the above configuration, the setting unit 530 of the control device 500 detects the position of an obstacle that may obstruct the flight of the aircraft 100 based on the sensing information output from the image sensor 131a, and sets one or more non-myopic airspaces as safe airspaces based on the detected position of the obstacle. Therefore, the control system 1 can prevent the aircraft 100 from coming into contact with the obstacle.

[0298] According to the above configuration, the setting unit 530 of the control device 500 detects the position of a person based on the sensing information output from the image sensor 131a, and sets priorities for one or more safe airspaces respectively based on the detected position of the person. In addition, the control unit 540 performs control such that, based on the set priorities, the aircraft 100 moves to an airspace selected from one or more safe airspaces. Therefore, the control system 1 can prevent the aircraft 100 from coming into contact with the person.

[0299] According to the above configuration, the acquisition unit 510 of the control device 500 acquires position information indicating the position of a predetermined auxiliary point, and the setting unit 530 sets a higher priority for a safe airspace in which there is no myopic airspace between the safe airspace and the auxiliary point indicated by the acquired position information than for a safe airspace in which there is a myopic airspace between the safe airspace and the auxiliary point. Therefore, the control system 1 can cause the aircraft 100 to preferentially move in an airspace that can be visually recognized from a predetermined auxiliary point.

[0300] <Example Variation 1>

[0301] It has been described that the control unit 540 of the control device 500 in the embodiment performs the second control when the aircraft 100 has moved a predetermined moving distance after starting the first control. However, this is not limited thereto, and the control unit 540 in this variation example may also perform the second control when a predetermined time has elapsed after starting the first control.

[0302] Therefore, when the control unit 540 of the control device 500 in this variation example performs the first control by executing Figure 17 the process of step S94, the acquisition unit 510 acquires, for example, the system time from the OS as the start time of the first control. Next, after the acquisition unit 510 has executed the process of step S95 (step S95), when it is determined that an out-of-domain report has not been received (step S97; NO), the acquisition unit 510 acquires the system time again. After that, the control unit 540 calculates the elapsed time after starting the first control by subtracting the start time of the first control from the system time acquired again.

[0303] Next, the acquisition unit 510 of the control device 500 acquires information indicating a predetermined time from the information storage unit 590. In the variation example, the predetermined time is "10" minutes, but this is not limited thereto, and it may be longer than "10" minutes or shorter than "10" minutes. An appropriate value for the predetermined time can be determined by those skilled in the art through experiments.

[0304] Next, the control unit 540 of the control device 500 determines whether the calculated elapsed time is equal to or greater than a predetermined time. At this time, when the control unit 540 determines that the calculated elapsed time is less than the predetermined time, the above-described process is repeatedly executed from step S97. In contrast, when the control device 500 determines that the calculated elapsed time is equal to or greater than the predetermined time, the second control is performed by executing the processes of steps S101 to S104.

[0305] <Example Variation 2>

[0306] It has been described that the setting unit 530 of the control device 500 of the embodiment Figure 15 in step S71, based on the sensing information output from the image sensor 131a, detects the position of a person, and in step S73, based on the detected position of the person, sets priorities for a plurality of safe airspaces respectively.

[0307] However, not limited thereto, the setting unit 530 of the control device 500 may also, in step S71, based on the sensing information output from the image sensor 131a, detect the position of a house, and in step S73, based on the detected position of the house, set priorities for a plurality of safe airspaces respectively.

[0308] In addition, not limited thereto, the setting unit 530 of the control device 500 may also, in step S71, based on the sensing information, detect the positions of a person and a house, and in step S73, based on the positions of the person and the house, set priorities for a plurality of safe airspaces respectively.

[0309] <Example Variation 3>

[0310] In the embodiment, it has been described that the aircraft 100 detects a short-range airspace where fog has occurred. However, not limited thereto. The aircraft 100 of this variation example detects, for example, a short-range airspace where smoke generated by slash-and-burn or wildfire is floating.

[0311] The CPU 191 of the aircraft 100 of this variation example Figure 6 in step S25, attempts to detect gray pixels based on pixel values from the image represented by the sensing information. The appropriate ranges of the R value range, G value range, and B value range of the gray pixels corresponding to the short-range airspace where smoke is floating can be determined by those skilled in the art through experiments.

[0312] At this time, after detecting the gray pixels, the CPU 191 of the aircraft 100 calculates the ratio of the number of gray pixels to the number of pixels in the image represented by the sensing information, and when the calculated ratio is equal to or greater than a predetermined gray ratio, determines that the aircraft 100 is flying in the short-range airspace (step S25; YES).

[0313] In contrast, in the case where gray pixels are not detected, or in the case where the ratio of the number of gray pixels is less than a predetermined gray ratio, the CPU 191 of the aircraft 100 determines that the aircraft 100 is not flying in the short-range airspace but in the non-short-range airspace (step S25; No).

[0314] In addition, in step S27, when the CPU 191 of the aircraft 100 detects gray pixels and there is a gray image area in the image represented by the sensing information that has more gray pixels than a predetermined number and is continuous, the CPU 191 detects this gray image area as a short-range image area corresponding to the short-range airspace where smoke is floating. Then, the CPU 191 determines that a short-range airspace is detected from the airspace in the forward direction of the aircraft 100 (step S27; Yes). In contrast, when the CPU 191 does not detect gray pixels or there is no gray image area, it determines that no short-range airspace is detected (step S27; No).

[0315] The aircraft 100 of this modification example is described as detecting, for example, a short-range airspace where gray smoke generated by slash-and-burn or wildfire is floating, but is not limited thereto. The aircraft 100 can also detect a short-range airspace where black smoke or soot is floating. In addition, the aircraft 100 can also detect, for example, a short-range airspace where smoke of a pre-specified color is discharged from a factory, or from a smoke grenade or a smoke device.

[0316] In addition, the aircraft 100 can also detect a short-range airspace where dust or sand is generated by detecting, for example, brown pixels from the image represented by the sensing information. Furthermore, the aircraft 100 can also detect, for example, a short-range airspace where gray volcanic smoke or volcanic ash generated by a volcanic eruption is floating.

[0317] In addition, in the embodiment, the aircraft 100 is described as detecting a short-range airspace where fog is generated, but is not limited thereto, and can also detect a short-range airspace where haze is generated. In addition, the aircraft 100 can also detect a short-range airspace where precipitation is generated, including airspaces where it is raining, snowing, sleeting, hailing, or freezing rain, or airspaces where fall streaks are generated. Furthermore, the aircraft 100 can also detect a short-range airspace where ground blizzard is generated.

[0318] Furthermore, in the embodiment, the airspace where fog is generated is described as a space where water droplets are floating, but is not limited thereto, and can also be a space where ice droplets are floating.

[0319] <Example Variation 4>

[0320] In the embodiment, it is described that the no-fly airspace is an airspace where the flight of the aircraft 100 is prohibited in advance according to the law, and is an airspace where the ground height range is specified in advance according to the law. In addition, it is described that the flyable airspace is an airspace where the flight of the aircraft 100 is permitted in advance according to the law, and is an airspace where the ground height range is specified in advance according to the law. However, it is not limited to this.

[0321] The no-fly airspace may also be an airspace where one or more carriers prohibit the flight of the aircraft 100 in advance on their own, and an airspace where one or more carriers specify the ground height range in advance on their own. In addition, the flyable airspace may also be an airspace different from the no-fly airspace specified by one or more carriers on their own.

[0322] <Example Variation 5>

[0323] In the embodiment, it is described that the control device 500 performs the first control when the abnormal condition of the LiDAR sensor 132b is satisfied in the second case and it is determined that the flight along the short-range path cannot be continued. In addition, it is described that the control device 500 performs the second control when the aircraft 100 moves a predetermined moving distance after starting the first control before leaving the short-range airspace. However, it is not limited to this.

[0324] When the abnormal condition of the LiDAR sensor 132b is satisfied in the second case and it is determined that the flight along the short-range path cannot be continued, if the abnormal condition of the altitude sensor 132a is not satisfied, the control device 500 may not perform the first control but perform the second control. In this case, the second control may also be a control for changing the altitude to move the aircraft 100 to a safe airspace located above the short-range path.

[0325] <Example Variation 6>

[0326] In the embodiment, it is described that the first control executed when the abnormal condition of the LiDAR sensor 132b is satisfied in the second case and it is determined that the flight along the short-range path cannot be continued is a control for moving the aircraft 100 to a safe airspace at the altitude of the aircraft 100.

[0327] The first control of this variation is the same as that of the embodiment in that it is a control for moving the aircraft 100 to a safe airspace at the altitude of the aircraft 100. The difference from the embodiment is that the aircraft 100 moves to the safe airspace by passing through the current short-range airspace where no obstacle is determined based on the image information obtained at the first moment.

[0328] Therefore, the setting unit 530 of the control device 500 is in Figure 17In step S93, the current short-range airspace is divided into a plurality of cubic airspaces with one side of a predetermined size, and the positions of the plurality of short-range airspaces generated by the division are specified. Then, based on the position of the short-range airspace at the first moment estimated in Figure 9 step S51, among the plurality of short-range airspaces, the airspace that was a short-range airspace at the first moment is specified as an undecidable airspace where it is impossible to determine whether there is an obstacle based on the image information obtained at the first moment. After that, the setting unit 530 excludes the undecidable airspace from the plurality of short-range airspaces.

[0329] Next, the setting unit 530 of the control device 500 detects the position of the obstacle based on the image information obtained at the first moment by performing the same processing as Figure 15 step S71. Then, based on the detected position of the obstacle, the setting unit 530 determines whether there is an obstacle in each of the plurality of short-range airspaces from which the undecidable airspace has been excluded. After that, the setting unit 530 specifies the obstacle airspace determined to have an obstacle among the plurality of short-range airspaces from which the undecidable airspace has been excluded. After that, the setting unit 530 excludes the obstacle airspace from the plurality of short-range airspaces from which the undecidable airspace has been excluded, and specifies the plurality of short-range airspaces from which the undecidable airspace and the obstacle airspace have been excluded as obstacle-free airspaces without obstacles. Next, the setting unit 530 sets an alternative path (step S93) from the position of the aircraft 100 through the obstacle-free airspace and into the safe airspace selected in step S92 to reach the movement destination by performing the same processing as Figure 9 step S42.

[0330] According to the above configuration, in the second case where the abnormal condition of the LiDAR sensor 132b is satisfied, the control system 1 causes the aircraft 100 to move to the safe airspace through the current short-range airspace determined to have no obstacle based on the image information obtained at the first moment. Therefore, even if the abnormal condition of the LiDAR sensor 132b that outputs the coordinate information representing the coordinate value of the obstacle is satisfied, it is possible to suppress the contact between the aircraft 100 and the obstacle while moving the aircraft 100 to the safe airspace.

[0331] It is explained that the first control of this modification example is the following control, that is, the aircraft 100 is caused to move to the safe airspace at the height of the aircraft 100 through the current short-range airspace determined to have no obstacle based on the image information obtained at the first moment. The second control of this modification example can also be the following control, that is, similar to the first control, the aircraft 100 is caused to move to the safe airspace above the aircraft 100 through the current short-range airspace determined to have no obstacle based on the image information obtained at the first moment.

[0332] <Example Variation 7>

[0333] In the embodiment, it is described that when the control unit 540 of the control device 500 determines that it is impossible to continue flying along the short-range path, it performs control to move the aircraft 100 to a safe airspace, but it is not limited thereto.

[0334] In the control unit 540 of the control device 500 of this modification, when it is determined that it is impossible to continue flying along the short-range path, and it is presumed that the visibility of the space where the aircraft 100 is located will recover within a predetermined forward limit time, the third control is performed to restrict the forward movement and altitude change of the aircraft 100 until the visibility of this space recovers. In contrast, when it is presumed that the visibility of the space where the aircraft 100 flies does not recover within the predetermined forward limit time, the first control is performed.

[0335] In this modification, the so-called recovery of the visibility of the space means that the visibility of this space becomes equal to or greater than a predetermined first visibility distance. In addition, in this modification, the predetermined forward limit time is "10" minutes, but it is not limited thereto, and it can be longer than "10" minutes or shorter than "10" minutes. An appropriate forward limit time can be determined by those skilled in the art through experiments.

[0336] Therefore, when the control unit 540 of the control device 500 determines in Figure 9 step S55 that it is impossible to continue flying along the short-range path (step S55; No), it executes the airspace movement control process as shown in Figure 19 step S56.

[0337] After starting to execute Figure 19 the airspace movement control process, the acquisition unit 510 of the control device 500 acquires the third position information (step S91). Next, the acquisition unit 510 acquires the information indicating the forward limit time pre-stored in the information storage unit 590. After that, the acquisition unit 510 of the control device 500 acquires the ground wind direction and wind speed information corresponding to the third position information and the airframe ID "100" of the aircraft 100 in the Figure 13 flight position-related table. Next, based on the ground wind direction indicated by the acquired ground wind direction and wind speed information, the estimation unit 520 assumes that the ground wind speed indicated by the ground wind direction and wind speed information continuously blows at the third point P3. Based on this assumption and Figure 9 the position of the current short-range airspace estimated in step 51, the estimation unit 520 estimates whether the airspace including the third point P3 where the aircraft 100 is located will change from the short-range airspace to a non-short-range airspace and whether the visibility will recover within the forward limit time (step S91a).

[0338] At this time, when it is presumed that the visibility has not recovered within the forward limit time (step S91a; No), the control device 500 performs the first control to move the aircraft 100 to a safe airspace by executing the processes of steps S92 to S94 (steps S92 to S94). After that, after the control device 500 executes the processes of steps S95 to S104, it ends the execution of the airspace movement control process.

[0339] In contrast, when it is presumed that the visibility has recovered within the forward limit time (step S91a; Yes), the control unit 540 of the control device 500 targets the aircraft 100 and outputs a forward limit that restricts forward movement along the flight path to the data communication circuit 194a (step S91b). In addition, the control unit 540 of the control device 500 targets the aircraft 100 and outputs a height change limit that restricts height change to the data communication circuit 194a. In this way, the control device 500 performs the third control to restrict the forward movement and height change of the aircraft 100 until the visibility of the space in which the aircraft 100 flies recovers. After that, after the control device 500 executes the process of step S104, it ends the execution of the airspace movement control process.

[0340] The purpose of outputting the height change limit is to suppress the aircraft 100 from flying in the flight prohibited airspace where flight is prohibited by changing the height of the aircraft 100.

[0341] The CPU 191 of the aircraft 100 in this modification example executes the flight process as Figure 20 and Figure 21 shown. After starting to execute the flight process, the CPU 191 of the aircraft 100 executes the processes of steps S01 and S02 (steps S01 and S02). After that, the CPU 191 initializes the value of the height change permission flag to "true" indicating permission to change height. In addition, the CPU 191 initializes the value of the forward movement permission flag indicating whether to permit forward movement along the flight path or restrict forward movement along the flight path to "true" indicating permission to move forward (step S03).

[0342] After that, the CPU 191 of the aircraft 100 executes the processes of steps S04 to S10 (steps S04 to S10). In step S10, when the CPU 191 determines that it has not received a path change command (step S10; No), it determines whether the data communication circuit 194a has received a forward limit and a height change limit from the control device 500 (step S10a). Therefore, the CPU 191 attempts to obtain the forward limit and the height change limit from the data communication circuit 194a, and if it fails to obtain the forward limit and the height change limit, it determines that it has not received the forward limit and the height change limit (step S10a; No). After that, the CPU 191 causes the aircraft 100 to move forward along the flight path, so the above-mentioned process is repeatedly executed from step S06.

[0343] In contrast, when the CPU 191 of the aircraft 100 determines that the forward movement restriction and altitude change restriction have been received (step S10a; YES), it changes the value of the forward movement permission flag to "FALSE", which indicates that the forward movement of the flight path is restricted (step S10b). Next, the CPU 191 changes the value of the altitude change permission flag to "FALSE", which indicates that the altitude change is restricted (step S14). After that, the aircraft 100 flies in a manner that restricts the position and altitude change, so the above-described processing is repeatedly executed from step S06.

[0344] After executing the processing of steps S06 and S07, when the CPU 191 of the aircraft 100 determines that the value of the short-range flag is "FALSE", which indicates a non-short-range airspace (step S15; NO), the abnormal condition of the second sensor 132 is no longer satisfied, so it is determined that there is no need to restrict the altitude change and the forward movement of the flight path. Therefore, the CPU 191 changes the values of the altitude change permission flag and the forward movement permission flag to "TRUE" (step S16). After that, the CPU 191 advances along the flight path while changing the altitude as needed, so the above-described processing is repeatedly executed from step S08.

[0345] In step S15, when the CPU 191 of the aircraft 100 determines that the value of the short-range flag is "TRUE", which indicates a short-range airspace (step S15; YES), it determines whether the value of the forward movement permission flag is "TRUE", which indicates permission to move forward (step S15a). At this time, when the CPU 191 determines that the value of the forward movement permission flag is "TRUE" (step S15a; YES), it executes the above-described processing from step S17, so that the aircraft 100 advances along the flight path while restricting the altitude change.

[0346] In contrast, when the CPU 191 determines that the value of the forward movement permission flag is not "TRUE", but "FALSE", which indicates that the forward movement along the flight path is restricted (step S15a; NO), it outputs a control signal for maintaining the rotational speed per unit time of the propellers 111 to 114 without change, and a control signal for performing hovering flight, circular flight, or spinning flight to the drive circuit 199. As a result, the aircraft 100 continues to fly while restricting the altitude and position changes (step S17a). After that, the CPU 191 of the aircraft 100 executes the above-described processing starting from the processing of step S09.

[0347] According to the above configuration, when the control unit 540 of the control device 500 determines that it is impossible to continue flying along the short-term path and presumes that the visibility of the space in which the aircraft 100 flies recovers within the predetermined forward limit time, the third control is performed to restrict the forward movement of the aircraft 100 until the visibility of the space recovers. Therefore, the control system 1 can suppress the delay in the arrival time of the aircraft 100 at the moving destination while suppressing the contact between the aircraft 100 and obstacles.

[0348] In addition, according to the above configuration, the control unit 540 of the control device 500 restricts the altitude change of the aircraft 100 until the visibility of the space in which the aircraft 100 flies recovers. Therefore, the control system 1 can suppress the aircraft 100 from entering the no-fly airspace.

[0349] It has been described that the third control of this modification example is a control for restricting the forward movement and altitude change of the aircraft 100 until the visibility of the space in which the aircraft 100 flies recovers, but it is not limited to this. The third control may also be to restrict the forward movement of the aircraft 100 but not restrict the altitude change until the visibility of the space in which the aircraft 100 flies recovers.

[0350] <Modification Example 8 of the Embodiment>

[0351] In Modification Example 7 of the embodiment, it has been described that the presumption unit 520 of the control device 500 presumes whether the visibility of the airspace in which the aircraft 100 flies recovers within the forward limit time based on the ground wind direction and ground wind speed indicated by the ground wind direction and speed information, but it is not limited to this. The presumption unit 520 of the control device 500 in this modification example may also presume whether the visibility of the airspace in which the aircraft 100 flies recovers within the forward limit time based on the image information.

[0352] The acquisition unit 510 of the control device 500 in this modification example Figure 13 in the flight position related table, acquires the image information corresponding to the airframe ID "100" of the aircraft 100 and the third position information, and the time information indicating the third time which is the time when this image information is obtained at the third point P3.

[0353] Next, the acquisition unit 510 of the control device 500 acquires the time information indicating the time that is earlier than the third time and closest to the third time among the one or more times indicated by the one or more time information stored in the flight position related table. In addition, the acquisition unit 510 acquires the image information corresponding to the acquired time information and the airframe ID "100" of the aircraft 100. Thereby, the acquisition unit 510 specifies the time immediately before the third time and the image information obtained by the aircraft 100 at the time immediately before the third time.

[0354] After that, the estimation unit 520 of the control device 500 performs the same processing as the processing of step S25 of Figure 6 to calculate the ratio of the number of white pixels to the total number of pixels in the image represented by the image information obtained at the previous moment of the third moment (hereinafter referred to as the white ratio at the previous moment of the third moment). Similarly, the estimation unit 520 calculates the ratio of the number of white pixels to the total number of pixels in the image represented by the image information obtained at the third moment (hereinafter referred to as the white ratio at the third moment). After that, the estimation unit 520 calculates the ratio of the number of white pixels that have decreased from the previous moment of the third moment to the third moment to the total number of image pixels (hereinafter referred to as the white decrease ratio) by subtracting the white ratio at the third moment from the white ratio at the previous moment of the third moment.

[0355] Next, the estimation unit 520 of the control device 500 reads out the information indicating the white decrease ratio of a predetermined positive value from the flash memory 193b. After that, since the calculated white decrease ratio is greater than the predetermined white decrease ratio, the estimation unit 520 determines that the visibility in the space including the third point P3 has recovered due to the fog dissipating within the predetermined forward limit time. In contrast, when the estimation unit 520 determines that the calculated white decrease ratio is equal to or less than the predetermined white decrease ratio, it determines that the visibility in the space including the third point P3 has not recovered within the predetermined forward limit time.

[0356] <Example Variation 9>

[0357] In the embodiment, the obstacle airspace is described as a non-short visibility airspace with obstacles, but it is not limited to this. The obstacle airspace may also be a non-short visibility airspace with obstacles, and the ratio of the volume of the obstacles to the volume of the non-short visibility airspace is greater than a predetermined obstacle ratio. The volume of the obstacles can be calculated by the control unit 540 of the control device 500 in the same manner as Figure 15 the processing of step S71, based on the parallax between the image obtained by the aircraft 100 at the first moment and the image obtained by the aircraft 100 at the moment immediately after or before the first moment.

[0358] In addition, in the embodiment, it is described that in the airspace confirmation process (not shown), the control unit 540 of the control device 500 detects the positions of one or more obstacles based on the parallax of two or more images obtained at positions included in the airspace of interest. When one or more positions of the detected one or more obstacles are included in the airspace of interest, it is determined that an obstacle has been confirmed to exist in the airspace of interest. In addition, it is described that when the positions of the detected one or more obstacles are not included in the airspace of interest at all, it is determined that no obstacle has been confirmed to exist in the airspace of interest. However, this is not limitative. The control unit 540 may also calculate the volume of one or more obstacles based on the parallax of the two or more images. In this case, the control unit 540 may also determine that an obstacle has been confirmed to exist in the airspace of interest when the ratio of the volume of the obstacle to the volume of the airspace of interest is greater than a preset obstacle ratio. In addition, the control unit 540 may also determine that no obstacle has been confirmed to exist in the airspace of interest when the ratio of the volume of the obstacle to the volume of the airspace of interest is equal to or less than the preset obstacle ratio.

[0359] Furthermore, in the embodiment, it is described that in the airspace confirmation process (not shown), the control unit 540 of the control device 500 detects the positions of one or more obstacles based on two or more pieces of image information output from the image sensor 131a of the aircraft 100 at positions included in the airspace of interest. However, this is not limitative. The control unit 540 may also detect the positions of one or more obstacles based on the coordinate information output from the LiDAR sensor 132b of the aircraft 100 at positions included in the airspace of interest. In this case, in Figure 6 step S24, the aircraft 100 transmits the coordinate information output from the LiDAR sensor 132b together with the flight position-related information including the image information to the control device 500, and the control device 500 only needs to save the coordinate information together with the received flight position-related information to the information storage unit 590 through an information saving process (not shown).

[0360] Furthermore, in the embodiment, it is described that in Figure 15 step S71, the control unit 540 of the control device 500 detects the position of an obstacle based on the parallax between the image obtained by the aircraft 100 at the first moment and the image obtained by the aircraft 100 at a subsequent moment or a previous moment of the first moment. However, this is not limitative. As long as it is the parallax between two images obtained by the aircraft 100 from the first moment to the second moment, the control unit 540 may detect the position of an obstacle based on any image parallax.

[0361] <Example Variation 10>

[0362] In the embodiment, it is described that the aircraft 100 is an unmanned aircraft, but it is not limited thereto and may also be an unmanned flying object. Furthermore, in the embodiment, it is described that the aircraft 100 is a drone that obtains lift and thrust through propellers 111 to 114, but it is not limited thereto. The aircraft 100 may also be equipped with wings to obtain lift, or may be equipped with an airbag filled with a gas having a specific gravity less than that of air to obtain lift. Additionally, the aircraft 100 may be equipped with a jet engine or a rocket engine to obtain thrust. Similarly, the aircraft 200 may also be an unmanned flying object, may be equipped with wings to obtain lift, may obtain lift through an airbag, or may obtain thrust through a jet engine or a rocket engine.

[0363] <Example Variation 11 of the Embodiment>

[0364] In the embodiment, it is described that the aircraft 100 includes: a first surrounding and holding frame 121a and a second surrounding and holding frame 121b that surround and hold an item on the lower surface of the control device 190 to store and load the item; and guide rails 122a and 122b that extend the moving direction of the first surrounding and holding frame 121a and the second surrounding and holding frame 121b; but it is not limited thereto. The aircraft 100 of this variation example has a storage compartment 120 as shown on the lower surface of the control device 190 to store and load items. Figure 22 as shown, to store and load items.

[0365] The storage compartment 120 of the aircraft 100 of this variation example includes a box body (not shown), and the box body (not shown) includes a bottom plate, a top plate, a back plate (not shown), and two side plates (not shown), and is enclosed by these plates to form a space that is open in the front. At the opening of the box body, a door frame (not shown) for supporting the door is provided. The door has an auxiliary lock (not shown) as a door bolt, and the door frame has a striker (not shown) as a seat for the auxiliary lock.

[0366] The door also has a motor (not shown), and according to a signal output from the motor control device 190, the auxiliary lock is inserted into the striker, thereby locking the door. The motor pulls out the auxiliary lock from the striker according to a signal output from the control device 190, thereby unlocking the door.

[0367] The drive circuit 199 of the control device 190 is connected to an encapsulated cable connected to the motor (not shown) provided on the door, and drives the motor according to a signal output from the CPU 191. Thus, the drive circuit 199 unlocks or locks the door by pulling out or inserting the auxiliary lock into the striker.

[0368] <Example Variation 12 of the Embodiment>

[0369] In the embodiment, it is illustrated that the aircraft 100 includes: a first surrounding holding frame 121a and a second surrounding holding frame 121b, which surround and hold an article to store and load the article; and guide rails 122a and 122b, which are arranged in an extending direction for the moving direction of the first surrounding holding frame 121a and the second surrounding holding frame 121b. However, it is not limited thereto. The aircraft 100 of this modification example includes a hook 150 as shown in Figure 23 to replace the first surrounding holding frame 121a and the second surrounding holding frame 121b, and the guide rails 122a and 122b described in the embodiment for suspending and loading the article.

[0370] The hook 150 is, for example, a snap hook and, for example, includes a main body portion 151 that is a U-shaped metal member. The main body portion 151 has end portions 151a and 151b facing each other, and a crown portion 151c that is bent or flexed on the side facing the end portions 151a and 151b. The crown portion 151c of the main body portion 151 is located above the end portions 151a and 151b and is fixed to the lower surface of the control device 190 of the aircraft 100 by, for example, a fixing metal member.

[0371] In the end portion 151a of the main body portion 151, a through hole (not shown) through which a pin 152 that is a rod-shaped metal member is inserted is formed, and a support hole (not shown) that supports the front end of the pin 152 with a bottom portion is formed on the surface of the end portion 151b and the surface facing the through hole.

[0372] Therefore, in a state where the front end of the pin 152 inserted through the through hole of the main body portion 151 is supported by the support hole of the main body portion 151 (hereinafter, referred to as a locked state), the main body portion 151 of the hook 150 and the pin 152 form a ring shape. At this time, for example, the pin 152 is inserted through a ring G that is a ring-shaped metal member, and as long as the ring G is connected to an article A wrapped with a rope L, for example, the hook 150 can suspend the article A connected to the ring G.

[0373] Among the two end portions of the pin 152, the end portion on the side opposite to the side supported by the main body portion 151 is connected to a connecting member 153 that is a plate-shaped metal member or a rod-shaped metal member. The connecting member 153 is connected to a swing member 154 at an end portion opposite to the connection point 153a with the pin 152, and the swing member 154 is fixed to a shaft 155a of a motor 155. The connecting member 153 is swingably connected about the connection point 153a with the pin 152 and is swingably connected about the connection point 153b with the swing member 154.

[0374] The swinging member 154 is, for example, a plate-shaped metal piece or a rod-shaped metal piece, and is fixed to the shaft 155a of the motor 155 at a fixing point different from the connection point 153b with the connecting member 153. The motor 155 is, for example, a stepping motor, and is connected to the drive circuit 199 of the control device 190 via a cable (not shown). According to the signal output from the drive circuit 199, the shaft 155a is rotated at a predetermined angle in a predetermined direction (hereinafter referred to as the unlocking direction). Thus, when the swinging member 154 swings in a predetermined direction with the fixing point of the shaft 155a as the center, as Figure 24 shown, the connection point 153b with the connecting member 153 moves in the pulling-out direction of the pin 152. Thus, the pin 152 connected to the connecting member 153 moves in the pulling-out direction, so the front end of the pin 152 is pulled away from the support hole formed in the end portion 151b of the main body portion 151 and approaches the end portion 151a.

[0375] In this modification, the pin 152 moves in the pulling-out direction by a distance equal to the distance DB between the end portion 151a and the end portion 151b of the main body portion 151. Therefore, the pin 152 moves in the pulling-out direction from the through hole formed in the end portion 151a by a distance equal to the depth DH of the support hole until the position where the front end protrudes. In this modification, the depth DH of the support hole is designed to be sufficiently smaller than the width TR in the pulling-out direction of the ring G connected to the article A. Therefore, when the pin 152 moves a distance DB in the pulling-out direction, the pin 152 is pulled out from the ring G.

[0376] In this way, in a state where the front end of the pin 152 is separated from the support hole of the main body portion 151 (hereinafter referred to as the unlocked state), the main body portion 151 of the hook 150 and the pin 152 do not form a ring shape. Further, the crown portion 151c of the main body portion 151 is fixed to the lower surface of the control device 190 of the aircraft 100 in such a manner that the end portions 151a and 151b are located below the crown portion 151c. Therefore, when the hook 150 changes from the locked state to the unlocked state and the pin 152 is pulled out from the ring G, the ring G freely falls together with the article A from the opening of the U-shaped main body portion 151.

[0377] In the case where the aircraft 100 lands, the freely falling distance of the article A is equal to the distance obtained by subtracting the vertical length of the packaged article A from the vertical length of the support leg 140 provided on the aircraft 100. Therefore, the length of the support leg 140 is pre-designed to be longer than the vertical length of the packaged article A by a length that can suppress the breakage of the article A caused by free fall.

[0378] In addition, the motor 155 changes the state of the hook 150 from the unlocked state to the locked state by rotating the shaft 155a at an angle indicated by the signal output from the control device 190 in the locking direction opposite to the unlocking direction.

[0379] In this modification example, it is illustrated that the lifting hook 150 is a hook ring, but it is not limited thereto. The lifting hook 150 can be any one as long as it can hook the ring G connected to the article A. For example, it can be an iron ring or an eye hook. In addition, the shape of the main body of the lifting hook 150 is not limited to a U shape. For example, it can also be a V shape, a C shape, an S shape, or a J shape. Furthermore, the main body portion 151, the pin 152, the connecting member 153, and the swinging member 154 of the lifting hook 150 are not limited to metal members. For example, they can also be fiber-reinforced plastics or wood.

[0380] In addition, in this modification example, it is illustrated that the pin 152 moves in the pulling-out direction and the insertion direction and the distance DB between the end portion 151a and the end portion 151b of the main body portion 151 is equal, but it is not limited thereto. The pin 152 can also move in the pulling-out direction and the insertion direction by a distance shorter or longer than the distance DB.

[0381] Furthermore, in this modification example, it is illustrated that the packaging material is corrugated cardboard, but it is not limited thereto. As long as it is an object that can package the article, it can be any object, and it can also be a plastic bag or a cloth bag.

[0382] <Example Variation 13>

[0383] In the embodiment, it is illustrated that the aircrafts 100 and 200 are unmanned aircrafts. However, the aircrafts 100 and 200 are not necessarily unmanned. As long as they are objects that can move autonomously in addition to being controlled by the control device 500, they can also carry people.

[0384] <Example Variation 14>

[0385] In addition, in the embodiment, it is illustrated that the terminal device 900 is carried by an assistant who assists in the flight control of the aircraft 100, but it is not limited thereto. The terminal device 900 can also be carried by an observer who observes the aircraft 100 or a monitor who monitors the aircraft 100.

[0386] In this case, it can also be that the observer or the monitor orally describes the observation result or the monitoring result of the aircraft 100, and the terminal device 900 transmits the voice information indicating the orally described observation result or monitoring result to the control device 500. It can also be that the control device 500 outputs a voice indicating the observation result or the monitoring result based on the received voice information, and the staff of the transportation industry confirms the output voice. When the staff confirms that the altitude of the aircraft 100 is abnormal based on the output voice, the staff can operate the control device 500 to change the altitude of the aircraft 100.

[0387] <Example Variation 15>

[0388] In the embodiment, it is described that the assistant visually recognizes the abnormal altitude of the aircraft 100, but it is not limited thereto. For example, the assistant may also visually recognize abnormalities such as smoke emerging from the aircraft 100.

[0389] In this case, it may also be that when confirming the abnormality of the aircraft 100 based on the voice of the assistant output by the control device 500, the staff operates the input device 505c of the control device 500 to land the aircraft 100 at the nearest landing site that is closest to the position of the aircraft 100 and where the landing of the aircraft 100 is not prohibited.

[0390] In addition, it may also be that when a signal corresponding to this operation is input to the input device 505c of the control device 500, the control unit 540 of the control device 500 targets the aircraft 100 and outputs a path change command and altitude change permission that include information indicating an alternative path to the nearest landing site and command to change the flight path of the aircraft 100 to this alternative path to the data communication circuit 504a.

[0391] Places where the landing of the aircraft 100 is not prohibited include, for example, roads, riverbanks, or parks, but are not limited thereto, and may be any place different from the places where landing is prohibited. Places where the landing of the aircraft 100 is not prohibited may include, for example, auxiliary points, and may also be, for example, mountains, hilly areas, campuses, or landing areas where the aircraft 100 is allowed to land.

[0392] The landing area may also be the entrance of a collective housing, an office building, a hotel, a commercial facility, or a public facility, or the entrance of a single-family house. In addition, the landing area may also be the lobby of a collective housing, an office building, a hotel, a commercial facility, or a public facility. Furthermore, the landing area may also be the courtyard, roof, terrace, or parking lot of a single-family house, collective housing, office building, hotel, commercial facility, or public facility.

[0393] <Example Variation 16 of the Embodiment>

[0394] In the embodiment, it is described that the wind direction and wind speed sensor 131b is an ultrasonic sensor, but it is not limited thereto. The wind direction and wind speed sensor 131b may also be a combination of a windmill anemometer and a vane anemometer.

[0395] <Example Variation 17 of the Embodiment>

[0396] In the embodiment, it is described that the terminal device 900 is a smart phone, but it is not limited thereto, and may also be a tablet personal computer or a notebook personal computer.

[0397] <Example Variation 18 of the Embodiment>

[0398] In the embodiment, it is described that the control device 500 includes the information storage unit 590, but it is not limited thereto. The control device 500 in this modification does not include the information storage unit 590. The control device 500 in this modification is connected to an information storage device (not shown) via the Internet IN, uses the information stored in the information storage device, and executes Figure 9 the flight control process shown, Figure 14 the size estimation process shown, Figure 15 the safe airspace setting process shown, Figure 16 the determination process of whether flight can continue shown, Figure 17 the airspace movement control process shown, the information saving process (not shown), the voice communication process, and the airspace confirmation process. The information storage device is a NAS (Network Attached Storage), and has the same function as the information storage unit 590. The control system 1 in this modification may or may not include the information storage device.

[0399] <Example Variation 19 of the Embodiment>

[0400] In the embodiment, it is described that the CPU 191 included in the aircraft 100 executes Figure 6 the airspace determination process shown, but it is not limited thereto. The airspace determination process may also be executed by the CPU 501 of the control device 500 to detect a short-range airspace, determine entry into the short-range airspace, and determine departure from the short-range airspace.

[0401] In addition, it is not limited thereto, Figure 6 the airspace determination process shown, Figure 9 the flight control process shown, Figure 14 the size estimation process shown, Figure 15 the safe airspace setting process shown, Figure 16 the determination process of whether flight can continue shown, Figure 17 the airspace movement control process shown, and the airspace confirmation process (not shown) can be executed distributively by the CPU 191 of the aircraft 100 and the CPU 501 of the control device 500.

[0402] <Example Variation 20 of the Embodiment>

[0403] In the embodiment, it is described that the control system 1 includes the control device 500. In addition, in the embodiment, it is described that the CPU 501 of the control device 500 executes Figure 9 the flight control process shown, Figure 14 the size estimation process shown, Figure 15 the safe airspace setting process shown, Figure 16 the determination process of whether flight can continue shown, Figure 17the airspace movement control process shown, and the airspace confirmation process (not shown), and as Figure 10 the acquisition unit 510, estimation unit 520, setting unit 530, and control unit 540 shown function. In addition, it was explained that the hard disk 503b of the control device 500 functions as the information storage unit 590.

[0404] However, not limited to this, the control system 1 may not include the control device 500. In this case, Figure 9 the flight control process shown, Figure 14 the size estimation process shown, Figure 15 the safe airspace setting process shown, Figure 16 the determination process of whether flight can continue shown, Figure 17 the airspace movement control process shown, and the airspace confirmation process (not shown) may also be executed by the CPU 191 of the control device 190 included in the aircraft 100. Therefore, the CPU 191 of the aircraft 100 may also function as an unshown functional unit equivalent to the acquisition unit 510, estimation unit 520, setting unit 530, and control unit 540 of the control device 500. In addition, the flash memory 193b of the aircraft 100 may also function as an unshown functional unit equivalent to the information storage unit 590 of the control device 500.

[0405] In addition, not limited to this, the control system 1 may include the control device 500, and the CPU 191 of the aircraft 100 executes Figure 9 the flight control process shown, Figure 14 the size estimation process shown, Figure 15 the safe airspace setting process shown, Figure 16 the determination process of whether flight can continue shown, and Figure 17 the airspace movement control process shown. In this case, the control device 500 stores the confirmation result table for the determination process of whether flight can continue for Figure 16 , and the aircraft 100 may also receive the confirmation result information from the control device 500 in Figure 12 step S85 of Figure 16 .

[0406] Therefore, the CPU 191 of the aircraft 100 generates a confirmation result transmission request, requests the transmission of position information including position information indicating the positions of one or more short-range airspaces respectively, and requests the transmission of confirmation result information for one or more short-range airspaces. After that, the CPU 191 outputs the generated confirmation result transmission request to the data communication circuit 194a with the control device 500 as the target.

[0407] Next, when the data communication circuit 504a of the control device 500 receives a confirmation result transmission request, the acquisition unit 510 of the control device 500 acquires position information indicating the positions of one or more short-range airspaces from the confirmation result transmission request. Next, the acquisition unit 510 acquires one or more confirmation result information respectively corresponding to the one or more acquired position information from the confirmation result table of Figure 12 . After that, the acquisition unit 510 outputs the one or more acquired confirmation result information to the data communication circuit 504a targeting the aircraft 100.

[0408] When the data communication circuit 194a of the aircraft 100 receives one or more confirmation result information from the control device 500, the CPU 191 of the aircraft 100 acquires the one or more confirmation result information from the data communication circuit 194a (step S85). After that, the CPU 191 continues to execute the determination process of whether flight can continue starting from the process of step S86.

[0409] The embodiments of the present invention and Variation Examples 1 to 20 of the embodiments can be combined with each other.

[0410] Of course, it can be provided as the control device 500 having a configuration for implementing any one of the embodiments and Variation Examples 1 to 19 of the embodiments, and the control device 190 having a configuration for implementing the function of Variation Example 20 of the embodiments. It can also be provided as a system composed of multiple devices, and the entire system has a configuration for implementing the function of any one of the embodiments and Variation Examples 1 to 20 of the present invention.

[0411] It can be provided as the control device 500 having a configuration for implementing any one of the embodiments and Variation Examples 1 to 19 of the embodiments in advance. In addition, by applying a program, an existing control device can function as the control device 500 of any one of the embodiments and Variation Examples 1 to 19. That is, a computer (such as a CPU) that controls the existing control device executes a program for implementing each functional configuration of the control device 500 illustrated in any one of the embodiments and Variation Examples 1 to 19, thereby being able to function as the control device 500 of any one of the embodiments and Variation Examples 1 to 19.

[0412] It can be provided as the control device 190 having a configuration for implementing Variation Example 20 of the embodiment of the present invention in advance. In addition, by applying a program, an existing control device can function as the control device 190 of Variation Example 20 of the embodiment. That is, a computer (such as a CPU) that controls the existing control device executes a program for implementing each functional configuration of the control device 190 illustrated in Variation Example 20 of the said embodiment, thereby being able to function as the control device 190 of Variation Example 20 of the embodiment.

[0413] The distribution method of such a program can be any method. For example, it can be distributed by storing it in a recording medium such as a memory card CD (Compact Disc), ROM, or DVD (Digital Versatile Disc)-ROM, or it can be distributed via a communication medium such as the Internet.

[0414] The method of the present invention can be implemented using the control device 500 of any one of the embodiments and variation examples 1 to 19 of the embodiments, and the control device 190 of variation example 20 of the embodiments. In addition, the method of the present invention can be implemented using the control system 1 of any one of the embodiments and variation examples 1 to 20 of the embodiments.

[0415] In addition, the present invention can be implemented in various embodiments and variations without departing from the broad spirit and scope of the present invention. In addition, the above embodiments are for explaining the present invention and do not limit the scope of the present invention. That is, the scope of the present invention is represented by the claims, not by the embodiments. And various variations implemented within the meaning of the claims and equivalent inventions can be regarded as being within the scope of the present invention.

[0416] (Supplementary Note)

[0417] (Supplementary Note 1)

[0418] A control system, characterized by comprising:

[0419] An acquisition unit that acquires information indicating the position of a first point of a short visual range airspace in which an aircraft flying along a predetermined path detects that the visual range is shorter than a predetermined distance, and information indicating the position of a second point determined to have entered the short visual range airspace;

[0420] An estimation unit that estimates the size of the short visual range airspace based on the position of the first point, the position of the second point, and the sensing information obtained by sensing at the first point by a first sensor carried by the aircraft, which are indicated by the acquired information;

[0421] A setting unit that sets a safety airspace with a higher safety level than the short visual range airspace based on the estimated size of the short visual range airspace and the sensing information obtained at the first point; and

[0422] A control unit that, when it is determined based on information output from a second sensor different from the first sensor and mounted on the aircraft that it is impossible to continue flying along the path passing through the short visual range airspace, performs control to move the aircraft to the set safety airspace.

[0423] (Supplementary Note 2)

[0424] The control system according to Supplementary Note 1 is characterized in that:

[0425] The first sensor includes an image sensor that outputs information representing an image obtained by optically sensing a space.

[0426] The sensed information includes the information output by the image sensor.

[0427] The aircraft

[0428] detects the short-range airspace based on the sensed information output from the image sensor, and

[0429] determines that the aircraft enters the short-range airspace based on the sensed information output from the image sensor.

[0430] The estimation unit

[0431] specifies, based on the sensed information that is the basis for detecting the short-range airspace, the direction from the first point where the short-range airspace is detected towards the boundary between the short-range airspace and a non-short-range airspace different from the short-range airspace.

[0432] estimates the distance of the aircraft from the short-range airspace at the time when the sensed information that is the basis for detecting the short-range airspace is obtained, based on the position of the first point where the short-range airspace is detected and the position of the second point determined to be the entry into the short-range airspace.

[0433] estimates the size of the short-range airspace based on the estimated distance and the direction from the first point towards the boundary of the short-range airspace.

[0434] (Supplementary Note 3)

[0435] The control system according to Supplementary Note 2 is characterized in that:

[0436] The first sensor mounted on the aircraft further includes a wind direction and wind speed sensor that senses the wind direction and wind speed and outputs information representing the sensed wind direction and wind speed.

[0437] The sensed information further includes the information output by the wind direction and wind speed sensor.

[0438] The estimation unit further estimates the distance of the aircraft from the short-range airspace at that time based on the wind direction and wind speed represented by the sensed information output from the wind direction and wind speed sensor.

[0439] (Supplementary Note 4)

[0440] The control system according to Supplementary Note 3, characterized in that:

[0441] The estimation unit,

[0442] Based on the position described in the first point and the estimated size of the short-range airspace, estimates the position of the short-range airspace at the time.

[0443] Based on the wind direction and the wind speed, estimates the moving direction and the moving speed of the short-range airspace, and

[0444] Based on the estimated moving direction and the moving speed, estimates the position of the short-range airspace after the time.

[0445] (Supplementary Note 5)

[0446] The control system according to Supplementary Note 4, characterized in that:

[0447] The second sensor mounted on the aircraft further includes an altitude sensor, and the altitude sensor outputs the following information, that is, information indicating the altitude of the ground plane from the aircraft obtained by optical sensing.

[0448] In the first case where the information output from the altitude sensor satisfies the abnormal condition preset for the altitude sensor, the control unit determines that it is impossible to continue flying along the path, and performs the control to move the aircraft to the set safe airspace.

[0449] (Supplementary Note 6)

[0450] The control system according to Supplementary Note 5, characterized in that:

[0451] In the first case where the information output from the altitude sensor satisfies the abnormal condition preset for the altitude sensor, the control unit does not perform altitude change control to change the altitude of the aircraft, but performs first control to move the aircraft to the safe airspace at the altitude of the aircraft.

[0452] (Supplementary Note 7)

[0453] The control system according to Supplementary Note 6, characterized in that:

[0454] The second sensor mounted on the aircraft further includes a LiDAR (Light Detection And Ranging) sensor, and the LiDAR sensor outputs information indicating coordinate values obtained by optically sensing the space and coordinate values of obstacles that may interfere with the flight of the aircraft.

[0455] In the first case, or in the second case where the information output from the LiDAR sensor satisfies an abnormal condition predefined for the LiDAR sensor, or in both the first case and the second case, it is determined that flight along the path cannot continue.

[0456] (Appendix 8)

[0457] The control system according to Appendix 7 is characterized in that:

[0458] In the second case where the information representing the coordinate values of the obstacle output from the LiDAR sensor satisfies the abnormal condition predefined for the LiDAR sensor, the acquisition unit acquires the confirmation result information corresponding to the information representing the short-range airspace through which the path passes from a storage unit that stores in advance the correspondence between the information representing a predetermined airspace and the confirmation result information representing the confirmation result of the obstacle in the predetermined airspace.

[0459] The confirmation result information includes: presence confirmation information indicating that an obstacle has been confirmed to exist in the predetermined airspace; absence confirmation information indicating that no obstacle has been confirmed to exist in the predetermined airspace; and unconfirmed information indicating that it has not been confirmed whether an obstacle exists or does not exist in the predetermined airspace.

[0460] The control unit,

[0461] In the second case, and when the acquired confirmation result information is the presence confirmation information or the unconfirmed information, it is determined that flight along the path cannot continue, and control is performed to move the aircraft to the set safe airspace, and

[0462] In the second case, and when the acquired confirmation result information is the absence confirmation information, it is determined that flight along the path can continue, and control is performed to make the aircraft continue to fly along the path.

[0463] (Appendix 9)

[0464] The control system according to Appendix 8 is characterized in that:

[0465] In the second case, and when it is determined that flight along the path cannot continue, the control unit

[0466] does not perform the altitude change control, but performs the first control to move the aircraft to the safe airspace at the altitude of the aircraft, and

[0467] When, before the aircraft leaves the short-range airspace, after the first control is started and the aircraft moves a predetermined moving distance, or when a predetermined time has elapsed, the altitude change control is performed, and the second control for moving the aircraft to the safe airspace located above the aircraft is performed.

[0468] (Appendix 10)

[0469] The control system according to any one of Appendices 2 to 9, characterized in that:

[0470] The setting unit,

[0471] Based on the sensing information output from the image sensor, detect the positions of obstacles that may obstruct the flight of the aircraft, and

[0472] Based on the detected positions of the obstacles, set a plurality of non-short-range airspaces as the safe airspaces.

[0473] (Appendix 11)

[0474] The control system according to Appendix 10, characterized in that:

[0475] The setting unit,

[0476] Based on the sensing information output from the image sensor, detect one or more of the positions of people and the positions of houses, and

[0477] Based on one or more of the detected positions of people and the detected positions of houses, set a priority order for each of the plurality of safe airspaces,

[0478] The control unit performs the control to move the aircraft from the plurality of safe airspaces to the selected airspace based on the set priority order.

[0479] (Appendix 12)

[0480] The control system according to Appendix 11, characterized in that:

[0481] The acquisition unit acquires information indicating the position of a preset point,

[0482] The setting unit sets a higher priority order for the safe airspace where there is no short-range airspace between the point represented by the acquired information than for the safe airspace where there is a short-range airspace between the point.

[0483] (Appendix 13)

[0484] An aircraft, characterized in that it flies along a predetermined path and includes:

[0485] An acquisition unit that acquires information indicating the position of a first point of a short visual range airspace in which the aircraft has detected that the visual range is shorter than a predetermined distance, and information indicating the position of a second point determined to have entered the short visual range airspace;

[0486] An estimation unit that estimates the size of the short visual range airspace based on the position of the first point, the position of the second point, and sensing information obtained by sensing at the first point by a first sensor mounted on the aircraft, indicated by the acquired information;

[0487] A setting unit that sets a safety airspace with a higher safety level than the short visual range airspace based on the estimated size of the short visual range airspace and the sensing information obtained at the first point; and

[0488] A control unit that, when it is determined based on information output from a second sensor mounted on the aircraft and different from the first sensor that flight along the path passing through the short visual range airspace cannot be continued, performs control to move the aircraft to the set safety airspace.

[0489] (Supplementary Note 14)

[0490] A method, characterized in that: it is a method executed by an aircraft flying along a predetermined path or a control system for controlling the aircraft, and includes:

[0491] An acquisition step in which the aircraft or the control system acquires information indicating the position of a first point of a short visual range airspace in which the aircraft has detected that the visual range is shorter than a predetermined distance, and information indicating the position of a second point determined to have entered the short visual range airspace;

[0492] An estimation step in which the aircraft or the control system estimates the size of the short visual range airspace based on the position of the first point, the position of the second point, and sensing information obtained by sensing at the first point by a first sensor mounted on the aircraft, indicated by the acquired information;

[0493] A setting step in which the aircraft or the control system sets a safety airspace with a higher safety level than the short visual range airspace based on the estimated size of the short visual range airspace and the sensing information obtained at the first point; and

[0494] A control step in which the aircraft or the control system, when it is determined based on information output from a second sensor mounted on the aircraft and different from the first sensor that flight along the path passing through the short visual range airspace cannot be continued, performs control to move the aircraft to the set safety airspace.

[0495] Description of Symbols

[0496] 1 Control system

[0497] 100, 200 Aircraft

[0498] 101 to 104 Propeller arms

[0499] 111 to 114 Propellers

[0500] 120 Repository

[0501] 121a First enclosure holding frame

[0502] 121b Second enclosure holding frame

[0503] 122a, 122b Guide rails

[0504] 131 First sensor

[0505] 131a Image sensor

[0506] 131b Wind direction and speed sensor

[0507] 132 Second sensor

[0508] 132a Altitude sensor

[0509] 132b LiDAR sensor

[0510] 140 Support feet

[0511] 150 Hook

[0512] 151 Main body part

[0513] 151a, 151b Ends

[0514] 151c Crown

[0515] 152 Pin

[0516] 153 Connecting component

[0517] 153a, 153b Connection points

[0518] 154 Swing component

[0519] 155 Motor

[0520] 155a Shaft

[0521] 190, 500 Control devices

[0522] 191, 501, 901 CPUs

[0523] 192, 502, 902 RAM

[0524] 193a, 503a, 903a ROM

[0525] 193b, 903b Flash memory

[0526] 194a, 504a, 904a Data communication circuit

[0527] 195a, 505a, 905a Video card

[0528] 195b, 505b, 905b Display device

[0529] 195c, 505c, 905c Input device

[0530] 196, 906 Position sensor

[0531] 197a Azimuth sensor

[0532] 197b Attitude sensor

[0533] 198 Input / output port

[0534] 199 Driver circuit

[0535] 503b Hard disk

[0536] 509a, 909a Speaker

[0537] 509b, 909b Microphone

[0538] 510 Acquisition unit

[0539] 520 Estimation unit

[0540] 530 Setting unit

[0541] 540 Control unit

[0542] 590 Information storage unit

[0543] 900 Terminal device

[0544] Article A

[0545] AS Safe airspace

[0546] AV1 Short-range airspace at the first moment

[0547] AV2 Short-range airspace at the second moment

[0548] DB Distance between ends

[0549] DH Depth of the support hole

[0550] G ring

[0551] IN Internet

[0552] L rope

[0553] L1 Horizontal distance from the first point to the short-range airspace at the first moment

[0554] L2 Horizontal distance from the first point to the short-range airspace at the second moment

[0555] P1 The first point

[0556] P2 The second point

[0557] P3 The third point

[0558] PEl The left endpoint

[0559] PEr The right endpoint

[0560] RD Replacement path

[0561] R Handling path

[0562] ψl Angle formed by the direction from the first point P1 towards the left endpoint PEl and the sensing direction

[0563] ψr Angle formed by the direction from the first point P1 towards the right endpoint PEr and the sensing direction.

Claims

1. A control system, characterized in that Comprising: An acquisition unit that acquires information indicating the position of a first point of a short visibility airspace where an aircraft flying along a predetermined path detects that the visibility is shorter than a predetermined distance, and information indicating the position of a second point determined to have entered the short visibility airspace; An estimation unit that estimates the size of the short visibility airspace based on the position of the first point, the position of the second point, and sensing information obtained by sensing at the first point by a first sensor mounted on the aircraft, as indicated by the acquired information; A setting unit that sets a safety airspace with a higher safety level than the short visibility airspace based on the estimated size of the short visibility airspace and the sensing information obtained at the first point; And A control unit that, when it is determined based on information output from a second sensor mounted on the aircraft and different from the first sensor that it is impossible to continue flying along the path passing through the short visibility airspace, performs control to move the aircraft to the set safety airspace.

2. The control system according to claim 1, wherein: The first sensor includes an image sensor that outputs information representing an image obtained by optically sensing space; The sensing information includes the information output by the image sensor; The aircraft: Detects the short visibility airspace based on the sensing information output from the image sensor, and Determines that the aircraft has entered the short visibility airspace based on the sensing information output from the image sensor; The estimation unit: Specifies the direction from the first point where the short visibility airspace is detected, toward the boundary between the short visibility airspace and a non-short visibility airspace different from the short visibility airspace, based on the sensing information that is the basis for detecting the short visibility airspace; Estimates the distance of the aircraft from the short visibility airspace at the time when the sensing information that is the basis for detecting the short visibility airspace is obtained, based on the position of the first point where the short visibility airspace is detected and the position of the second point determined to have entered the short visibility airspace, and estimates the size of the short visibility airspace based on the estimated distance and the direction from the first point toward the boundary of the short visibility airspace.

3. The control system according to claim 2, wherein: The first sensor mounted on the aircraft further includes a wind direction and wind speed sensor that senses the wind direction and wind speed and outputs information representing the sensed wind direction and wind speed; The sensing information further includes the information output by the wind direction and wind speed sensor; The estimation unit further estimates the distance of the aircraft from the short visibility airspace at that time based on the wind direction and wind speed indicated by the sensing information output from the wind direction and wind speed sensor.

4. The control system according to claim 3, wherein: The short visibility airspace is a space in which water droplets, ice droplets, smoke, soot, or volcanic ash are floating; The estimation unit: Based on the position described in the first point and the presumed size of the short-range airspace, presume the position of the short-range airspace at the time. Based on the wind direction, presume the moving direction of the short-range airspace. Based on the wind speed, presume the moving speed of the short-range airspace, and Based on the presumed moving direction and moving speed, presume the position of the short-range airspace after the time.

5. The control system according to claim 4, wherein: The presumption unit: (1) The moving direction of the short-range airspace during the period from the time, i.e., the previous time, to a time later than the previous time, i.e., the subsequent time: (a) is presumed to be the same as the direction toward the downwind of the wind blowing from the wind direction during the period, or (b) is presumed to be different from the direction toward the downwind during the period based on the terrain in the downwind of the short-range airspace and the wind direction, and (2) The moving speed of the short-range airspace during the period is presumed to be: (a) the same as the wind speed during the period, or (b) a speed (i) slower than the wind speed during the period by a predetermined speed or (ii) slower than the wind speed during the period by a predetermined ratio.

6. The control system according to claim 4, wherein: The second sensor mounted on the aircraft further includes an altitude sensor that outputs information indicating the altitude of the ground plane from the aircraft obtained by optical sensing. In a first case where the information output from the altitude sensor satisfies an abnormal condition preset for the altitude sensor, the control unit determines that it is impossible to continue flying along the path and performs control to move the aircraft to the set safe airspace.

7. The control system according to claim 6, wherein: In the first case where the information output from the altitude sensor satisfies the abnormal condition preset for the altitude sensor, the control unit does not perform altitude change control to change the altitude of the aircraft, but performs first control to move the aircraft to the safe airspace at the altitude of the aircraft.

8. The control system according to claim 7, wherein: The second sensor mounted on the aircraft further includes a LiDAR (Light Detection And Ranging) sensor that outputs information indicating coordinate values obtained by optical sensing of space and coordinate values of obstacles that may obstruct the flight of the aircraft. In the first case, or in a second case where the information output from the LiDAR sensor satisfies an abnormal condition preset for the LiDAR sensor, or in both the first case and the second case, the control unit determines that it is impossible to continue flying along the path.

9. The control system according to claim 8, wherein: In the second case where the information indicating the coordinate value of the obstacle output from the LiDAR sensor satisfies the abnormal condition preset for the LiDAR sensor, the acquisition unit acquires the confirmation result information corresponding to the information indicating the short-range airspace through which the path passes from a storage unit that stores in advance the correspondence between the information indicating a predetermined airspace and the confirmation result information indicating the confirmation result of the obstacle in the predetermined airspace. The confirmation result information includes: presence confirmation information indicating that an obstacle has been confirmed to exist in the predetermined airspace; absence confirmation information indicating that it has been confirmed that there is no obstacle in the predetermined airspace; and unconfirmed information indicating that it has not been confirmed whether there is or is not an obstacle in the predetermined airspace. The control unit, in the second case, and when the acquired confirmation result information is the presence confirmation information or the unconfirmed information, determines that it is impossible to continue flying along the path, and performs the control to move the aircraft to the set safe airspace, and in the second case, and when the acquired confirmation result information is the absence confirmation information, determines that it is possible to continue flying along the path, and performs the control to make the aircraft continue to fly along the path.

10. The control system according to claim 9, wherein: in the second case, and when it is determined that it is impossible to continue flying along the path, the control unit does not perform the altitude change control, but performs the first control to move the aircraft to the safe airspace at the altitude of the aircraft, and when the aircraft moves a predetermined moving distance after starting the first control before leaving the short-range airspace, or when a predetermined time has elapsed, the altitude change control is performed, and the second control to move the aircraft to the safe airspace above the aircraft is performed.

11. The control system according to any one of claims 2 to 10, wherein: the setting unit, detects the position of an obstacle that may obstruct the flight of the aircraft based on the sensing information output from the image sensor, and sets a plurality of non-short-range airspaces as the safe airspace based on the detected position of the obstacle.

12. The control system according to claim 11, wherein: the setting unit, detects one or more of the position of a person and the position of a house based on the sensing information output from the image sensor, and sets a priority order for each of the plurality of safe airspaces based on one or more of the detected position of the person and the position of the house, and the control unit performs the control to move the aircraft to the airspace selected from the plurality of safe airspaces based on the set priority order.

13. The control system according to claim 12, wherein: the acquisition unit acquires information indicating the position of a preset point. The setting unit sets a higher priority for a safety airspace where there is no short-range airspace between the points indicated by the acquired information than for a safety airspace where there is a short-range airspace between the points.

14. An aircraft, characterized in that: Fly along a predetermined path and include: An acquisition unit that acquires information indicating the position of a first point of a short-range airspace where the aircraft detects that the line of sight is shorter than a predetermined distance, and information indicating the position of a second point determined to have entered the short-range airspace; An estimation unit that estimates the size of the short-range airspace based on the position of the first point, the position of the second point, and sensing information obtained by sensing at the first point using a first sensor mounted on the aircraft, indicated by the acquired information; A setting unit that sets a safety airspace with a higher safety level than the short-range airspace based on the size of the short-range airspace estimated and the sensing information obtained at the first point; And A control unit that, when it is determined based on information output from a second sensor mounted on the aircraft and different from the first sensor that it is not possible to continue flying along the path passing through the short-range airspace, performs control to move the aircraft to the set safety airspace.

15. A method for controlling the movement of an aircraft, characterized in that: It is a method executed by the aircraft flying along a predetermined path or a control system for controlling the aircraft, and includes: An acquisition step in which the aircraft or the control system acquires information indicating the position of a first point of a short-range airspace where the aircraft detects that the line of sight is shorter than a predetermined distance, and information indicating the position of a second point determined to have entered the short-range airspace; An estimation step in which the aircraft or the control system estimates the size of the short-range airspace based on the position of the first point, the position of the second point, and sensing information obtained by sensing at the first point using a first sensor mounted on the aircraft, indicated by the acquired information; A setting step in which the aircraft or the control system sets a safety airspace with a higher safety level than the short-range airspace based on the size of the short-range airspace estimated and the sensing information obtained at the first point; and A control step in which the aircraft or the control system, when it is determined based on information output from a second sensor mounted on the aircraft and different from the first sensor that it is not possible to continue flying along the path passing through the short-range airspace, performs control to move the aircraft to the set safety airspace.

Images