Fall injury mitigation system, flying device, and vehicle-mounted device

Abstract

The present application provides a fall damage reduction system, a flying device, and a vehicle-mounted device. The flying device includes a flight communication section (24), a device fall determination section (25, S101), and a flight notification section (25, S104, S105). The flight communication section performs wireless communication in accordance with a communication standard for inter-vehicle communication. The device fall determination section determines whether the flying device is likely to fall. In a case where the flying device is determined by the device fall determination section to be likely to fall, the flight notification section transmits fall information including information indicating a presumed fall position via the flight communication section. The vehicle-mounted device includes a vehicle communication section (34) and a processing section (37, S207, S208, S210, S211, S212, S214, S215, S218, S219). The vehicle communication section performs wireless communication in accordance with a communication standard for inter-vehicle communication. In a case where the fall information is received via the vehicle communication section, the processing section executes fall avoidance processing that is processing for avoiding the fall position.

Description

[0001] Cross-references to related applications

[0002] This international application claims priority based on Japanese Patent Application No. 2020-148191, filed with the Japan Patent Office on September 3, 2020, and incorporates by reference all contents of Japanese Patent Application No. 2020-148191. Technical Field

[0003] This disclosure relates to technologies for mitigating damage to vehicles caused by the fall of flying devices. Background Technology

[0004] Patent Document 1 describes a technique for mitigating damage to vehicles caused by a falling aircraft. Specifically, when a potential crash is identified, the aircraft sends information indicating the possibility of a crash to a flight management device, which manages the aircraft. Upon receiving the notification from the aircraft, the flight management device identifies a key area of ​​concern where a crash is likely and sends an alert to a server used by a road management company—a road information provider—regarding vehicles traveling within that key area of ​​concern. The road information provider then sends the alert to the vehicles via a road information transmitter installed on the road.

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-159811

[0006] However, the technology described in Patent Document 1 has the problem that it cannot notify vehicles traveling on roads without road information transmission devices of the possibility of the flying device crashing.

[0007] Therefore, the possibility of the aircraft directly notifying vehicles of an aircraft crash was considered. This could be achieved by installing receivers in each vehicle to receive information directly from the aircraft. However, the inventors' detailed research revealed that the widespread adoption of such receivers is difficult because it does not assume that frequent aircraft crashes will occur.

[0008] Furthermore, Patent Document 1 also describes a connection to the possibility of the flight device crashing directly notifying the vehicle from the flight device, but does not describe any specific structure. Summary of the Invention

[0009] One aspect of this disclosure provides a technique for improving the effectiveness of mitigating damage to vehicles caused by the crash of an aircraft.

[0010] One aspect of this disclosure is a fall damage mitigation system comprising a flight device and a vehicle-mounted device. The flight device includes a flight communication unit, a device fall determination unit, and a flight notification unit. The flight communication unit is configured to perform wireless communication based on a vehicle-to-vehicle communication standard. The device fall determination unit is configured to determine whether the flight device is likely to fall. The flight notification unit is configured to send fall information via the flight communication unit if the device fall determination unit determines that the flight device is likely to fall; this fall information includes information indicating the predicted fall location. The vehicle-mounted device includes a vehicle communication unit and a processing unit. The vehicle communication unit is configured to perform wireless communication based on a vehicle-to-vehicle communication standard. The processing unit is configured to perform fall avoidance processing upon receiving fall information via the vehicle communication unit, this fall avoidance processing being used to avoid the fall location. With this structure, the effectiveness of mitigating damage to the vehicle caused by a fall from the flight device can be improved.

[0011] Another aspect of this disclosure is a flight device constituting a crash damage mitigation system, which includes a flight device and a vehicle-mounted device. The flight device includes a flight communication unit, a crash determination unit, and a notification unit. The flight communication unit is configured to perform wireless communication according to a vehicle-to-vehicle communication standard. The crash determination unit is configured to determine whether the flight device is likely to crash. The notification unit is configured to send crash information via the flight communication unit if the crash determination unit determines that the flight device is likely to crash. This crash information includes information indicating the predicted crash location. With this structure, the effectiveness of mitigating damage to the vehicle caused by a crash of the flight device can be improved.

[0012] Another aspect of this disclosure is a vehicle-mounted device constituting a fall damage mitigation system. This fall damage mitigation system includes a flight device and a vehicle-mounted device. The flight device is configured to transmit fall information wirelessly according to a vehicle-to-vehicle communication standard when a fall is deemed possible. This fall information includes information indicating the predicted fall location. The vehicle-mounted device includes a vehicle communication unit and a processing unit. The vehicle communication unit is configured to perform wireless communication according to a vehicle-to-vehicle communication standard. The processing unit is configured to perform fall avoidance processing upon receiving fall information via the vehicle communication unit, the fall avoidance processing being for avoiding the fall location. With this structure, the effectiveness of mitigating damage to the vehicle caused by the fall of the flight device can be improved. Attached Figure Description

[0013] Figure 1 This is a block diagram representing the structure of a fall damage mitigation system.

[0014] Figure 2 This is a schematic diagram of a fall damage mitigation system.

[0015] Figure 3This is a flowchart of the crash warning process executed by the flight equipment.

[0016] Figure 4 This is a flowchart of the hazard avoidance procedures performed by the onboard device. Detailed Implementation

[0017] Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0018] [1. Overall Structure]

[0019] Figure 1 The crash damage mitigation system 1 shown includes a flight device 2 and multiple vehicle-mounted devices 3. The crash damage mitigation system 1 is a system used to notify vehicles traveling on the ground of the possibility that the flight device 2 may crash to the ground.

[0020] [2. Structure of the flight device]

[0021] Flight device 2 is a small flight device capable of unmanned flight via remote operation through wireless communication. Furthermore, flight device 2 is configured to fly while carrying cargo, enabling its use for cargo delivery and other purposes.

[0022] The flight device 2 includes a sensor group 21, a flight mechanism 22, an operation communication unit 23, a flight communication unit 24, and a flight control unit 25.

[0023] The sensor group 21 includes various sensors for detecting the flight status of the flight device 2. In this embodiment, the sensor group 21 includes an acceleration sensor 211, an angular acceleration sensor 212, a gyroscope sensor 213, a geomagnetic sensor 214, an altitude sensor 215, a wind speed sensor 216, a flight position sensor 217, a rotational speed detection sensor 218, a cargo detection sensor 219, and a voltage detection sensor 220.

[0024] Accelerometer 211 detects the acceleration applied to the flight device 2 in each of the three-dimensional axes of the flight device 2 (X-axis, Y-axis, and Z-axis) and outputs the acceleration information representing the detection results to the flight control unit 25.

[0025] The angular acceleration sensor 212 detects the angular acceleration applied to the flight device 2 in each of the three-dimensional axes and outputs the angular acceleration information representing the detection result to the flight control unit 25.

[0026] The gyroscope sensor 213 detects the angular velocity applied to the flight device 2 in each of the three-dimensional axes and outputs the angular velocity information representing the detection result to the flight control unit 25.

[0027] The geomagnetic sensor 214 detects the geomagnetic field in each of the three-dimensional axes and outputs the geomagnetic information representing the detection results to the flight control unit 25.

[0028] Altitude sensor 215 detects altitude, for example, based on atmospheric pressure, and outputs altitude information representing the detection result to flight control unit 25.

[0029] The wind speed sensor 216 detects the intensity and direction of the wind around the flight device 2 and outputs the wind speed information, which indicates the detection result, to the flight control unit 25.

[0030] Flight position sensor 217 receives GPS signals from GPS satellites and outputs the received GPS signals to flight control unit 25. GPS is an abbreviation for Global Positioning System.

[0031] The speed detection sensor 218 detects the speed of the motor (described later) and outputs speed information indicating the detection result to the flight control unit 25. For example, a magnetic sensor or an optical tachometer can be used as the speed detection sensor 218.

[0032] The cargo detection sensor 219 detects whether there is cargo held by the flight device 2 and outputs cargo information indicating the detection result to the flight control unit 25. As the cargo detection sensor 219, for example, an infrared sensor, a weight sensor, etc. can be used.

[0033] The voltage detection sensor 220 detects the voltage output by a battery (not shown) used to drive the flight device 2, and outputs voltage information indicating the detection result to the flight control unit 25.

[0034] The flight mechanism 22 includes a motor (not shown), a propeller, and a servo motor. The motor is the drive source for rotating the propeller. The propeller is driven by the rotation of the motor. The servo motor changes the pitch of the propeller. In addition to driving the propeller by the rotation of the motor, the flight mechanism 22 also generates thrust by changing the pitch of the propeller using the servo motor. The flight device 2 flies using the thrust generated by the flight mechanism 22.

[0035] The operation communication unit 23 is configured to communicate wirelessly with the operation device 4, which is separate from the flight device 2. The operation device 4 is configured to communicate wirelessly with the flight device 2. The operation device 4 is configured to be operable by the operator of the flight device 2, and to transmit instructions input by the operator to the flight device 2 wirelessly.

[0036] The Flight Communication Unit 24 is configured to conduct wireless communication based on the communication standards of the aircraft communication unit.

[0037] The flight control unit 25 is centered around a microcomputer, including a CPU, ROM, RAM, etc. (not shown). The CPU executes a program stored in the ROM, which is a non-transitional physical storage medium. By executing this program, a method corresponding to that program is performed. Furthermore, the flight control unit 25 may have one microcomputer or multiple microcomputers. Moreover, the method for implementing the functions of the flight control unit 25 is not limited to software; some or all of its functions may be implemented using one or more hardware components. For example, when the above functions are implemented by electronic circuits as hardware, these electronic circuits may be implemented by digital circuits, analog circuits, or a combination thereof.

[0038] The flight control unit 25 detects the flight status of the flight device 2 based on input information from the sensor group 21. Specifically, it detects the flight status based on acceleration information, angular acceleration information, angular velocity information, geomagnetic information, altitude information, wind speed information, and GPS signals. This flight status includes the flight attitude, flight speed, flight direction, flight altitude, and flight position of the flight device 2. Based on the flight status and instructions received from the operating device 4, the flight control unit 25 controls the propulsion of the flight mechanism 22.

[0039] Furthermore, the flight control unit 25 is configured to determine whether the flight device 2 is likely to crash. The flight control unit 25 is also configured to determine whether the cargo held by the flight device 2 is likely to crash, and whether a part of the flight device 2 is likely to crash. If it is determined that the flight device 2, the cargo held by the flight device 2, or a part of the flight device 2 is likely to crash, the flight control unit 25 calculates the estimated crash area and crash time as crash information and transmits the crash information via the flight communication unit 24. The crash area is the area where the probability of the object being judged as likely to crash actually hitting the ground is relatively high. The crash time is the estimated time when the object being judged as likely to crash actually hits the ground.

[0040] [3. Structure of the vehicle-mounted device]

[0041] The vehicle-mounted device 3 is mounted on multiple vehicles. In this embodiment, the multiple vehicles are vehicles that have at least an automatic braking function. Vehicles with automatic braking functions include, for example, vehicles with driving assistance functions such as control to maintain a constant distance between vehicles and control to decelerate to prevent collisions with obstacles, and vehicles with automatic driving functions.

[0042] The vehicle-mounted device 3 includes a vehicle speed sensor 31, a distance measuring sensor 32, a vehicle position sensor 33, a vehicle communication unit 34, a reporting unit 35, a driving control unit 36, and a vehicle control unit 37.

[0043] The vehicle speed sensor 31 detects the vehicle's speed and outputs the speed information, indicating the detection result, to the vehicle control unit 37. Furthermore, considering the vehicle speed sensor 31 and other sensors and devices mounted on the vehicle, the term "vehicle" refers to the vehicle equipped with these sensors.

[0044] The ranging sensor 32 detects the distance and relative speed to objects existing around the vehicle, and outputs ranging information indicating the detection results to the vehicle control unit 37. For example, a millimeter-wave radar can be used as the ranging sensor 32.

[0045] The vehicle position sensor 33 receives GPS signals from GPS satellites and outputs the received GPS signals to the vehicle control unit 37.

[0046] The vehicle communication unit 34 is configured to perform wireless communication based on the communication standard for vehicle-to-vehicle communication.

[0047] The reporting unit 35 reports to the driver, for example, through sound output or image display.

[0048] The driving control unit 36 ​​controls various mechanisms used for driving the vehicle. The driving control unit 36 ​​includes a drive control unit 361, a brake control unit 362, and a steering angle control unit 363. The drive control unit 361 controls a drive unit (not shown) that drives the wheels of the vehicle. The drive unit may be, for example, an internal combustion engine or an electric motor. The brake control unit 362 controls the brakes of the vehicle. The steering angle control unit 363 controls the steering angle of the wheels of the vehicle.

[0049] The vehicle control unit 37 is centered around a microcomputer, including a CPU, ROM, RAM, etc. (not shown). The CPU executes a program stored in the ROM, which is a non-transitional physical storage medium. By executing the program, a method corresponding to that program is performed. Furthermore, the vehicle control unit 37 may have one or more microcomputers. Moreover, the method for implementing the functions of the vehicle control unit 37 is not limited to software; some or all of its functions may also be implemented using one or more hardware components. For example, when the aforementioned functions are implemented by electronic circuits as hardware, these electronic circuits may be implemented by digital circuits, analog circuits, or a combination thereof.

[0050] The vehicle control unit 37 performs driving control based on information received via the vehicle communication unit 34. Furthermore, the vehicle control unit 37 transmits information via the vehicle communication unit 34. In this embodiment, the vehicle control unit 37 transmits received fall information and information related to the driving control being performed, i.e., driving information.

[0051] [4. Processing Summary]

[0052] Next, use Figure 2 The diagram provides an overview of the processes performed in the fall damage mitigation system 1.

[0053] Figure 2 The vehicles 3A to 3D are vehicles equipped with vehicle-mounted devices 3. Vehicles 3A and 3B are located within the communication area of ​​the flight device 2. The communication area of ​​the flight device 2 is the area capable of receiving information transmitted from the flight device 2 wirelessly according to the communication standard of vehicle-to-vehicle communication. That is, the vehicle-mounted devices 3 equipped in vehicles 3A and 3B respectively receive information transmitted from the flight device 2. Hereinafter, vehicles located within the communication area of ​​the flight device 2 will also be referred to as warning target vehicles.

[0054] On the other hand, vehicles 3C and 3D are located outside the communication area of ​​the flight device 2. That is, the on-board devices 3 of vehicles 3C and 3D do not receive information transmitted from the flight device 2. Hereinafter, vehicles located outside the communication area of ​​the flight device 2 will also be referred to as vehicles outside the warning target area.

[0055] Furthermore, vehicle 3C, which is not a vehicle subject to the warning, is located within the communication area of ​​the on-board unit 3 installed in vehicle 3B, which is a vehicle subject to the warning. The communication area of ​​the on-board unit 3 is the area capable of receiving information transmitted wirelessly from the on-board unit 3 via a communication standard based on inter-vehicle communication. In other words, the on-board unit 3 installed in vehicle 3C, which is not a vehicle subject to the warning, receives information transmitted from the on-board unit 3 installed in vehicle 3B, which is a vehicle subject to the warning.

[0056] Similarly, vehicle 3D, which is not a vehicle subject to the warning, is located within the communication area of ​​the on-board device 3 mounted on vehicle 3C, which is also a vehicle subject to the warning. The on-board device 3 mounted on vehicle 3D, which is not a vehicle subject to the warning, receives information sent from the on-board device 3 mounted on vehicle 3C, which is also a vehicle subject to the warning.

[0057] Furthermore, the communication standard for vehicle-to-vehicle communication in this embodiment is the conventional standard used for vehicle-to-vehicle communication as one of the V2X technologies. The technology of communication between vehicle-mounted devices using this communication standard is prior art. Additionally, V2X is an abbreviation for Vehicle to X. Hereinafter, the wireless communication performed by the vehicle-mounted device 3 based on the vehicle-to-vehicle communication standard will be referred to simply as vehicle-to-vehicle communication.

[0058] If the aircraft 2 determines that it may crash, it sends a crash warning. Upon receiving the crash warning from the aircraft 2, the onboard device 3 of the vehicle being warned transmits the received crash warning via inter-vehicle communication. This is to inform vehicles other than the vehicle being warned of the possibility of the aircraft 2 crashing. For example, if the onboard devices 3 of vehicles 3A and 3B, which are vehicles being warned, each receive the crash warning from the aircraft 2, they will transmit the received crash warning via inter-vehicle communication. Therefore, vehicle 3C, which is not a vehicle being warned, will also be informed of the possibility of the aircraft 2 crashing.

[0059] Furthermore, when the vehicle-mounted device 3 receives fall information from other vehicle-mounted devices 3, it also transmits the fall information via inter-vehicle communication. This is to cascade the fall information by further transmitting the received fall information, thus fully informing vehicles that may be traveling in the fall zone of the possibility of the flight device 2 falling. For example, if the vehicle-mounted device 3 mounted on vehicle 3C, which is not a vehicle under warning, receives fall information from the vehicle-mounted device 3 mounted on vehicle 3B, which is a vehicle under warning, it further transmits the received fall information via inter-vehicle communication. Similarly, the vehicle-mounted device 3 mounted on vehicle 3D, which is not a vehicle under warning, also transmits the received fall information via inter-vehicle communication after receiving fall information from the vehicle-mounted device 3 mounted on vehicle 3C, which is not a vehicle under warning.

[0060] Furthermore, the onboard device 3 executes driving control to avoid the crash zone based on the received crash information and transmits driving information via inter-vehicle communication. Upon receiving driving information, the onboard device 3 executes driving control to avoid collisions with the sending vehicle. This is to prevent secondary damage such as collisions between the vehicle executing the driving control and vehicles traveling around it. For example, the onboard device 3 mounted on vehicle 3B, which is the warning target vehicle, executes driving control to avoid the crash zone based on the crash information received from the flight device 2 and transmits driving information via inter-vehicle communication. The onboard device 3 mounted on vehicle 3C, which is not the warning target vehicle, receives driving information from the onboard device 3 mounted on vehicle 3B, which is the warning target vehicle. The onboard device 3 mounted on vehicle 3C, which is not the warning target vehicle, executes driving control to avoid collisions with the sending vehicle 3B, which receives the driving information, and transmits driving information via inter-vehicle communication. Here, the driving information transmitted by the onboard device 3 mounted on vehicle 3C, which is not the warning target vehicle, is not the received driving information, but rather driving information related to the driving control executed on vehicle 3C. The vehicle-mounted device 3 on vehicle 3D, which receives driving information from the vehicle-mounted device 3 on vehicle 3C, which is not the vehicle being warned, also performs driving control to avoid collision with the vehicle 3C that sent the received driving information, and sends information related to the driving control performed as driving information via inter-vehicle communication.

[0061] [5. Processing performed by the flight device]

[0062] Next, use Figure 3 The flowchart illustrates the fall warning process performed by the flight control unit 25 of the flight device 2. Furthermore, the flight control unit 25 performs the process at predetermined intervals. Figure 3 The fall warning is shown in the diagram.

[0063] First, in S101, the flight control unit 25 determines whether the flight device 2 is likely to crash. In this embodiment, the flight control unit 25 determines whether the flight device 2 is likely to crash based on input information from the sensor group 21. For example, if the remaining battery capacity calculated based on voltage information is less than the remaining battery capacity required to reach a landing site, or if the detection result indicated by the voltage information is abnormal, the flight control unit 25 determines that the flight device 2 is likely to crash. Additionally, for example, if the change in flight attitude detected based on angular velocity information is not within a specified allowable range, the flight control unit 25 determines that the flight device 2 is likely to crash. Furthermore, for example, if the detection result indicated by wind speed information is not within a specified allowable range, such as when the wind speed is high and the wind direction is upward, the flight control unit 25 determines that the flight device 2 is likely to crash. When it is determined in S101 that the flight device 2 is unlikely to crash, the flight control unit 25 moves the processing to S102.

[0064] In S102, the flight control unit 25 determines whether the cargo held by the flight device 2 is likely to fall. In this embodiment, the flight control unit 25 determines whether the cargo held by the flight device 2 is likely to fall based on cargo information. For example, if the cargo held by the flight device 2 cannot be detected during flight, the flight control unit 25 determines that the cargo held by the flight device 2 is likely to fall. If it is determined in S102 that the cargo held by the flight device 2 is unlikely to fall, the flight control unit 25 moves the processing to S103.

[0065] In S103, the flight control unit 25 determines whether a part of the flight device 2 is likely to fall. Furthermore, a "part" of the flight device 2 is, for example, a portion of the end of a housing (not shown) used to store the flight control unit 25, etc., that would not impede the flight of the flight device 2 even if it were to detach and be lost. For example, if a change in flight attitude is detected based on angular velocity information, etc., along with the detachment of a part of the flight device 2, the flight control unit 25 determines that a part of the flight device 2 is likely to fall. Furthermore, the flight control unit 25 detects changes in the center of gravity position of the flight device 2 based on the changes in flight attitude accompanying the detachment of a part of the flight device 2. Additionally, for example, if the flight device 2 is a multi-rotor type flight device with two or more propellers, the flight control unit 25 can also detect information necessary to maintain the flight attitude of the flight device 2. Examples of information necessary to maintain the flight attitude of the flight device 2 include, for example, changes in the center of gravity position of the flight device 2 based on changes in the ratio of the rotational speeds of the propellers among the multiple propellers and the ratio of the propeller spacing. When it is determined in S103 that a part of the flight device 2 is unlikely to fall, the flight control unit 25 terminates. Figure 3 The fall warning is shown in the diagram.

[0066] On the other hand, if it is determined in S101 that the flight device 2 may fall, the flight control unit 25 moves the processing to S104. Additionally, if it is determined in S102 that the cargo held by the flight device 2 may fall, the flight control unit 25 also moves the processing to S104. Furthermore, if it is determined in S103 that a portion of the flight device 2 may fall, the flight control unit 25 also moves the processing to S104.

[0067] In S104, the flight control unit 25 calculates the fall information. In this embodiment, the flight control unit 25 calculates the estimated fall area and fall time as fall information. Specifically, the flight control unit 25 calculates the fall area and fall time based on the flight speed, flight direction, flight altitude, and flight position of the flight device 2. For example, the flight control unit 25 calculates the location and time at which the flight altitude is 0 when the fall begins in the current flight state as the fall location and fall time, respectively. The flight control unit 25 calculates the fall area as a circular area within a predetermined range close to the fall location, such as within a predetermined distance from the fall location. Afterward, the flight control unit 25 moves the processing to S105.

[0068] In S105, the flight control unit 25 transmits crash information via the flight communication unit 24. Afterwards, the flight control unit 25 terminates... Figure 3 The fall warning is shown in the diagram.

[0069] [6. Processing performed by the on-board device]

[0070] Next, use Figure 4 The flowchart illustrates the hazard avoidance procedures performed by the vehicle control unit 37 of the on-board unit 3. Furthermore, the vehicle control unit 37 performs these procedures upon the vehicle's ignition switch being turned on. Figure 4 The following are examples of procedures to avoid danger.

[0071] First, in S201, the vehicle control unit 37 determines whether a fall signal has been received. If it is determined in S201 that a fall signal has been received, the vehicle control unit 37 moves the processing to S202.

[0072] In S202, the vehicle control unit 37 determines whether the number of forwardings included in the received crash information has reached the upper limit. The number of forwardings indicates the number of times the crash information from the flight device 2 is forwarded to other vehicle-mounted devices 3 in a chain reaction after being received by the vehicle-mounted device 3. The upper limit for the number of forwardings is set to sufficiently inform vehicles that may be traveling in the crash zone of the possibility of the flight device 2 crashing. If it is determined in S202 that the number of forwardings included in the received crash information has not reached the upper limit, the vehicle control unit 37 moves the processing to S203.

[0073] In S203, the vehicle control unit 37 further transmits the received fall information. Specifically, the vehicle control unit 37 transmits the fall information after incrementing the forwarding count contained in the received fall information by 1. Afterwards, the vehicle control unit 37 moves the processing to S204.

[0074] On the other hand, if it is determined in S202 that the number of forwards contained in the received fall information has reached the upper limit, the vehicle control unit 37 will not execute S203 and will move the processing to S204.

[0075] In S204, the vehicle control unit 37 determines whether a falling object is likely to fall onto the vehicle, wherein the falling object is the object mentioned in the falling information. Specifically, the vehicle control unit 37 estimates the position of the vehicle at the time of the fall, and if the estimated position is within the falling area, it determines that the falling object is likely to fall onto the vehicle. When it is determined in S204 that the falling object is likely to fall onto the vehicle, the vehicle control unit 37 moves the processing to S205.

[0076] In S205, the vehicle control unit 37 determines whether driving information has been received. If it is determined in S205 that driving information has been received, the vehicle control unit 37 moves the processing to S206.

[0077] In S206, the vehicle control unit 37 determines whether a collision with the source vehicle that sent the received driving information is possible. In this embodiment, the vehicle control unit 37 determines whether a collision with the source vehicle is possible if the driving control indicated in the driving information is executed in the source vehicle and the vehicle continues to travel at its current speed. Specifically, the vehicle control unit 37 calculates a collision prediction time based on the received driving information, vehicle speed information, and distance measurement information. The collision prediction time is calculated by dividing the distance to the source vehicle by the relative speed predicted based on the received driving information. If the collision prediction time is less than a predetermined time, the vehicle control unit 37 determines that a collision with the source vehicle that sent the received driving information is possible. In this embodiment, the vehicle control unit 37 uses an object detected based on the distance measurement information as the source vehicle to determine the probability of a collision. However, the vehicle control unit 37 may also detect the source vehicle based on its position, which is received along with the driving information, and determine the probability of a collision with the detected source vehicle. If it is determined in S206 that there has been a collision with the vehicle that sent the received driving information, the vehicle control unit 37 moves the processing to S207.

[0078] In S207, the vehicle control unit 37 reports its intention to execute driving control to the driver. In this embodiment, the vehicle control unit 37 instructs the reporting unit 35 to output an audio and visual message indicating its intention to execute driving control.

[0079] Next, in S208, the vehicle control unit 37 executes driving control to avoid the fall zone and prevent collision with the vehicle that sent the received driving information. The driving control to avoid the fall zone includes at least controlling the automatic braking of the vehicle intending to enter the fall zone to prevent it from entering. In this embodiment, the vehicle control unit 37 instructs the driving control unit 36 ​​to perform driving control to avoid the fall zone and prevent collision with the vehicle that sent the received driving information.

[0080] Next, in S209, the vehicle control unit 37 sends driving information. Specifically, the vehicle control unit 37 sends driving information as details of the driving control being performed.

[0081] Next, in S210, the vehicle control unit 37 determines whether the falling object has landed on the ground. In this embodiment, the vehicle control unit 37 determines whether the falling object has landed on the ground based on the received falling information. Specifically, if the current time is after the falling time, the vehicle control unit 37 determines that the falling object has landed on the ground. When it is determined in S210 that the falling object has landed on the ground, the vehicle control unit 37 moves the processing to S215.

[0082] On the other hand, if it is determined in S205 that no driving information has been received, the vehicle control unit 37 moves the processing to S211. In addition, if it is determined in S206 that it is impossible to collide with the vehicle that sent the received driving information, the vehicle control unit 37 also moves the processing to S211.

[0083] In S211, the vehicle control unit 37 reports the intention to execute driving control to the driver in the same manner as in S207.

[0084] Next, in S212, the vehicle control unit 37 performs driving control to avoid the fall zone. In this embodiment, the vehicle control unit 37 instructs the driving control unit 36 ​​to perform driving control to avoid the fall zone.

[0085] Next, in S213, the vehicle control unit 37 sends driving information in the same way as in S209.

[0086] Next, in S214, the vehicle control unit 37 determines, in the same manner as in S210, whether the falling object has landed on the ground. If it is determined in S214 that the falling object has landed on the ground, the vehicle control unit 37 moves the processing to S215.

[0087] In S215, the vehicle control unit 37 terminates the driving control used to avoid the fall zone and terminates the report indicating the intention to execute the driving control. Furthermore, in this embodiment, the driving control used to avoid collision with the vehicle sending the received driving information, and the report indicating the intention to execute the driving control, terminate at a point when a collision is unlikely. Afterwards, the vehicle control unit 37 returns the process to S201.

[0088] On the other hand, if it is determined in S201 that no falling information has been received, the vehicle control unit 37 moves the processing to S216. Additionally, if it is determined in S204 that the falling object is unlikely to fall onto the vehicle, the vehicle control unit 37 also moves the processing to S216.

[0089] In S216, the vehicle control unit 37 determines whether driving information has been received, similar to S205. If it is determined in S216 that no driving information has been received, the vehicle control unit 37 returns the processing to S201. On the other hand, if it is determined in S216 that driving information has been received, the vehicle control unit 37 moves the processing to S217.

[0090] In S217, the vehicle control unit 37, as in S206, determines whether a collision with the vehicle sending the received driving information is possible. If it is determined in S217 that a collision with the vehicle sending the received driving information is impossible, the vehicle control unit 37 returns the process to S201. On the other hand, if it is determined in S217 that a collision with the vehicle sending the received driving information is possible, the vehicle control unit 37 moves the process to S218.

[0091] In S218, the vehicle control unit 37, like in S207 and S211, reports to the driver its intention to execute driving control.

[0092] Next, in S219, the vehicle control unit 37 performs driving control to avoid collision with the vehicle that sent the received driving information. In this embodiment, the vehicle control unit 37 instructs the driving control unit 36 ​​to perform driving control to avoid collision with the vehicle that sent the received driving information.

[0093] Next, in S220, the vehicle control unit 37 sends driving information in the same manner as in S209 and S213. Afterward, the vehicle control unit 37 returns the processing to S201.

[0094] [7. Effect]

[0095] Based on the implementation methods detailed above, the following effects can be obtained.

[0096] (7a) In the fall damage mitigation system 1 of this embodiment, when the flight device 2 is determined to be likely to fall, it transmits fall information via wireless communication according to the communication standard of the vehicle-to-vehicle communication system. This fall information includes information indicating the fall area. Upon receiving the fall information, the vehicle-mounted device 3 performs processing to avoid the fall area. With this structure, the effectiveness of mitigating the damage to the vehicle caused by the fall of the flight device 2 can be improved. That is, even if each vehicle is equipped with a dedicated receiver for directly receiving information from the flight device, the vehicle can be directly notified of the possibility of the flight device falling, just as in the above embodiment. However, since it is not assumed that frequent flight device falls will occur, the widespread adoption of such receivers is difficult, and the number of vehicles that can perform processing to avoid damage from the fall of the flight device is limited. In contrast, in the structure of this embodiment, the possibility of the flight device 2 falling can be directly notified to vehicles equipped with the vehicle-mounted device 3 that performs general vehicle-to-vehicle communication. Therefore, compared with the structure of receiving information via a dedicated receiver for directly receiving information from the flight device, the effectiveness of mitigating the damage to the vehicle caused by the fall of the flight device 2 can be improved.

[0097] (7b) In the fall damage mitigation system 1 of this embodiment, when the vehicle-mounted device 3 receives fall information, it performs a forwarding process, which is a process of further transmitting the received fall information. According to this structure, since the vehicle-mounted device 3, which is located outside the communication area of ​​the flight device 2, can also receive the fall information, the damage caused to the vehicle by the fall of the flight device 2 can be further mitigated.

[0098] (7c) In the fall damage mitigation system 1 of this embodiment, the vehicle-mounted device 3 does not perform forwarding processing when the number of forwardings contained in the fall information reaches the upper limit. According to this structure, it is possible to reduce the chain reaction of fall information, such as the unnecessary chain reaction of fall information spreading to vehicles that could not possibly be driving in the fall area at the time of the fall.

[0099] (7d) In the fall damage mitigation system 1 of this embodiment, when the vehicle-mounted device 3 determines that the falling object has fallen to the ground, it terminates the driving control for avoiding the fall zone and the report to the driver. With this structure, it is possible to reduce the need to perform the process of avoiding the fall zone when it is impossible to suffer damage from the fall of the flying device 2.

[0100] (7e) In the fall damage mitigation system 1 of this embodiment, the vehicle-mounted device 3 performs driving control as a process for avoiding the fall zone and sends driving information related to the driving control performed. With this structure, secondary damage, such as a collision between the vehicle performing driving control to avoid the fall zone and vehicles traveling around it, can be mitigated.

[0101] (7f) In the fall damage mitigation system 1 of this embodiment, the vehicle-mounted device 3 performs driving control as a process to avoid collision with the vehicle that sends the received driving information, and sends driving information related to the driving control performed. With this structure, secondary damage, such as collisions between the vehicle performing the collision avoidance driving control and vehicles traveling around it, can be mitigated.

[0102] (7g) In the fall damage mitigation system 1 of this embodiment, if it is determined that the cargo held by the flight device 2 may fall, the flight device 2 also sends fall information. With this structure, damage to the vehicle caused by the fall of the cargo held by the flight device 2 can be mitigated.

[0103] (7h) In the fall damage mitigation system 1 of this embodiment, if it is determined that a part of the flight device 2 may fall, the flight device 2 also sends fall information. With this structure, it is possible to mitigate the damage to the vehicle caused by a part of the flight device 2 falling.

[0104] Furthermore, in this embodiment, S101 corresponds to the processing of the device fall determination unit, S102 corresponds to the processing of the cargo fall determination unit, S103 corresponds to the processing of the component fall determination unit, and S104 and S105 correspond to the processing of the flight notification unit. Additionally, S207, S208, S210, S211, S212, S214, S215, S218, and S219 correspond to the processing of the processing unit, S202 and S203 correspond to the processing of the fall notification unit, and S209, S213, and S220 correspond to the processing of the travel notification unit. Furthermore, S207, S208, S211, and S212 correspond to fall avoidance processing, S209, S213, and S220 correspond to notification processing, and S207, S208, S218, and S219 correspond to collision avoidance processing. Finally, S101 corresponds to the processing of the fall determination unit.

[0105] [8. Other Implementation Methods]

[0106] The embodiments of this disclosure have been described above, but this disclosure is not limited to the above embodiments and various methods can be adopted.

[0107] (8a) In the above embodiment, as a driving control for avoiding the fall zone, an example is shown that the control is to activate the automatic brake to avoid entering the fall zone, but the driving control for avoiding the fall zone is not limited to this. For example, it is also possible to perform a control by accelerating the driving speed to pass through the fall zone, or a control by controlling the steering operation to move away from the fall zone.

[0108] (8b) In the above embodiment, driving control and reporting to the driver are exemplified as processes for avoiding the fall zone, but the processes for avoiding the fall zone are not limited to these. For example, either driving control or reporting to the driver may not be performed. If driving control is not performed, the content of the report to the driver may be a warning about entering the fall zone, etc. Similarly, for the process of avoiding a collision with the vehicle that sent the received driving information, either driving control or reporting to the driver may not be performed.

[0109] (8c) In the above embodiment, an example is shown that information indicating a certain range of a crash area is transmitted as information indicating the crash location presumed to be the crash location of the flight device 2. However, the information indicating the crash location is not limited to this. For example, information indicating the crash point may also be transmitted as information indicating the crash location.

[0110] (8d) In the above embodiment, a structure is shown for determining whether the flight device 2 has fallen to the ground based on the time of fall, but the method for determining whether the flight device 2 has fallen to the ground is not limited to this. For example, a structure can be used to determine whether the flight device 2 has fallen to the ground by providing an impact sensor on the flight device 2 to detect the impact accompanying the fall. If the flight device 2 is determined to have fallen to the ground, a fall completion notification is sent via vehicle-to-vehicle communication, similar to the sending of fall information. Upon receiving the fall completion notification from the flight device 2, the vehicle-mounted device 3 terminates the process for avoiding the fall zone. In this case, the vehicle-mounted device 3 can also send the received fall completion notification via vehicle-to-vehicle communication, similar to the case of receiving fall information in the above embodiment. According to this structure, since the vehicle is informed of a more accurate time of the fall of the flight device 2, the vehicle-mounted device can terminate the process for avoiding the fall zone at a more appropriate time.

[0111] (8e) In the above embodiment, a structure for forwarding fall information is shown, but for example, if the communication area of ​​the flight device 2 is sufficiently large than the fall area, the fall information may not be forwarded.

[0112] (8f) In the above embodiment, an example is shown where the condition for limiting the number of forwarding processes is that the number of times the fall information is forwarded reaches an upper limit. However, the condition for limiting the number of forwarding processes is not limited to this. For example, the condition for limiting the number of forwarding processes may also be that a predetermined time has elapsed since the moment the flight device 2 sends the fall information.

[0113] (8g) In the above embodiment, a structure for the wind speed sensor 216 to detect the intensity and direction of the wind around the flight device 2 is shown, but the method for detecting the intensity and direction of the wind around the flight device 2 is not limited to this. For example, the intensity and direction of the wind around the flight device 2 can also be inferred based on the air temperature and air pressure. As a specific example of realizing such inference, a structure can be given by setting a thermometer and a barometer on the flight device 2 to infer the relationship between the detected changes in air temperature and air pressure and the generated wind, and then inferring the intensity and direction of the wind around the flight device 2.

[0114] (8h) Alternatively, the function of one component in the above embodiments can be distributed among multiple components, or the functions of multiple components can be integrated into one component. Furthermore, a portion of the structure in the above embodiments can be omitted. Additionally, at least a portion of the structure in other embodiments can be added to or replaced.

Claims

1. A fall damage mitigation system, comprising flight-mounted and vehicle-mounted devices, The aforementioned flight device possesses: The flight communications unit is configured to conduct wireless communication based on the communication standards of the aircraft communication system. The device crash determination unit is configured to determine whether the aforementioned flight device is likely to crash; and The flight notification unit is configured to send crash information via the flight communication unit when the crash determination unit determines that the flight device may crash. The crash information includes information indicating the estimated crash location. The aforementioned vehicle-mounted device includes: The vehicle communication unit is configured to perform wireless communication based on inter-vehicle communication standards; and The processing unit is configured to perform fall avoidance processing upon receiving the fall information via the vehicle communication unit. This fall avoidance processing is used to avoid the fall location. The aforementioned processing unit performs driving control of the vehicle to avoid the aforementioned fall location as the aforementioned fall avoidance processing. The aforementioned vehicle-mounted device also features: The driving notification unit is configured to, when the aforementioned processing unit performs the aforementioned fall avoidance processing, perform notification processing to send driving information via the aforementioned vehicle communication unit, wherein the driving information is information related to the driving control being performed; and The fall notification unit is configured to perform forwarding processing, which involves sending the fall information received by the vehicle communication unit via the vehicle communication unit. The aforementioned processing unit is configured to perform collision avoidance processing upon receiving the aforementioned driving information via the aforementioned vehicle communication unit. This collision avoidance processing is for preventing a collision with the sending source vehicle. The aforementioned fall notification unit is configured to not perform the aforementioned forwarding process if the fall information meets the conditions used to limit the number of times the aforementioned forwarding process can be processed. The condition for limiting the number of times the above-mentioned forwarding processing is that a specified time has elapsed since the time when the above-mentioned fall information was sent from the above-mentioned flight device.

2. The fall damage mitigation system according to claim 1, wherein, The aforementioned processing unit is configured to terminate the fall avoidance process if it determines that the object involved in the aforementioned fall information has fallen.

3. The fall damage mitigation system according to claim 1, wherein, The aforementioned processing unit performs driving control to avoid collisions with the vehicle that sends the driving information received via the aforementioned vehicle communication unit, as the aforementioned collision avoidance processing. The aforementioned driving notification unit is configured to perform the aforementioned notification processing when the aforementioned processing unit performs the aforementioned collision avoidance processing.

4. The fall damage mitigation system according to claim 1, wherein, The aforementioned flight device also includes a cargo fall detection unit, which is configured to determine whether the cargo held by the flight device is likely to fall. The aforementioned flight notification unit is configured to send the aforementioned fall information via the aforementioned flight communication unit when the aforementioned cargo fall determination unit determines that the aforementioned cargo may fall.

5. The fall damage mitigation system according to claim 1, wherein, The aforementioned flight device also includes a component fall detection unit, which is configured to determine whether a part of the aforementioned flight device is likely to fall. The flight notification unit is configured to send the fall information via the flight communication unit when the component fall determination unit determines that a part of the flight device may fall.

6. A vehicle-mounted device constituting a fall damage mitigation system, the fall damage mitigation system comprising a flight device and the vehicle-mounted device, the flight device being configured to transmit fall information wirelessly according to a vehicle-to-vehicle communication standard when a fall is deemed likely, the fall information including information indicating a predicted fall location, the vehicle-mounted device comprising: The vehicle communication unit is configured to perform wireless communication based on inter-vehicle communication standards; and The processing unit is configured to perform fall avoidance processing upon receiving the fall information via the vehicle communication unit. This fall avoidance processing is used to avoid the fall location. The aforementioned processing unit performs driving control of the vehicle to avoid the aforementioned fall location as the aforementioned fall avoidance processing. The aforementioned vehicle-mounted device also features: The driving notification unit is configured to, when the aforementioned processing unit performs the aforementioned fall avoidance processing, perform notification processing to send driving information via the aforementioned vehicle communication unit, wherein the driving information is information related to the driving control being performed; and The fall notification unit is configured to perform forwarding processing, which involves sending the fall information received by the vehicle communication unit via the vehicle communication unit. The aforementioned processing unit is configured to perform collision avoidance processing upon receiving the aforementioned driving information via the aforementioned vehicle communication unit. This collision avoidance processing is for preventing a collision with the sending source vehicle. The aforementioned fall notification unit is configured to not perform the aforementioned forwarding process if the fall information meets the conditions used to limit the number of times the aforementioned forwarding process can be processed. The condition for limiting the number of times the above-mentioned forwarding processing is that a specified time has elapsed since the time when the above-mentioned fall information was sent from the above-mentioned flight device.

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