Method for generating flight map data, program, flight map data generation device, flight management system, flight map data, method for setting flight path, method for managing flight path, and flight instruction method

Abstract

Properly set the flight path of the flying object. The method for generating flight map data includes the following steps: a position information acquisition step of acquiring the position information of the road; a flyable space setting step of setting the position information of the flyable space by making the flyable space along the road based on the position information of the road and setting the height of the flyable space so that the flyable space is at a predetermined height from the road, to set the flyable space; and a flight map data generation step of associating the position information of the flyable space with the height information to generate the flight map data for the flying object, that is, the flight map data.

Description

Technical Field

[0001] The present invention relates to a method for generating flight map data, a program, a flight map data generation device, a flight management system, flight map data, a method for setting a flight path, a method for managing a flight path, and a flight instruction method. Background Art

[0002] There is known an aircraft (unmanned aircraft) that can fly without a pilot on board. When flying such an aircraft, it is required to set a flight path that does not collide with obstacles or other aircraft. For example, Patent Document 1 describes the following main points: When the set flight path overlaps with the flight path of another aircraft, set another flight path.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2017-117018 Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] Here, when an aircraft flies on a flight path, it is sometimes necessary to obtain permission from the landowner of the land where the sky becomes the flight path. In this case, it is troublesome to find the landowner to obtain permission, or when a flight path is set across the lands of multiple landowners, it is necessary to obtain permission separately. In addition, there are areas where the flight of aircraft is prohibited by laws and the like. Therefore, even if a flight path is set as in Patent Document 1, it is possible that the aircraft cannot fly properly on the flight path. Thus, it is required to set a flight path appropriately.

[0008] The present invention has been made in view of the above circumstances, and an object thereof is to provide a method for generating flight map data, a program, a flight map data generation device, a flight management system, flight map data, a method for setting a flight path, a method for managing a flight path, and a flight instruction method that can appropriately set the flight path of an aircraft.

[0009] Means for Solving the Problems

[0010] To achieve the object of solving the above problems, the method for generating flight map data according to the present disclosure includes the following steps: a position information acquisition step of acquiring the position information of a road; a flyable space setting step of setting the position information of the flyable space by making the flyable space along the road based on the position information of the road and enabling a flying object to fly, and setting the height of the flyable space by making the flyable space at a predetermined height from the road, to set the flyable space; and a flight map data generation step of associating the position information of the flyable space with the height information to generate map data for the flight of the flying object, that is, flight map data.

[0011] To achieve the object of solving the above problems, the program according to the present disclosure causes a computer to execute the following steps: a position information acquisition step of acquiring the position information of a road; a flyable space setting step of setting the position information of the flyable space by making the flyable space along the road based on the position information of the road and enabling a flying object to fly, and setting the height of the flyable space by making the flyable space at a predetermined height from the road, to set the flyable space; and a flight map data generation step of associating the position information of the flyable space with the height information to generate map data for the flight of the flying object, that is, flight map data.

[0012] To achieve the object of solving the above problems, the flight map data generation device according to the present disclosure includes: a position information acquisition unit that acquires the position information of a road; a flyable space setting unit that sets the position information of the flyable space by making the flyable space along the road based on the position information of the road and enabling a flying object to fly, and sets the height of the flyable space by making the flyable space at a predetermined height from the road, to set the flyable space; and a flight map data generation unit that associates the position information of the flyable space with the height information to generate map data for the flight of the flying object, that is, flight map data.

[0013] To achieve the object of solving the above problems, the flight management system according to the present disclosure includes: the flight map data generation device; a flight path setting device that sets a flight path of a flying object based on the flight map data generated by the flight map data generation device; and a flight path management device that determines whether to permit flight on the flight path set by the flight path setting device.

[0014] In order to achieve the above object, the flight map data according to the present disclosure includes position information and altitude information of a flyable space in which a flying object can fly, wherein the position information is set in such a way that the flyable space follows a road, and the altitude information is set in such a way that the flyable space is at a prescribed altitude from the road.

[0015] In order to achieve the above object, a method for setting a flight path according to the present disclosure includes the following steps: a flight map data acquisition step of acquiring flight map data including information on a flyable space in which a flying object can fly, the flyable space following a road and being located at a position at a prescribed altitude from the road; a flight path setting step of setting a flight path for the flying object to fly according to the flyable space set in the flight map data; and a flight time period setting step of setting a flight time period for using the flight path.

[0016] In order to achieve the above object, a method for managing a flight path according to the present disclosure includes the following steps: an application information acquisition step of acquiring the flight path and the flight time period generated by the method for setting a flight path; a determination step of determining whether the flight path included in the application information has been reserved as a flight path for another flying object during the flight time period included in the application information; and a permission information output step of outputting permission information indicating permission to use the flight path during the flight time period to the flying object that is the subject of the application information when it is determined in the determination step that the flight path has not been reserved as a flight path for another flying object.

[0017] In order to achieve the above object, a flight instruction method according to the present disclosure includes the following steps: a request step of outputting flight-related information including position information of a departure place and a destination of a flying object and information on a time period during which the flying object flies, to request setting of a flight path; an acquisition step of acquiring the flight path and the flight time period generated by the method for setting a flight path in response to the request step; and an instruction step of causing the flying object to fly along the acquired flight path and during the acquired flight time period.

[0018] Effects of the Invention

[0019] According to the present invention, a flight path of a flying object can be appropriately set. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic block diagram of a flight management system according to the present embodiment.

[0021] Figure 2 is a schematic block diagram of a measuring device according to the present embodiment.

[0022] Figure 3 It is a schematic diagram showing a method for obtaining road position information and obstacle height information.

[0023] Figure 4 It is a schematic diagram showing a method for obtaining road position information and obstacle height information.

[0024] Figure 5 It is a schematic block diagram of a flight map data generation device according to this embodiment.

[0025] Figure 6 It is a schematic diagram showing a flyable space.

[0026] Figure 7A It is a schematic diagram showing a flyable space.

[0027] Figure 7B It is a schematic diagram showing a flyable space.

[0028] Figure 8A It is a schematic diagram for explaining a section.

[0029] Figure 8B It is a schematic diagram for explaining a section.

[0030] Figure 9 It is a schematic diagram for explaining a section.

[0031] Figure 10 It is a schematic diagram for explaining a section.

[0032] Figure 11 It is a diagram showing an example of a flight map.

[0033] Figure 12 It is a flowchart showing a generation process of flight map data.

[0034] Figure 13 It is a schematic diagram showing an example of setting a flyable space on the ground surface covering a tunnel.

[0035] Figure 14 It is a schematic block diagram of a flying object according to this embodiment.

[0036] Figure 15 It is a schematic block diagram of a flying object control device according to this embodiment.

[0037] Figure 16 It is a schematic block diagram of a flight path setting device according to this embodiment.

[0038] Figure 17 It is a schematic block diagram of a flight path management device according to this embodiment.

[0039] Figure 18 It is a flowchart for explaining the setting process of the flight path.

[0040] Figure 19 It is a schematic diagram showing an example of the setting of the flight path.

[0041] Figure 20 It is for explaining as Figure 10 a diagram of an example of the flight path setting in the case where the section setting is performed as such. Detailed Embodiment

[0042] Hereinafter, the preferred embodiments of the present invention will be described in detail based on the accompanying drawings. In addition, the present invention is not limited to the embodiments described below.

[0043] (Flight Management System)

[0044] Figure 1 It is a schematic block diagram of the flight management system according to the present embodiment. The flight management system 1 according to the present embodiment includes a flight body 10, a flight body control device 12, a flight path setting device 14, a flight path management device 16, a flight map data generation device 18, and a measurement device VX. The flight management system 1 is a system for managing the flight of the flight body 10.

[0045] The flight body 10 is an unmanned flight body that can fly without a crew on board. The flight body 10 is, for example, a so-called drone or an unmanned aerial vehicle (UAV: Unmanned Aerial Vehicle), etc. In the present embodiment, the flight body 10 flies autonomously without being operated by an operator, but is not limited thereto, and the flight body 10 may also fly by being remotely operated by an operator. In the present embodiment, the weight of the flight body 10 is less than 200 g, but is not limited thereto, and the weight may also be 200 g or more. In the present embodiment, the flight body 10 flies on the set flight path after loading the cargo to deliver the cargo to the destination. Thus, the flight body 10 is used for delivery purposes, but is not limited to the delivery use, and may be used in any use. In addition, Figure 1 in the example of

[0046] The flight object control device 12 is a device (server) for managing the flight of the flight object 10 and is used, for example, by an individual or organization (such as a company) that manages the flight object 10. In the present embodiment, the flight object control device 12 is used by a delivery company that uses the flight object 10 to deliver goods. However, the entity using the flight object control device 12 can be arbitrary. The flight object control device 12 sets flight-related information such as the time and destination of the flight of the flight object 10 and sends the flight-related information to the flight path setting device 14, thereby obtaining information on the flight path of the flight object 10 from the flight path setting device 14. The flight object control device 12 sends the information on the flight path to the flight object 10, causing the flight object 10 to fly along the flight path. A detailed description of the flight object control device 12 will be given later.

[0047] The flight path setting device 14 is a device (server) for setting the flight path of the flight object 10 and is used by an individual or organization (such as a company) that provides the information on the set flight path to the flight object control device 12 side. In the present embodiment, the flight path setting device 14 is used by an entity different from the entity using the flight object control device 12. However, the entity using the flight path setting device 14 can be arbitrary. For example, it can also be used by the same entity as the entity using the flight object control device 12.

[0048] The flight path setting device 14 sets the flight path of the flight object 10 based on the flight-related information obtained from the flight object control device 12 and the flight map data A obtained from the flight map data generation device 18 described later. The flight path setting device 14 applies to the flight path management device 16 for a flight permit to fly on the flight path during the set time period. If the flight path setting device 14 obtains the flight permit for the flight path from the flight path management device 16, it sends the information on the flight path to the flight object control device 12. A detailed description of the flight path setting device 14 will be given later.

[0049] The flight path management device 16 is a device (server) for determining whether the flying object 10 can fly on the flight path, and is used, for example, by an individual or a group that manages the flight path and permits flight on the flight path. In the present embodiment, the flight path management device 16 is used by a subject different from the subject using the flying object control device 12 or the flight path setting device 14. The group that manages the flight path management device 16 has the authority to permit the flying object 10 to fly over the land. For example, when the flying object 10 flies over a road, the group that manages the flight path management device 16 has the authority to permit the flying object 10 to fly over the road, and can be, for example, the police or an entity entrusted with the authority by the police. Additionally, for example, when the flying object 10 flies over private land, the group that manages the flight path management device 16 can be the landowner of the private land or an entity entrusted with the authority to permit the flying object 10 to fly over the sky by the landowner. However, the subject using the flight path management device 16 can be arbitrary.

[0050] If the flight path management device 16 receives a flight application for a flight path from the flight path setting device 14, it refers to the flight map data A obtained from the flight map data generation device 18, which will be described later, to determine whether the flight path has been reserved for the flight path of another flying object 10 during the applied time period. In the case where it has been reserved for the flight path of another flying object 10, the flight path management device 16 rejects the flight application and sends a message indicating non - permission to fly on this flight path to the flight path setting device 14. In the case where it has not been reserved for the flight path of another flying object 10, the flight path management device 16 accepts the flight application and sends a message indicating permission to fly on this flight path to the flight path setting device 14. That is to say, it can be said that the flight path management device 16 performs exclusive control to avoid multiple flying objects 10 using the same flight path during the same time period. In other words, it enables one flying object 10 to occupy the flight path in each time period. A detailed description of the flight path management device 16 will be given later.

[0051] The flight map data generation device 18 generates flight map data A, which is information for the flight path setting device 14 to set a flight path. The flight map data generation device 18 is used, for example, by a subject different from the subject using the flying object control device 12, the flight path setting device 14, and the flight path management device 16. However, the subject using the flight map data generation device 18 can be arbitrary.

[0052] The measurement device VX is a device that acquires data for generating flight map data A. The measurement device VX detects the position of the road, information on obstacles existing above the road, etc., as data for generating flight map data A. The measurement device VX can be used by the same main body as the main body using the flight map data generation device 18.

[0053] Specifically describe the measurement device VX. Figure 2 It is a schematic block diagram of the measurement device according to this embodiment. The measurement device VX is mounted on the vehicle V and detects and records the position of the road and obstacles existing above the road while the vehicle V is traveling on the road. That is, the measurement device VX functions as a data recorder. As Figure 2 shown, the measurement device VX includes a control device VP and a sensor VS. The control device VP is a computer and has a control unit VP1, a communication unit VP2, and a storage unit VP3. The control unit VP1 is an arithmetic device, that is, a CPU (Central Processing Unit). The communication unit VP2 is a communication module that communicates with external devices, for example, communicates with external devices via the antenna AN. The storage unit VP3 is a memory that stores various information such as the arithmetic content of the control unit VP1 and programs, and includes, for example, at least one of a RAM (Random Access Memory), a main storage device such as a ROM (Read Only Memory), and a non-volatile storage device such as a flash memory or an HDD (Hard Disk Drive).

[0054] The sensor VS includes a position information acquisition unit VS1, an image information acquisition unit VS2, and an object 3D information acquisition unit VS3. The position information acquisition unit VS1 is a device that acquires the position information of the road under the control of the control device VP. The image information acquisition unit VS2 is a camera device that captures an image of an obstacle located above the road under the control of the control device VP. The object 3D information acquisition unit VS3 is a sensor that detects the distance to the obstacle, and can be, for example, a LIDAR (Light Detection and Ranging) sensor, etc. In addition, regarding the image information acquisition unit VS2 and the object 3D information acquisition unit VS3, it is sufficient to have at least any one of them. In addition, the sensor VS can also include sensors other than the position information acquisition unit VS1, the image information acquisition unit VS2, and the object 3D information acquisition unit VS3, such as a speed sensor and an azimuth sensor, for example.

[0055] (Acquisition of road position information)

[0056] The control device VP acquires the position information of the road from the position information acquisition unit VS1. The position information of the road is information indicating the earth coordinates of the road, and the road here refers to a road that can be traversed by vehicles, people, etc.

[0057] Figure 3 and Figure 4 are schematic diagrams illustrating the acquisition methods of the position information of the road and the height information of the obstacle. In the present embodiment, as Figure 3 shown, a vehicle V equipped with a measurement device VX is made to travel along a road R in advance. The position information acquisition unit VS1 acquires the position information of the measurement device VX, that is, the position information of the vehicle V equipped with the measurement device VX. The position information of the vehicle V is information indicating the earth coordinates of the vehicle V. In the present embodiment, the position information acquisition unit VS1 is a module for GNSS (Global Navigation Satellite System). The control device VP (control unit VP1) controls the position information acquisition unit VS1 during the travel of the vehicle V to receive radio waves from GNSS satellites, sequentially acquires the position information of the vehicle V and the time information at the time when the position information is acquired, and stores this information in the storage unit VP3. In addition, the vertical direction is set as the Z direction hereinafter. Further, the direction in which the road R extends is set as the X direction. The X direction can also be said to be a direction parallel to the direction in which the vehicle V travels on the road R.

[0058] Here, since the vehicle V travels on the road R, the position of the vehicle V corresponds to the position of the road R. Therefore, the control device VP can acquire the position information of the road R based on the position information of the vehicle V. In the present embodiment, the control device VP sets the position information of the vehicle V as the position information of the road R, but is not limited thereto, and the position information of the vehicle V may be subjected to a prescribed operation to calculate the position information of the road R. In addition, the control device VP may also sequentially acquire the information on the traveling direction of the vehicle V together with the position information of the vehicle V by using an azimuth sensor. Thus, the control device VP can acquire the information on the traveling direction of the vehicle on the road R in association with the position information of the road R based on the information on the traveling direction of the vehicle V. In addition, the traveling direction of the vehicle V may also be estimated based on the position information and time information of the vehicle V.

[0059] In this way, in the measurement device VX, the control device VP acquires the position information of the road R from the position information acquisition unit VS1.

[0060] (Acquisition of obstacle information)

[0061] The control device VP acquires information on the obstacle O existing above the road R from the image information acquisition unit VS2. Here, above the road means a position that overlaps the road in the vertical direction and is above the road surface in the vertical direction. In other words, it can be said that the control device VP acquires information on the obstacle O existing in the sky (directly above) the road. The information on the obstacle O is information for acquiring the height information of the obstacle O indicating the height of the obstacle O from the road R. In the present embodiment, the control device VP acquires the imaging data of the obstacle O, that is, the image data obtained by photographing the obstacle O, as the information on the obstacle O. In addition, obstacles above the road are, for example, signal devices, electric wires, overpasses, etc. existing above the road.

[0062] The control device VP controls the image information acquisition unit VS2. The control device VP causes the image information acquisition unit VS2 to perform imaging while the vehicle V is traveling on the road R, and stores the imaging data obtained by the image information acquisition unit VS2, the time of imaging, and the speed of the vehicle V at the time of imaging as information on the obstacle in the storage unit VP3. The image information acquisition unit VS2 is provided on the roof of the vehicle V so as to face the Z direction (vertically upward) to photograph above the vehicle V in the vertical direction. Therefore, the image information acquisition unit VS2 can photograph the obstacle O existing above the road R while the vehicle V is traveling on the road R. However, as long as the image information acquisition unit VS2 can photograph the obstacle O existing above the road R, the position and the orientation direction of mounting the image information acquisition unit VS2 can be arbitrary. In addition, the image information acquisition unit VS2 is not limited to photographing still images, and may also photograph moving images by performing imaging at a prescribed frame rate.

[0063] The image information acquisition unit VS2 performs imaging continuously in time series at regular intervals, that is, while the vehicle V is traveling on the road R. Thus, as Figure 4 shown, the image information acquisition unit VS2 photographs the obstacle O while changing the imaging position (relative position with respect to the obstacle O). Therefore, a plurality of images with different positions of the obstacle O in the image are obtained. Figure 4 An example of an image of the obstacle is shown. In the Figure 4 example, images PA1, PA2, ··· PAm, ··· PA(n - 1), PAn of the same obstacle O photographed by the image information acquisition unit VS2 are shown. Since the images PA1, PA2, ··· PAm, ··· PA(n - 1), PAn are images photographed at different timings, the position of the obstacle O in the image is different. However, as Figure 4As shown in the example, each image PA is used for optical flow calculation as described later. Therefore, it is preferable that the change in the position of the obstacle O within the image between the images PA captured continuously in time series is small. The image information acquisition unit VS2 adjusts, for example, the frame rate so that the change in the position of the obstacle O within the image between the images captured continuously in time series is small.

[0064] The control device VP transmits the data acquired by the measurement device VX as described above to the storage unit 22 of the flight map data generation device 18 using communication (refer to Figure 5 ). In the present embodiment, the control device VP temporarily stores the position information of the road R, the images captured by the image information acquisition unit VS2, the point cloud data acquired by the object 3D information acquisition unit, etc. in the internal storage unit VP3 of the control device VP, and then transmits them from the communication unit VP2 and the antenna AN to the storage unit 22 of the flight map data generation device 18 at an arbitrary timing.

[0065] (Flight map data generation device)

[0066] The flight map data generation device 18 will be specifically described. Figure 5 is a schematic block diagram of the flight map data generation device according to the present embodiment. As Figure 5 shown, the flight map data generation device 18 is a computer, and includes a communication unit 20, a storage unit 22, and a control unit 24. The communication unit 20 is a communication module that communicates with external devices via the antenna AN, here the flight path setting device 14 and the flight path management device 16. The flight map data generation device 18 of the present embodiment communicates by wireless communication, but the communication method can be arbitrary. The storage unit 22 is a memory that stores various information such as the calculation content and programs of the control unit 24, and includes, for example, at least one of a RAM, a main storage device such as a ROM, and an external storage device such as an HDD. The flight map data generation device 18 may also include an input unit and an output unit. The input unit is a mechanism that accepts user operations, and the output unit is a mechanism that outputs information such as a display device.

[0067] The control unit 24 is implemented by an arithmetic device, i.e., a CPU, and a program executed on the CPU. The control unit 24 includes an obstacle information detection unit 32, a flyable space setting unit 34, a flight map data generation unit 36, and an output unit 38. The control unit 24 implements the obstacle information detection unit 32, the flyable space setting unit 34, the flight map data generation unit 36, and the output unit 38 by reading a program (software) from the storage unit 22 and executing the program (software), thereby performing their processing. In addition, the control unit 24 may perform these processes using one CPU, or may include multiple CPUs and perform the processes using these multiple CPUs. Alternatively, at least a part of the obstacle information detection unit 32, the flyable space setting unit 34, the flight map data generation unit 36, and the output unit 38 may be implemented by a hardware circuit.

[0068] The obstacle information detection unit 32 detects the height information of the obstacle O based on the information of the obstacle O (here, the imaging data of the obstacle O) acquired by the measurement device VX. The obstacle information detection unit 32 acquires the image data of the obstacle O photographed by the image information acquisition unit VS2 transmitted from the measurement device VX. The obstacle information detection unit 32 obtains multiple image data with different positions of the obstacle O in the image (in Figure 4In the example, feature points are extracted from images PA1, PA2, ···, PAm, ···, PA(n - 1), PAn, and the height H0 of the obstacle O is calculated based on the relationship of the movement of the feature points, the distance between the images, and the perspective information of the image information acquisition unit VS2, etc. It can be said that the obstacle information detection unit 32 calculates the height H0 of the obstacle O based on the images of the obstacle O continuously captured in time series. The height H0 is the height of the obstacle O from the road R, and can also be said to be the length along the Z direction between the position closest to the upper side in the Z direction of the obstacle O and the surface of the road R. The obstacle information detection unit 32 calculates the distance between the obstacle O and the image information acquisition unit VS2 through optical flow operation, etc., based on multiple image data with different positions of the obstacle O in the image, and adds the information of the height of the installation position of the camera (image information acquisition unit VS2) to this distance to calculate the height H0 of the obstacle O from the road R. For example, the obstacle information detection unit 32 extracts the feature points related to the obstacle O from one image to the next through optical flow operation, calculates the relative movement amount of each feature point, and calculates the shape and height H0 of the obstacle O based on the relative movement amount. The higher the height of the obstacle O, the smaller the relative movement amount of the feature points. Therefore, the obstacle information detection unit 32 can calculate the height H0 of the obstacle O based on the relative movement amount. The obstacle information detection unit 32 can also calculate the height H0 of the obstacle O based on the ratio of the relative movement amount to the actual movement distance of the vehicle V. The obstacle information detection unit 32 calculates the height H0 of each obstacle O existing above the road R based on the images captured by the image information acquisition unit VS2.

[0069] The obstacle information detection unit 32 also acquires the position information of the obstacle O, that is, the information of the earth coordinates of the obstacle O. The obstacle information detection unit 32 associates the position information of the vehicle V acquired by the measurement device VX with the information of the obstacle O acquired by the measurement device VX (here, the camera data of the obstacle O), and thus calculates the position information of the obstacle O based on the position information of the vehicle V and the camera data of the obstacle. The obstacle information detection unit 32 can either set the position of the vehicle V when the image of the obstacle O is captured as the position of the obstacle O, or perform a prescribed operation on the position information of the vehicle V when the image of the obstacle O is captured to calculate the position of the obstacle O. The obstacle information detection unit 32 acquires the height information of the obstacle O in association with the position information of the obstacle O. That is, it can be said that the obstacle information detection unit 32 acquires the position and height of the obstacle O for each obstacle O.

[0070] In addition, the obstacle information detection unit 32 may also add a margin to the height H0 of the obstacle O according to the type of the obstacle O. For example, when the obstacle O is a natural object such as a tree whose height changes, the obstacle information detection unit 32 may mark the obstacle O and assign a specified margin to the height H0 of the obstacle O.

[0071] In addition, in the above description, the obstacle information detection unit 32 itself calculates the height H0, but it is not limited to this. For example, the control device VP may also calculate the height H0 based on the image data of the obstacle O. In this case, the obstacle information detection unit 32 obtains the information of the height H0 calculated by the control device VP as the height information of the obstacle O. In addition, the obstacle information detection unit 32 is not limited to obtaining the height information of the obstacle O from the captured image of the image information acquisition unit VS2, and can obtain the height information of the obstacle O by any method. For example, an object 3D information acquisition unit VS3 (distance detection sensor) may be mounted on the vehicle V, and the obstacle information detection unit 32 or the control device VP calculates the height H0 of the obstacle O based on the distance to the obstacle O detected by the object 3D information acquisition unit VS3. The object 3D information acquisition unit VS3 may be, for example, a LIDAR (Light Detection and Ranging) sensor or the like. In addition, when there is data pre-recorded with the height information of the obstacle O, the obstacle information detection unit 32 may also obtain the information of the height H0 from this data.

[0072] (Setting of the flyable space)

[0073] Figure 5 The flyable space setting unit 34 shown sets the flyable space S0 based on the position information of the road R transmitted from the measurement device VX. The flyable space S0 is a space in which the flying object 10 can fly. When the flight path setting device 14 (refer to Figure 1 ) sets a flight path passing through the flyable space S0, the flying object 10 flies in the section set as the flight path within the flyable space S0.

[0074] In addition, in the present embodiment, the position information of the road R is obtained by the position information acquisition unit VS1 of the measurement device VX, but the method for obtaining the position information of the road R is not limited to this. For example, when the measurement device VX only obtains the position information of the vehicle V without calculating the position information of the road R, the flyable space setting unit 34 obtains the position information of the vehicle V from the measurement device VX and calculates the position information of the road R based on the position information of the vehicle V. In addition, for example, the flyable space setting unit 34 may also obtain existing map data including the position information of the road R and extract the position information of the road R from the map data.

[0075] Figure 6 and 7A is a schematic diagram showing the flyable space. As Figure 6 shown, the flyable space setting unit 34 sets, based on the position information of the road R, a space that has a predetermined width in the horizontal and vertical directions and is at a predetermined height from the road R along the road R as the flyable space S0. In other words, the flyable space setting unit 34 sets a series of coordinate groups that are at a predetermined height from the road R and along the road R as the position information of the flyable space S0 based on the position information of the road R. In addition, the flyable space setting unit 34 sets the height of the flyable space S0 such that the flyable space S0 is at a predetermined height from the road R. Therefore, the flyable space S0 is a space in the earth coordinates where the road R is located (in other words, it is a space directly above the road R), and it becomes a space that includes positions at a distance of more than a predetermined distance from the ground surface in the Z direction (vertically upward) and has a predetermined width in the horizontal and vertical directions. The flyable space setting unit 34 preferably sets the flyable space S0 above all the roads R existing in the area where the flyable space S0 is to be set.

[0076] Figure 7A is a view obtained by observing the flyable space S0 from the extending direction of the road R, i.e., the X direction Figure 6 as shown. As Figure 7A shown, the flyable space setting unit 34 sets the flyable space S0 such that the height H1 of the flyable space S0 is a predetermined height, and the length (width) H2 of the flyable space S0 in the horizontal direction and the length (width) H3 of the flyable space S0 in the vertical direction when observing the flyable space S0 from the X direction along the road R are predetermined lengths. The length H2 and the length H3 of the flyable space S0 can be set arbitrarily, but can be set to a predetermined length such as about 5 m, etc.

[0077] The height H1 of the flyable space S0 is the length in the Z direction from the road R (ground surface) to the position on the lower side in the vertical direction of the flyable space S0. In the present embodiment, the flyable space setting unit 34 sets the height H1 of the flyable space S0 based on the height information of the obstacle O. Specifically, the flyable space setting unit 34 sets the height H1 to be higher than the height H0 of the obstacle O. The ratio of the height H1 to the height H0 can be arbitrarily set. For example, the flyable space setting unit 34 can set the height H1 to be several meters higher than the height H0 of the obstacle O. In this way, the flyable space setting unit 34 sets the height H1 based on the height H0 of the obstacle O, but the setting method of the height H1 is not limited to this. As long as the obstacle O can be avoided, it can be arbitrary. In addition, the flyable space setting unit 34 can also set the height H1 to a preset height such as 30 m or more. In the case where the height H1 is set to a preset height in this way, it is preferable to actually fly the flying object along the set flyable space S0 and confirm the obstacles. Moreover, it is preferable to update the height H1 of the flyable space S0 based on the result obtained by the actual flight of the flying object in the flyable space S0, and officially set the updated height H1 as the height H1 of the flyable space S0. Thereby, the value of the height H1 can be modified to an appropriate value based on the actual flight data.

[0078] Figure 7B is a schematic diagram for explaining the flyable space. As Figure 7B shown, the flyable space setting unit 34 can also set the height H1 of the flyable space S0 to be different according to the position (coordinates). That is, the flyable space setting unit 34 can set the height H1 of the flyable space S0 according to the coordinates. In other words, it can be said that the coordinates and the height H1 of the flyable space S0 can also be set. For example, the flyable space setting unit 34 can set the height H1 according to the coordinates of the flyable space S0 based on the height of the obstacle O. The higher the height of the obstacle O is, the higher the height H1 at the coordinates overlapping with the obstacle O is set. In addition, as Figure 7B shown, in the case where the height is set at each coordinate in order to avoid the obstacle O, the flying object 10 flies through the path formed by connecting the respective coordinates / heights with a straight line. Therefore, the designation of each height is arbitrary, but it is preferably set in such a way that no sharp change occurs.

[0079] Furthermore, in the present embodiment, the flyable space setting unit 34 as Figure 7BThe flyable space S0 is divided into a plurality of sections S each having a set height H1 as shown, and is set in this way. In other words, the flyable space setting unit 34 divides the space above the road R into a plurality of sections S in which the respective connection points have the same coordinates and height H1 and do not overlap with each other, and sets the entire flyable space S0 by setting the height H1 of each section S. Therefore, the flyable space S0 becomes a space including a plurality of sections S. The flyable space setting unit 34 sets the height H1 of each section S to be higher than the height H0 of the obstacle O above the road R where the section S is located. In addition, when there are a plurality of obstacles O on the road R overlapping with one section S, the flyable space setting unit 34 sets the height H1 of the section S to be higher than the height H0 of the highest obstacle O among the plurality of obstacles O. In addition, as described above, the flyable space setting unit 34 may set the height H1 according to coordinates. In this case, the height H1 may also vary according to coordinates within one section S. In addition, when one section S corresponding to the road R is straight, for the designation of the section S, it is only necessary to have the information of the coordinates of the two connection points and the height H1. The flying object 10 flies on a path formed by connecting the coordinates of the two designated connection points and the height H1 as the bottom edges of the entrances and exits of the section with a straight line. When the section S is curved, for the designation of the section S, in addition to having two connection points, it also has the additionally designated coordinates and height H1 as described above to prevent the path connecting the two connection points from deviating from the road. The flying object 10 flies on a path formed by sequentially connecting the two connection points of the section with a straight line within the space where the designated coordinates and height H1 are used as the bottom edge. At this time, it is desirable to set the coordinates and height H1 in such a way that the group of straight lines obtained by connecting the series of additionally designated coordinates and height H1 becomes smooth.

[0080] In addition, the flyable space setting unit 34 may also set a reference occupancy time for each section S. The reference occupancy time refers to a reference value of the estimated flight time required for the flying object 10 to fly within the section S, which is calculated by the flight path setting device 14 as described later. That is, when the reference occupancy time is set, the flight path setting device 14 can calculate the estimated flight time based on the reference occupancy time. The reference occupancy time can also be said to be the reference time from when the flying object 10 enters the section S until it leaves the section S. The flyable space setting unit 34 can set the reference occupancy time by any method, but for example, a pre-set time such as 10 minutes can be set as the reference occupancy time. In addition, the flyable space setting unit 34 may also set the reference occupancy time based on the length of the section S from the entrance to the exit. In this case, for example, the longer the length of the section S, the longer the flyable space setting unit 34 sets the reference occupancy time. By setting the reference occupancy time in this way, it is possible to appropriately assist the flight path setting device 14 in calculating the estimated flight time.

[0081] Moreover, the reference occupancy time may also have a fixed range. For example, as the reference occupancy time, it may be possible to set the shortest occupancy time and the longest occupancy time. In addition, the reference occupancy time may be defined as a coefficient for the reference speed of the flying object, rather than being defined as an actual time. By defining the reference occupancy time as a coefficient, it is possible to shorten the occupancy time according to the performance of the flying object and effectively utilize the section S. In addition, the reference speed of the flying object can be set arbitrarily.

[0082] (Setting of Sections)

[0083] (Example of Setting One Section in One Interval)

[0084] Next, an example of the method for the flyable space setting unit 34 to divide the flyable space S0 into sections S will be described in more detail. Figure 8A is a schematic diagram for explaining the section. In Figure 8A is shown a section S in the case where a road Ra extending in the X1 direction and a road Rb extending in the X2 direction intersect at an intersection Rc. More specifically, in Figure 8A is described an example of the case where there are two roads Ra, Ra' extending in the X1 direction and two roads Rb, Rb' extending in the X2 direction. As Figure 8A shows, the flyable space setting unit 34 sets the space above the interval of the road R that does not intersect with other roads and the space above the intersection Rc where it intersects with other roads as different sections S.

[0085] Specifically, the flyable space setting unit 34 sets a plurality of sections Sa above the road Ra along the extension direction of the road Ra, that is, the X1 direction. InFigure 8A In the example of Figure 8A , as multiple sections Sa, the flyable space setting unit 34 sets sections Saa, Sac, and Sab along the extending direction of the road Ra. More specifically, an interval between a portion Ra1 that is an exit of a crossroads Rca in the road Ra and a portion Ra2 that is an entrance to the next crossroads Rcb (the crossroads on the X1 direction side of the crossroads Rca) in the road Ra is set as an interval Raa. Moreover, an interval in the road Ra that is connected to the interval Raa via the crossroads Rcb is set as an interval Rab. In this case, the flyable space setting unit 34 sets a section Sa1 in the space above the crossroads Rca, sets a section Saa in the space above the interval Raa, sets a section Sac in the space above the crossroads Rcb between the interval Raa and the interval Rab, and sets a section Sab in the space above the interval Rab. In addition, sections S are also set in the road Ra' in the same manner as in the road Ra, and thus the description thereof is omitted.

[0086] Consider a road network such as Figure 8A . First, it is assumed to be known Figure 8A that the highest obstacle existing on the known Figure 8A road Ra is a height H0. Then, the flyable space S0 can be set in the sky of this road network as an area above a height H1 obtained by adding a margin to the height H0 of the highest obstacle. If this setting method is adopted, the height H1 from the ground surface of all the sections Sa1, Saa, Sac, and Sab is set to the same height. That is, the flyable space setting unit 34 sets the same height H1 for the sections Sa divided along the extending direction of the road Ra. Of course, it is not limited to the case where the heights H1 of the sections Sa1, Saa, Sac, and Sab are set to be the same, and different heights can also be set. It is also possible to make the height of the section at the crossroads that is the entrance of the interval Raa different from the height of the section at the crossroads that is the exit. For example, the height H1 of the section Sa1 located above the portion Ra1 is set to 10 m, and the height H1 of the section Sac located above the portion Ra2 is set to 15 m, etc. In addition, preferably, even in the case where the heights between consecutive sections S are different or the height varies according to coordinates within one section S, the height H1 is set to be the same at the connection portion between the sections S (for example, the connection portion between the section Saa and the section Sac).

[0087] In addition, the flyable space setting unit 34 sets multiple sections Sb along the extending direction of the road Rb, i.e., the X2 direction, above the road Rb. In Figure 8AIn the example, as multiple sections Sb, the flyable space setting unit 34 sets sections Sba and Sbb along the extending direction of the road Rb. More specifically, the section between the part Rb1 that is the exit of one intersection Rcc on the road Rb and the part Rb2 that is the entrance to the next intersection Rcb (the intersection on the X2 direction side of the intersection Rcc) on the road Rb is set as the section Rba. Moreover, the section on the road Rb that is connected to the section Rba via the intersection Rcb is set as the section Rbb. In this case, the flyable space setting unit 34 sets the section Sba in the space above the section Rba and sets the section Sbb in the space above the section Rbb. The section Sac is set above the intersection Rcb as described above. In addition, sections S are also set in the road Rb' in the same manner as the road Rb, so the description is omitted.

[0088] When the highest obstacle on the road Rb is also of the same height H0 as the road Ra, the flyable space S0 above the road Rb is set as the area above the height H1 in the sky above the road Rb. Therefore, the height H1 from the ground surface of the sections Sba and Sbb is set to the same height. However, it is not limited to the case where the heights H1 of the sections Sba and Sbb are set to be the same, and different heights can also be set.

[0089] In addition, in Figure 8A the example, the heights H1 of the sections Sba and Sbb are set to the same height as the heights H1 of the sections Saa and Sab, but it is not limited to this, and different heights can also be set.

[0090] In addition, in the above example, a section S is set in the extending direction of the road R from the position of the exit of the intersection to the position of the entrance of the next intersection, but it is not limited thereto. The flyable space setting unit 34 may also set a plurality of sections S in the extending direction of the road R from the position of the exit of the intersection to the position of the entrance of the next intersection. In this case, the connection points of the respective sections S are preferably at the same height H1. This is because continuous flight cannot be achieved in these sections when the connection points have different heights. The flyable space setting unit 34 may, for example, also set the section S at a prescribed distance in the extending direction of the road R. Additionally, the flyable space setting unit 34 may, for example, increase the number of set sections S according to the number of flying objects 10 flying above the road R during a unit period such as one day. In this case, the more the number of flying objects 10 flying above the road R during the unit period, the more the flyable space setting unit 34 sets the number of sections S. This is because one section is occupied by one flying object 10 during a specific time period, and thus by further narrowing one section, the number of flying objects that can fly simultaneously can be increased. By setting more sections S in such a crowded area, more flying objects 10 can fly.

[0091] (Example of setting multiple sections above an intersection)

[0092] Figure 8B is a schematic diagram for explaining the section. In the above Figure 8A example, only one section S is set above the intersection, but it is also possible to set a plurality of sections S arranged vertically above the intersection as shown in the Figure 8B example. Specifically, similar to the Figure 8A example, in the Figure 8B example, sections Saa, Sac, and Sab are respectively set above the section Raa of the road Ra extending in the X1 direction, the intersection Rcb, and the section Rab. On the other hand, in the Figure 8B example, sections Sba, Sbc, and Sbb are respectively set above the section Rba of the road Rb extending in the X2 direction, the intersection Rcb, and the section Rbb. That is, in the Figure 8B example, different from the Figure 8A example, sections Sac and Sbc are set above the intersection Rcb.

[0093] In Figure 8BIn the example, the heights H1 of the sections Saa, Sac, and Sab are set to be the same, and the heights H1 of the sections Sba, Sbc, and Sbb are set to be the same. On the other hand, the height H1 of the sections Sba, Sbc, and Sbb is set to be different from the height H1 of the sections Saa, Sac, and Sab. In Figure 8B the example, the height H1 of the sections Sba, Sbc, and Sbb is set to be higher than the height H1 of the sections Saa, Sac, and Sab. In addition, the interface between the sections Sac and Sbc within the intersection is set to be connected vertically. In Figure 8B the example, it can be said that the flyable space setting unit 34 makes the heights H1 of the respective sections S above the intersecting roads R different from each other. Thus, it is set that the sections S do not overlap with each other above the intersection Rc. For example, at the intersection Rcb, the sections Sac and Sbc are respectively set, but since the heights H1 of the sections Sac and Sbc are different, the sections Sac and Sbc do not overlap. If the sections S of the intersection are set in this way, the flying object 10 going from the section Saa through the intersection Rc to the section Sab and another flying object 10 going from the section Sbb through the intersection Rc to the section Sba, which have different directions, can enter the intersection Rc simultaneously, enabling efficient allocation of flight paths. In addition, when the flying object 10 flies from the section Saa to the section Sbb, the sections are connected in the order of Saa, Sac, Sbc, and Sbb so that the flying object 10 can fly therein.

[0094] (Example of setting multiple sections in the vertical direction)

[0095] Figure 9 is a schematic diagram for explaining the section. Figure 9 shows an example of a case where multiple sections are set in the vertical direction above the road R. As Figure 9 shown, for example, when it is assumed that the traffic volume per unit time is large, the flyable space setting unit 34 can also set multiple sections S in the vertical direction.

[0096] In Figure 9In the example, above the section Raa of the road Ra extending in the X1 direction, sections Saa1 and Saa2 arranged in the Z direction (vertical direction) are set. Above the intersection Rc, sections Sac1 and Sac2 arranged in the Z direction are set. Above the section Rab, sections Sab1 and Sab2 arranged in the Z direction are set. The sections Saa1, Sac1, and Sab1 are continuously formed along the extension direction of the road Ra, i.e., the X1 direction, and have the same height H1. In addition, the flight direction L of each of the sections Saa1 and Sab1 is set to the X1 direction. The flight direction L is the direction in which the flying object 10 flies within the section S. In addition, for the section S above the intersection, i.e., the section Sac1, in order to be able to go straight or turn within the intersection, it is preferably not to set the flight direction L. However, the flight direction L can also be set for the section Sac1 above the intersection. In this case, the flight direction L of the section Sac1 above the intersection can be set to multiple directions among the X1 direction, the X2 direction, and the Z direction (downward vertical direction).

[0097] The sections Saa2, Sac2, and Sab2 are continuously formed along the X1 direction and are set to be adjacent to the sections Saa1, Sac1, and Sab1 in the Z direction. That is, the heights H1 of the sections Saa2, Sac2, and Sab2 are different from those of the sections Saa1, Sac1, and Sab1 (the height H1 becomes lower in the example of Figure 9 . In addition, the heights H1 of the sections Saa2, Sac2, and Sab2 are set to be the same as each other. The flight direction L of each of the sections Saa2 and Sab2 is the direction opposite to the X1 direction. That is, the flight directions L of the sections S adjacent to each other in the Z direction are set to be different from each other, and in this case, they are set to be opposite to each other. However, the flight directions L of the sections S adjacent to each other in the Z direction can also be set to be the same as each other. In addition, similar to the section Sac1, the section Sac2 is also preferably not to set the flight direction L. Even when the flight direction L is set, it can be set to multiple directions among the direction opposite to the X1 direction, the direction opposite to the X2 direction, and the Z direction (upward vertical direction).

[0098] In addition, in Figure 9In the example, above the section Rba of the road Rb extending in the X2 direction, sections Sba1 and Sba2 arranged in the Z direction are set, and above the section Rbb, sections Sbb1 and Sbb2 arranged in the Z direction are set. Sections Sba1, Sac1, and section Sbb1 are continuously formed in the extending direction of the road Rb, that is, the X2 direction, and have the same height H1. The flight direction L of each of sections Sba1 and Sbb1 is set to the X2 direction. Sections Sba2, Sac2, and Sbb2 are continuously formed in the X2 direction. Sections Sba2 and Sbb2 are adjacent to sections Sba1 and Sbb1 in the Z direction. That is, sections Sba2 and Sbb2 have a different height H1 from sections Saa1 and Sab1 (the height H1 becomes lower in the example of Figure 9 ). In addition, the height H1 of sections Sba2 and Sbb2 is set to be the same for each other. The flight direction L of each of sections Sbb2 and Sba2 is the direction opposite to the X2 direction.

[0099] In addition, in Figure 9 , an example of setting two sections S in the vertical direction is described, but three or more sections S can also be set in the vertical direction.

[0100] In this way, when the flyable space setting unit 34 sets a plurality of sections S above the same section of the road R as in the example of Figure 9 , the flight direction L is set for sections S other than the section S above the intersection, that is, the direction in which the flying object 10 can fly within the section S is set. On the other hand, when only one section S is set above the same section of the road R as in the examples of Figure 8A , Figure 8B , the flyable space setting unit 34 does not set the flight direction L, and the flight path setting device 14 sets the flight direction L when setting the flight path based on the section S as described later. However, it is not limited to this. For example, when a plurality of sections S are set above the same section of the road R, the flight direction L may not be set by the flyable space setting unit 34, but by the flight path setting device 14 when setting the flight path. In addition, conversely, when only one section S is set above the same section of the road R, the flyable space setting unit 34 may also set the flight direction L when setting the section S.

[0101] (Example of setting a plurality of sections in the width direction of the road)

[0102] Figure 10 is a schematic diagram for explaining the section. Figure 10 shows an example of the case where a plurality of sections are set in the width direction of the road R. As in Figure 10As shown, for example, when the width of the road R is wide, the flyable space setting unit 34 can also set a plurality of sections S in the width direction of the road R, that is, the horizontal direction.

[0103] In Figure 10 the example, above the section Raa of the road Ra extending in the X1 direction, sections Saa1 and Saa2 arranged in the width direction of the road Ra are set, above the intersection Rc, sections Sac1 and Sac2 arranged in the width direction of the road Ra are set, and above the section Rab, sections Sab1 and Sab2 arranged in the width direction of the road Ra are set. The section Saa1, the section Sac1, and the section Sab1 are continuously formed in the extending direction of the road Ra, that is, the X1 direction, and have the same height H1. The flight direction L of each of the sections Saa1 and Sab1 is set to the X1 direction. The section Sac1 above the intersection may not set the flight direction L. When the flight direction L is set, it can be set to multiple directions including the X1 direction, the opposite direction of the X2 direction (U-turn), and the Z direction (vertically upward). Therefore, the section Sac1 at the intersection has a connection point connected to the section Saa1 as the entrance, a connection point connected to the section Sbc1 communicating in the X2 direction as the exit, a connection point connected to the section Sbc2 communicating in the opposite direction of the X2 direction, a connection point connected to the section Sab1 communicating in the X1 direction, and a connection point connected to the section Sac2 communicating in the opposite direction of the X1 direction. On the other hand, the sections Sab2, Sac2, and Saa2 are adjacent to the sections Saa1, Sac1, and Sab1 in the width direction of the road Ra and are continuously formed in the X1 direction. The flight direction L of each of the sections Sab2 and Saa2 is the direction opposite to the X1 direction. That is, the flight directions L of the sections S adjacent to each other in the width direction of the road Ra are set to different directions from each other, and are set to opposite directions here. The section Sac2 above the intersection may not set the flight direction L. When the flight direction L is set, it can be set to multiple directions including the direction opposite to the X1 direction, the X2 direction (U-turn), and the Z direction (vertically upward). Therefore, the section Sac2 at the intersection has a connection point connected to the section Sab2 as the entrance, a connection point connected to the section Sbc1 communicating in the X2 direction as the exit, a connection point connected to the section Sbc2 communicating in the opposite direction of the X2 direction, a connection point connected to the section Saa2 communicating in the opposite direction of the X1 direction, and a connection point connected to the section Sac1 communicating in the X1 direction. The sections Sab2, Sac2, and Saa2 have the same height H1. In addition, the height H1 of the sections Sab2, Sac2, and Saa2 can be set to be the same as the height H1 of the sections Saa1, Sac1, and Sab1.

[0104] In addition, in the example of Figure 10 , above the section Rba of the road Rb extending in the X2 direction, sections Sba1 and Sba2 arranged in the width direction of the road Rb are set. Above the intersection Rc, sections Sbc1 and Sbc2 arranged in the width direction of the road Rb are set. Above the section Rbb, sections Sbb1 and Sbb2 arranged in the width direction of the road Rb are set. The section Sba1, the section Sbc1, and the section Sbb1 are continuously formed along the extending direction of the road Rb, that is, the X2 direction, and have the same height H1. The flight direction L of each of the section Sba1 and the section Sbb1 is set to the X2 direction. The section Sbc1 above the intersection may not set the flight direction L. In the case of setting the flight direction L, it can be set to multiple directions among the X2 direction, the X1 direction (U-turn), and the Z direction (vertically downward). Similarly to the above sections Sac1 and Sac2, the section Sbc1 of the intersection has a connection point connected to one entrance and a connection point connected to four exits. On the other hand, the section Sbb2, the section Sbc2, and the section Sba2 are adjacent to the section Sba1, the section Sbc1, and the section Sbb1 in the width direction of the road Rb and are continuously formed along the X2 direction. The flight direction L of each of the section Sbb2 and the section Sba2 is the direction opposite to the X2 direction. That is, the flight directions L of the sections S adjacent to each other in the width direction of the road Rb are set to different directions, and here they are set to opposite directions. The section Sbc2 above the intersection may not set the flight direction L. In the case of setting the flight direction L, it can be set to multiple directions among the direction opposite to the X2 direction, the direction opposite to the X1 direction (U-turn), and the Z direction (vertically downward). Similarly to the above sections Sac1, Sac2, and Sbc1, the section Sbc2 of the intersection has a connection point connected to one entrance and a connection point connected to four exits. In addition, the section Sbb2, the section Sbc2, and the section Sba2 have the same height H1. In addition, the height H1 of the section Sbb2, the section Sbc2, and the section Sba2 can be set to be the same as the height H1 of the section Sba1, the section Sbc1, and the section Sbb1. The height H1 of the sections Sba1, Sba2, Sbc1, Sbc2, Sbb1, and Sbb2 is set to be different from the height H1 of the sections Saa1, Saa2, Sac1, Sac2, Sab1, and Sab2.

[0105] Thus, when multiple sections S are set in the width direction of the road R above the same section of the road R, the flight direction L is also set for each section S. However, not limited to this, when multiple sections are set in the width direction of the road R, the flight direction L may not be set by the flyable space setting unit 34, but may be set by the flight path setting device 14 when setting the flight path.

[0106] In addition, Figure 9 an example of setting two sections S in the width direction of the road R is described, but three or more sections S may be set in the width direction of the road R.

[0107] As described in Figures 8A to 10 , the flyable space setting unit 34 can set only one section S (hereinafter, appropriately referred to as the first case) above the same section of the road R, or can set multiple sections S above the intersection (hereinafter, appropriately referred to as the second case), or can set multiple sections S in the horizontal direction above the same section of the road R (hereinafter, appropriately referred to as the third case), or can set multiple sections S in the vertical direction above the same section of the road R (hereinafter, appropriately referred to as the fourth case). In addition, the flyable space setting unit 34 can also set multiple sections S in the horizontal direction and the vertical direction respectively above the same section of the road R (hereinafter, appropriately referred to as the fifth case). For example, the flyable space setting unit 34 can select how to set the section S according to the width of the road R and the traffic volume per unit time. For example, the flyable space setting unit 34 can apply the first case or the second case to a road R with a short width and a small traffic volume, apply the fourth case to a road R with a short width and a large traffic volume, and apply the third case or the fifth case to a road R with a wide width and a large traffic volume. In addition, for example, it may also be that the flyable space setting unit 34 pre-sets the first case to the fifth case respectively, and when the flight path setting device 14 described later sets the flight path, decides which case among the first case to the fifth case to apply according to the traffic volume, for example.

[0108] (Generation of flight map data)

[0109] Figure 5The flight map data generation unit 36 shown generates flight map data A based on the information of the flyable space S0 set by the flyable space setting unit 34. The output unit 38 outputs the flight map data A to an external device, here the flight path setting device 14 and the flight path management device 16, via the communication unit 20. The flight map data A is data containing the information of the flyable space S0, and can be said to be map data representing the space where the flying object 10 can fly. The flight map data A contains the position information of the flyable space S0 and the information of the height of the flyable space S0 (information of height H1), and is information obtained by associating the position information of the flyable space S0 with the information of the height. Further, the flight map data A contains the information of the coordinates and height related to the entrances and exits of the section S, and the information of the position and height representing the section from the entrances and exits of the section S to other entrances and exits. Here, the information of the position and height representing the section from the entrances and exits of the section S to other entrances and exits is, for example, the coordinates and height of the connection points of each line segment when the path from the entrances and exits of the section S to other entrances and exits is divided into multiple line segments and connected in one stroke so as to avoid protruding from the road R. In addition, hereinafter, the coordinates related to the entrances and exits of the section S and the information of the position representing the section from the entrances and exits of the section S to other entrances and exits are appropriately recorded as the position information of the section S, and the information of the height related to the entrances and exits of the section S and the information of the height representing the section from the entrances and exits of the section S to other entrances and exits are recorded as the height information of the section S. In addition, the flight map data generation unit 36 can also assign an identifier (name, number, etc.) to each section S, so that the flight map data A contains data obtained by associating the identifier with the section S. In the present embodiment, since the flyable space S0 is divided into multiple sections S, the flight map data A can be said to be information obtained by associating the position information of each section S with the height information of each section S (information of height H1), and can be said to be the information of the position and height representing the section from the entrances and exits of the section S to other entrances and exits, the coordinates and height of the entrances and exits of each section S, and the information of the link group of the entrances and exits of the section S representing the connection destination. In addition, the flight map data A also contains the information of the flight direction L of the flyable space S0 (section S), and the information of the width of the flyable space S0 (section S) when observed from the flight direction L, and these information can be associated with the position information and height information of the section S. The width information here can also be said to be the lengths H2, H3 (refer to Figure 7AIn addition, in the case where a reference occupancy time is set for each section S, the flight map data A may also include information on the reference occupancy time for each section S, and associate the information on the reference occupancy time with the position information and altitude information of the section S. In this way, the flight map data A can be said to have a logical structure of data representing the mutual relationship between data elements such as the position information and altitude information of the flyable space S0, and thus can be said to be a so-called data structure.

[0110] Figure 11 FIG. is a diagram showing an example of a flight map. Since the flight map data A is the information as described above, by inputting the flight map data A as input data into the flight map display program, a flight map A1 as shown in Figure 11 can be displayed on the screen of the display device. The flight map A1 becomes data representing the flyable space S0 on the map, and becomes a map that displays the position information, altitude information, etc. of the flyable space S0 in association with each other. Such a flight map display program can also be generated or executed by the flight map data generation unit 36. In addition, such a flight map display program can also be generated or executed by Figure 1 the flight path setting device 14, flight path management device 16, etc. shown in. In this case, the flight path setting device 14 and flight path management device 16 acquire the flight map data A generated by the flight map data generation unit 36, and obtain the flight map A1 by executing the flight map display program. In this way, it can be said that the flight map data A constructs an action corresponding to the usage purpose of setting the position and altitude of the flyable space S0 to set a flight path in cooperation with the hardware resources.

[0111] In addition, in the Figure 11 example, in addition to displaying the flyable space S0 on the flight map A1, roads R and facilities F are also displayed, but the flight map data A and the flight map A1 may not include information on the roads R and facilities F. However, as Figure 11 shown, by adding information on the roads R and / or facilities F to the flight map data A, the roads R and / or facilities F and the flyable space S0 can be displayed on the flight map A1. In addition, the facility F refers to structures or natural objects other than the roads R such as buildings.

[0112] (Generation process of flight map data)

[0113] Next, the generation process of the flight map data A described above will be described. Figure 12 FIG. is a flowchart showing the generation process of the flight map data. As Figure 12As shown, the flight map data generation device 18 acquires the position information of the road R (step S10; position information acquisition step), and acquires the height information of the obstacle O above the road R through the obstacle information detection unit 32 (step S12; obstacle information acquisition step). In the present embodiment, the flight map data generation device 18 acquires the position information of the road R based on the position information of the vehicle V that has traveled on the road R in advance, and acquires the height information of the obstacle O based on the image of the obstacle O captured by the vehicle V.

[0114] Next, the flight map data generation device 18 sets the flyable space S0 by the flyable space setting unit 34 so as to follow the road R and be at a prescribed height from the road R, and more specifically, so as to avoid the obstacle O (step S14; flyable space setting step). In the present embodiment, the flyable space setting unit 34 sets the position information of the flyable space S0 so that the road R overlaps with the earth coordinates based on the position information of the road R, and sets the height of the flyable space S0 so that the height is higher than the height H0 of the obstacle O. Then, the flyable space setting unit 34 divides the flyable space S0 into sections S, sets the position information and height for each section S (step S15), and creates a link between the sections S so that the height H1 of the connecting portion between the sections S becomes the same height (step S16). More specifically, in the present embodiment, the flyable space setting unit 34 determines the portions in the flyable space S0 that overlap with the entrances and exits of intersections and other entrances and exits, and divides the flyable space S0 into a plurality of sections S so that the portion from the portion that overlaps with the entrances and exits of intersections to the portion that overlaps with other entrances and exits becomes one section S. Then, the flyable space setting unit 34 creates a link between the sections S so that the height H1 of the connecting portion between the sections S becomes the same height.

[0115] Next, the flight map data generation device 18 generates flight map data A by the flight map data generation unit 36 based on the information of the flyable space S0, and here, based on the position information and height information of each section S (step S17; flight map data generation step). The flight map data generation unit 36 associates the position information and height information of each section S to generate flight map data A. Then, the flight map data generation device 18 outputs the flight map data A to an external device, here the flight path setting device 14 and the flight path management device 16 (step S18). This process ends by outputting the flight map data A. In addition, as described above, the flight map data generation unit 36 may also generate a flight map display program that can generate the flight map A1 using the flight map data A as input data.

[0116] Here, when the flying object 10 is flying, sometimes permission from the landowner of the land that becomes the flight path in the sky is required. In this case, it is necessary to find the landowner to obtain permission, or when the flight path is set across the lands of multiple landowners, it is necessary to obtain permission separately for each, which is very troublesome. In addition, there are also areas where the flight of the flying object 10 is prohibited by laws and the like. In contrast, the flight map data generation device 18 according to the present embodiment sets a flyable space S0 above the road R where the flying object 10 can fly. The road R is, for example, uniformly managed by a well-known organization such as the police. Therefore, by setting the space above the road R as the flyable space S0, the time for searching for the landowner can be saved, and in addition, the flight permission can be obtained together, and the permission for the flight path can be easily obtained. In addition, since the road R is usually an area where flight is not prohibited, by setting the space above the road R as the flyable space S0, the use of prohibited flight paths can also be suppressed. Furthermore, more preferably, if there is a section where flight is prohibited in the road R, the flight map data generation device 18 does not set the flyable space S0 above this section. In this way, by setting the flyable space S0 above the road R, the flight path of the flying object 10 can be appropriately set. In addition, the flight map data generation device 18 according to the present embodiment sets the flyable space S0 based on the height of the obstacle O above the road R. Therefore, according to the flight map data generation device 18, the flyable space S0 can be set in a manner that avoids interference with the obstacle O, and a flight path that does not collide with the obstacle O can be appropriately set above the road R. In addition, when generating the flight map data A, the operator can input data such as the flyable space S0 and the prohibited flight space for the prohibited flight area and the specially permitted area (the part where permission has been issued in the park and private land), and the final flight map data A can be generated based on both this data and the flyable space S0 above the road R.

[0117] (Examples other than roads)

[0118] As described above, the flight map data generation device 18 sets the flyable space S0 above the road R, but it is not limited to this, and the flyable space S0 can also be set in a space other than above the road R. Hereinafter, it will be specifically described.

[0119] Figure 13 It is a schematic diagram showing an example of setting a flyable space on the ground surface covering a tunnel. As Figure 13As shown, the road R is sometimes connected to a tunnel T covered by the ground surface G of a mountain M. In other words, a part of the road R sometimes passes through the inside of the tunnel T. Since the space inside the tunnel T is narrow, it may not be possible to appropriately set the flyable space S0 inside the tunnel T. In addition, when the flying object 10 measures its position using GNSS or the like for its own position recognition, since it is impossible to receive radio waves from artificial satellites, there is also a situation where it is impossible to fly along the correct path. Therefore, the flyable space setting unit 34 of the flight map data generation device 18 sets the flyable space S0 above the ground surface G of the mountain M covering the tunnel T. More specifically, the part of the entrance of the tunnel T of the road R is set as the part RT1, and the part of the exit of the tunnel T of the road R is set as the part RT2. The parts RT1 and RT2 can also be said to be the connection parts of the road R connected to the tunnel T. In this case, the flyable space setting unit 34 sets different sections S above the section of the road R up to the part RT1, above the ground surface G of the mountain M covering the tunnel T, and above the section of the road R starting from the part RT2. In addition, the ground surface G is, for example, a mountain, a water surface such as a sea surface, a bridge, or the like. That is, the tunnel T can be formed in any part such as in a mountain, under water, or under a bridge.

[0120] In Figure 13 the example of, the flyable space setting unit 34 sets sections Sc1, Sc2, Sd, Se1, and Se2. The section Sc1 is set above the section of the road R up to the part RT1, and the section Sc2 is set above the section of the road R starting from the part RT2. The section Sd is set above the ground surface G covering the tunnel T. The section Se1 is a section set to be connected to the part on the RT1 side of the section Sc1 and the part on the RT1 side of the section Sd, and is, for example, set to extend in the Z direction. The section Se2 is a section set to be connected to the part on the RT2 side of the section Sc2 and the part on the RT2 side of the section Sd, and is, for example, set to extend in the Z direction.

[0121] The position information (earth coordinates) of the section Sd above the ground surface G is set in a manner of being connected to the sections Sc1 and Sc2 (in this embodiment, being connected to the sections Sc1 and Sc2 via the sections Se1 and Se2). For example, the position information of the section Sd is set in a manner of being connected to the sections Sc1 and Sc2 and forming a straight path. In addition, the height of the section Sd is set so as to be higher than the height of the obstacle formed above the ground surface G. The height of the obstacle formed above the ground surface G can be calculated, for example, by the same method as the method for calculating the height of the obstacle O above the road R by using the image of the obstacle obtained by shooting, or can be calculated by any other method.

[0122] When the flying object 10 is in Figure 13When flying above the shown road R, reservation sections Sc1, Se1, Sd, Se2, Sc2. The flying object 10 flies within section Sc1 and enters section Se1, rises along the Z direction within section Se1 and enters section Sd. The flying object 10 flies within section Sd and enters section Se2, descends within section Se2 and enters section Sc2, thus flying within section Sc2. By setting section S above the ground surface G covering the tunnel T in this way, it is also possible to appropriately set the flyable space S0 that can suppress collisions even when the road R is connected to the tunnel T. In addition, above the mountain M, it is sometimes managed by a management entity different from the management entity of the road R, such as the landowner of the mountain M. In such a case, by obtaining the consent of the landowner of the mountain M in advance to preset the flyable space S0 (section S), at the stage of setting the flight path, the flight path can be set smoothly without asking the landowner. In addition, Figure 13 In the example of, sections Se1 and Se2 that connect section Sd above the ground surface G and sections Sc1 and Sc2 above the road R are set, but sections Se1 and Se2 may not be set, and section Sd may be directly connected to sections Sc1 and Sc2. And section Sd is not limited to above the tunnel. As long as the entrances and exits RT1 and RT2 of the tunnel are connected, it can be set to any place. In the case of a road along a river, etc., a tunnel T for passing through a cliff is sometimes provided, but compared with climbing above the cliff, by avoiding above the river, the detour path can be shortened.

[0123] In Figure 13 an example in which a flyable space S0 (section S) is formed above the ground surface G covering the tunnel T is described, but the flyable space S0 (section S) may also be set in a place other than above the ground surface G covering the tunnel T. For example, the flyable space S0 (section S) may also be set above a river, above a line where a tram passes, etc.

[0124] (Reservation of flight path)

[0125] Next, a method for setting the flight path of the flying object 10 by the flying object control device 12, the flight path setting device 14, and the flight path management device 16 (refer to Figure 1 ) will be described. The flight path is set to the flyable space S0 permitted by the flight path management device 16.

[0126] (Flying object)

[0127] Figure 14 is a schematic block diagram of the flying object according to the present embodiment. As Figure 14As shown, the flying object 10 includes a drive unit 40, a communication unit 42, a storage unit 44, a position information acquisition unit 45, and a control unit 46. The drive unit 40 is a drive device for flying the flying object 10, and includes, for example, a propeller or the like. The communication unit 42 is a communication module that communicates with an external device, here the flying object control device 12 or the like, and is, for example, an antenna or the like. The flying object 10 communicates via wireless communication, but the communication method can be arbitrary. The storage unit 44 is a memory that stores various information such as the calculation content and programs of the control unit 46, and includes, for example, at least one of a RAM, a main storage device such as a ROM, and an external storage device such as an HDD. The position information acquisition unit 45 is a device that acquires the position information and posture of the flying object 10 under the control of the control unit 46, and is a receiving module for GNSS and an IMU (Inertial Measurement Unit) in the present embodiment.

[0128] The control unit 46 is an arithmetic device, that is, a CPU. The control unit 46 includes a flight path acquisition unit 50 and a flight control unit 52. The control unit 46 realizes the flight path acquisition unit 50 and the flight control unit 52 by reading out a program (software) from the storage unit 44 and executing the program (software), and thus executes their processing. In addition, the control unit 46 can execute these processes using one CPU, or can include multiple CPUs and execute the processes using these multiple CPUs. Alternatively, at least a part of the flight path acquisition unit 50 and the flight control unit 52 can be realized by a hardware circuit.

[0129] The flight path acquisition unit 50 acquires information on its own flight path from the flying object control device 12 via the communication unit 42. The flight control unit 52 controls the drive unit 40 to fly the flying object 10 along the flight path acquired by the flight path acquisition unit 50. The flight control unit 52 receives radio waves from GNSS satellites through the position information acquisition unit 45 and detects its own position, sequentially grasps its own position and posture through the IMU, and moves the flying object 10 along the flight path.

[0130] (Flying Object Control Device)

[0131] Figure 15 is a schematic block diagram of the flying object control device according to the present embodiment. The flying object control device 12 is a computer, such as Figure 15As shown, it includes a communication unit 60, a storage unit 62, and a control unit 64. The communication unit 60 is a communication module that communicates with external devices, here the flying object 10, the flight path setting device 14, etc. For example, it is an antenna, etc. However, the communication method is not limited to wireless, and it can also be a wired communication method. The flying object control device 12 communicates via wireless communication, but the communication method can be arbitrary. As described above, for example, it can also be wired communication. The storage unit 62 is a memory that stores various information such as the operation content and programs of the control unit 64, and includes, for example, at least one of a RAM, a main storage device such as a ROM, and an external storage device such as an HDD. The flying object control device 12 may also further include an input unit and an output unit. Among them, the input unit is a mechanism that accepts user operations, and the output unit is a mechanism that outputs information such as a display device.

[0132] The control unit 64 is an arithmetic device, that is, a CPU. The control unit 64 includes a flight-related information acquisition unit 70, a flight path acquisition unit 72, and a flying object control unit 74. The control unit 64 realizes the flight-related information acquisition unit 70, the flight path acquisition unit 72, and the flying object control unit 74 by reading out a program (software) from the storage unit 62 and executing the program (software), and thus executes their processing. In addition, the control unit 64 can execute these processes using one CPU, or can include multiple CPUs and execute the processes using these multiple CPUs. Additionally, at least a part of the flight-related information acquisition unit 70, the flight path acquisition unit 72, and the flying object control unit 74 can also be realized by a hardware circuit.

[0133] The flight-related information acquisition unit 70 acquires flight-related information, that is, flight-related information associated with the flight of the flying object 10. Generally, on the screen of the flying object control device, it is displayed as Figure 11For a flight map A1 like that, the operator sets flight-related information by specifying a departure point P1 and an arrival point P2 on the screen and inputting the flight start time. The flight-related information includes the position information (earth coordinates) of the destination of the flying object 10 generated using the input information, the position information (earth coordinates) of the departure point of the flying object 10, the position information of waypoints, etc., and the set time as the time or time period during which the flying object 10 flies. The flight path acquisition unit 72 outputs the flight-related information to the flight path setting device 14 via the communication unit 60 to request the flight path setting device 14 to set a flight path. The flight path acquisition unit 72 acquires the information of the flight path set by the flight path setting device 14, that is, the information of the path formed by combining the coordinates that will become the flight path, the altitude of each coordinate of the flight path, and the combination of the information of the time period during which the flight path is used. The flying object control unit 74 controls the flight of the flying object 10 by outputting the information of the flight path acquired from the flight path setting device 14 to the flying object 10. The control of the flying object 10 means the following: A list of the time and coordinate data that permit the flying object 10 to fly is provided to the flying object 10 in advance, so that the flying object 10 flies according to the permitted time and coordinate data. The specific processing of the flying object control device 12 will be described later.

[0134] (Flight path setting device)

[0135] Figure 16 is a schematic block diagram of the flight path setting device according to this embodiment. The flight path setting device 14 is a computer, and includes a communication unit 80, a storage unit 82, and a control unit 84. The communication unit 80 is a communication module that communicates with external devices, here the flying object control device 12, the flight path management device 16, the flight map data generation device 18, etc. For example, it is an antenna, etc., but the communication method can be arbitrary, not limited to wireless, and can also be a wired communication method. The storage unit 82 is a memory that stores various information such as the operation content of the control unit 84 and programs, and includes at least one of a RAM, a main storage device such as a ROM, and an external storage device such as an HDD. The flight path setting device 14 may also further include an input unit and an output unit, where the input unit is a mechanism that accepts the operation of the user, and the output unit is a mechanism that outputs information such as a display device.

[0136] The control unit 84 is an arithmetic device, namely a CPU. The control unit 84 includes a flight map data acquisition unit 90, a flight related information acquisition unit 92, a flight path setting unit 94, an application information generation unit 96, and an output unit 98. The control unit 84 realizes the flight map data acquisition unit 90, the flight related information acquisition unit 92, the flight path setting unit 94, the application information generation unit 96, and the output unit 98 by reading out a program (software) from the storage unit 82 and executing the program (software), thereby executing their processing. In addition, the control unit 84 can execute these processes using one CPU, or can include multiple CPUs and execute the processes using these multiple CPUs. Further, at least a part of the flight map data acquisition unit 90, the flight related information acquisition unit 92, the flight path setting unit 94, the application information generation unit 96, and the output unit 98 can be realized by a hardware circuit.

[0137] The flight map data acquisition unit 90 acquires flight map data A from the flight map data generation device 18 via the communication unit 80. The flight related information acquisition unit 92 acquires flight related information from the flight vehicle control device 12 via the communication unit 80. The flight path setting unit 94 sets a list of sections S that form the flight path of the flight vehicle 10, a coordinate group (position information of the section S) of the sections S included in the list of sections S, and the occupancy time (time period for occupying the section S) of each section S based on the flight map data A and the flight related information. The application information generation unit 96 generates application information indicating the intention to use the sections S that form the flight path during these occupancy times based on the information of the sections S that form the flight path and the information of the occupancy time of the sections S. The output unit 98 outputs the application information to the flight path management device 16 via the communication unit 80. When the flight path management device 16 permits the use of the flight path based on the application information, the flight path setting unit 94 acquires the information of this intention to formally set the flight path, and sends the flight path to the flight vehicle control device 12. The specific processing of the flight path setting device 14 will be described later.

[0138] (Flight path management device)

[0139] Figure 17FIG. 0 is a schematic block diagram of the flight path management device according to this embodiment. The flight path management device 16 is a computer, and includes a communication unit 100, a storage unit 102, and a control unit 104. The communication unit 100 is a communication module that communicates with external devices, here the flight path management device 16, the flight map data generation device 18, etc. For example, it is an antenna, etc., but the communication method is not limited to wireless, and can also be a wired communication method. The flight path management device 16 communicates by wireless communication, but the communication method can be arbitrary. As described above, for example, it can also be wired communication. The storage unit 102 is a memory that stores various information such as the calculation content and programs of the control unit 104, and includes at least one of, for example, a RAM, a main storage device such as a ROM, and an external storage device such as an HDD. The flight path management device 16 may also further include an input unit and an output unit. Among them, the input unit is a mechanism that receives the operations of the user, and the output unit is a mechanism that outputs information such as a display device. In the storage unit 102, a flight path occupancy status database DB1 described later is stored. The flight path occupancy status database DB1 is a database that contains information related to the flight map data A described later.

[0140] The control unit 104 is an arithmetic device, that is, a CPU. The control unit 104 includes a flight map data acquisition unit 110, an application information acquisition unit 112, a determination unit 114, and an output unit 116. The control unit 104 realizes the flight map data acquisition unit 110, the application information acquisition unit 112, the determination unit 114, and the output unit 116 by reading out a program (software) from the storage unit 102 and executing the program (software), and thus executes their processing. In addition, the control unit 104 can execute these processes using one CPU, or can include multiple CPUs and execute the processes using these multiple CPUs. In addition, at least a part of the flight map data acquisition unit 110, the application information acquisition unit 112, the determination unit 114, and the output unit 116 can be realized by a hardware circuit.

[0141] The flight map data acquisition unit 110 obtains information related to the flight map data A from the flight map data generation device 18 via the communication unit 100, and stores this information in the flight path occupancy status database DB1 of the storage unit 102. The information related to the flight map data A here is not limited to the whole of the flight map data A. For example, it can also be information on the identifier assigned to the section S. The application information acquisition unit 112 obtains application information from the flight path setting device 14 via the communication unit 100. The determination unit 114 determines whether to permit the use of the flight path during the flight time period based on the application information. In the storage unit 102, the identifier of the section S and the information on the time period reserved for this section S are stored in groups. The determination unit 114 determines whether to permit the use of the flight path during the flight time period based on the application information and this information stored in the storage unit 102. The output unit 116 outputs the determination result permitting the use of the flight path during the flight time period to the flight path setting device 14 via the communication unit 100. For example, when the determination result is to permit the use of the flight path, the control unit 104 registers the data indicating the intention to occupy the section S permitted to be used in the flight path occupancy status database DB1. That is, in the flight path occupancy status database DB1, the information related to the flight map data A (here, for example, the identifier assigned to the section S) is recorded in association with the information on the time period during which this section S is occupied (reserved). Thereby, double permission to occupy the same section S during the same time period is avoided. The specific processing of the flight path management device 16 will be described later.

[0142] (Setting process of flight path)

[0143] Next, the setting process of the flight path will be described together with the specific processing of the flight vehicle control device 12, the flight path setting device 14, and the flight path management device 16. Figure 18 It is a flowchart showing the setting process of the flight path.

[0144] When setting the flight path, the flight path setting device 14 and the flight path management device 16 first obtain all or part of the flight map data A from the flight map data generation device 18 (flight map data acquisition step). Then, as Figure 18As shown, the flight vehicle control device 12 acquires flight-related information through the flight-related information acquisition unit 70, and outputs the flight-related information to the flight path setting device 14 through the flight path acquisition unit 72, thereby requesting the flight path setting device 14 to set a flight path (step S20). The flight-related information includes the position information (earth coordinates) of the destination of the flight vehicle 10, the position information (earth coordinates) of the departure place of the flight vehicle 10, the position information of the transit place, etc. and the setting time. The setting time is the time or time period when the flight vehicle 10 flies. For example, it can be either the arrival target time when the flight vehicle 10 arrives at the destination or the departure target time when the flight vehicle 10 departs towards the destination. The flight-related information acquisition unit 70 can acquire the flight-related information by any method. However, for example, if considering the case of delivering goods by drone, it can also acquire the designated destination, designated time, etc. specified by the customer as the flight-related information. The flight path acquisition unit 72 outputs the flight-related information acquired by the flight-related information acquisition unit 70 and the information for requesting the setting of the flight path and flight time period to the flight path setting device 14.

[0145] The flight path setting device 14 acquires the flight-related information and the information indicating the meaning of requesting the setting of the flight path and flight time period from the flight vehicle control device 12 through the flight-related information acquisition unit 92. The flight path setting device 14 sets the flight path and flight time period based on the flight-related information and the flight map data A through the flight path setting unit 94 (step S22; flight path setting step, flight time period setting step). The flight path setting unit 94 extracts the position information of the departure place and destination of the flight vehicle 10 from the flight-related information. Then, the flight path setting unit 94 selects the departure place and destination, or the nearest section S from the flight map data A, and extracts the position information and altitude information of each flyable space S0, thereby setting the path from the departure place to the destination passing through the flyable space S0 therebetween as the flight path. In other words, the flight path setting unit 94 extracts the list of sections S from the departure place to the destination in the flyable space S0, and sets the extracted list of sections S as the flight path. In Figure 11 the example, the departure place extracted from the flight-related information is set as P1, the destination extracted from the flight-related information is set as P2, and the path from the departure place P1 to the destination P2 passing through the flyable space S0 is set as the flight path B.

[0146] Next, a more detailed example of the flight path setting method will be described. Figure 19 is a schematic diagram showing an example of the flight path setting. As Figure 19As shown, when the flight path setting unit 94 sets the flight path from the departure point PN1 to the destination point PN2, it makes the initial value of the coordinates (x1, y1) of the flying object 10 coincide with the coordinates (x0, y0) of the departure point PN1. When changing the coordinates (x, y) of the flying object 10, it sequentially selects the interconnected sections S so that the difference between the coordinates (x, y) and the coordinates (x2, y2) of the destination point PN2 becomes smaller to set as the flight path. In Figure 19 the example of Figure 19 , the coordinates (x1, y1) reach the coordinates (x2, y2) of the destination point PN2 by tracing the section S in the order of sections SA1, SA2, SA3, SA4, SA5, SA6, SA7, SA8, SA9, SA10, SA11, SA12. Therefore, the sections S are selected in the order of sections SA1, SA2, SA3, SA4, SA5, SA6, SA7, SA8, SA9, SA10, SA11, SA12 to set as the flight path.

[0147] In addition, for example, section SA5 is connected to section SA6 and section SA13. In this way, when multiple sections are connected in parallel to the selected section, that is, when multiple sections can be selected as the next section, a section with a smaller difference between the coordinates (x1, y1) of the other end point of the section and the coordinates (x2, y2) of the destination point PN2 can be selected from these multiple sections. In addition, when the reduction amount of the difference between the coordinates (x1, y1) and the coordinates (x2, y2) of the destination point PN2 is the same among these multiple sections, any section can be selected by an arbitrary method. In addition, for example, there are also cases where there is no next connected section S such as sections SA13, SA14, etc. When a section where there is no next connected section S is selected (when stopping the progress), the section is returned, and another section S that becomes the path is selected. For example, when section SA13 is selected, it returns to the previous section SA5, and another section SA6 that becomes the path is selected. In addition, there is also a case where it is far from the destination like SA9, but when there is only an option of a section there, the path search can also be performed in a detour manner when it is not more than a predetermined fixed distance.

[0148] In addition, the search for the section S as above can be recursively expressed as shown in 1-7 below.

[0149] 1. Obtain the departure point (x1, y1), the destination point (x2, y2), and the identifier of the section indicating the destination as independent variables, and create a list LI that arranges the other end points of the sections connected to (x1, y1) in association with the names of the sections.

[0150] 2. When the list LI of endpoints created in 1 contains the section of the destination, append the section name of the destination to the path list, and set the destination arrival flag as the return value and return.

[0151] 3. Regarding the list LI of endpoints created in 1, remove the endpoints with direction specifications where the flight direction L exists such that (x1, y1) becomes the exit of the section from LI. Additionally, when the distance between the input independent variable (x1, y1) as the departure point and the destination (x2, y2) is set as LO1, and the distance between the coordinates of the endpoints existing in the list LI of endpoints and the destination (x2, y2) is set as LO2, if the length of LO2 is longer than the length of LO1 by more than a specified ratio, remove that endpoint. After that, re - sort the list LI of endpoints in ascending order of the distance between the endpoints and the destination coordinates (x2, y2) in the list LI of endpoints.

[0152] 4. Set the pointer at the first entry of the list LI of endpoints.

[0153] 5. Regarding the entry indicated by the pointer of the list LI of endpoints, set (x1, y1) of the endpoint as the new starting point, and call itself with the original (x2, y2) of the destination and the identifier of the destination section as the independent variable.

[0154] 6. If the return value when calling itself reaches the destination, append the identifier of the section indicated by the pointer to the path list. Then, set the destination arrival flag as the return value and return.

[0155] 7. If the return value fails to reach the destination, update the pointer to the next entry in the list LI of endpoints. If there is a next entry, return to 5 to repeat the operation. If there is no next entry, set the destination arrival failure flag and return.

[0156] In addition, in the case where the flight direction L is not set for the section S, that is, for example Figure 8A , Figure 8B and so on, the flight path setting unit 94 sets the flight direction L of the flying body 10 within the section S for each section S set as the flight path. That is, the flyable space setting unit 34 sets for each section S in which direction the flying body 10 can fly within the section S. In the present embodiment, the flight direction L of the flying body 10 is set as Figure 6 and so on, such that in cases other than the case where the section contains multiple endpoints such as intersections, the flight direction L of the flying body 10 is parallel to the extension direction of the road R corresponding to the section S, that is, the X direction. In other words, the flight direction L of the flying body 10 is set to be parallel to the traveling direction of the vehicle V0 on the road R corresponding to the section S. InFigure 6 In the example, the flight direction L of the flying object 10 is set to be the same as the traveling direction of the vehicle V0 on the road R corresponding to the section S, but it is not limited thereto and may also be set to be the opposite direction of the traveling direction of the vehicle V. However, the flight direction L of the flying object 10 within the section S is not limited to being set to be parallel to the X direction or the traveling direction of the vehicle V0 and can be set arbitrarily. In addition, the flying object 10 is not limited to flying only along the flight direction L within the section S. For example, it may also move in the vertical direction within the section S. Furthermore, as Figure 9 , Figure 10 and so on, when the flight direction L is preset by the flight map data generation device 18 when setting the section S, the flyable space setting unit 34 also selects the section S as the flight path based on the flight direction L of the section S. That is, in this case, the flyable space setting unit 34 takes the flight direction L preset for the section S as a restriction (condition) and considers it together to select the section S as the flight path.

[0157] The flight path setting unit 94 also sets the flight time period. The flight time period refers to the time period during which the flying object 10 flies on the flight path, that is, the time from the start time of flying on the flight path until the end time of flying. The flight time period can also be said to be the time during which the flying object 10 can occupy the flight path. The flight path setting unit 94 calculates the estimated flight time required to fly from the departure place to the destination via the flight path based on the set flight path. The flight path setting unit 94 sets the flight time period based on the estimated flight time and the setting time. For example, the flight path setting unit 94 sets the flight time period in such a way that the specified arrival time at the destination is reached based on the estimated flight time and the setting time. More specifically, in the present embodiment, the flight path setting device 14 calculates the estimated flight time and sets the flight time period for each section S included in the flight path. That is, for each section S, the time period from the start time of flying within the section S until the end time of flying is set as the flight time period. In addition, when the above-mentioned reference occupancy time is included in the flight map data A, the flight path setting device 14 calculates the estimated flight time for each section S based on the reference occupancy time. For example, the flight path setting device 14 may set the reference occupancy time related to the section S set as the flight path as the estimated flight time of the section S.

[0158] Return to Figure 18, if the flight path setting device 14 sets the flight path and flight time period as described above, the application information generation unit 96 generates application information indicating the intention to use the flight path during the set flight time period, and outputs the application information of the flight plan determined by the flight path setting device to the flight path management device 16 through the output unit 98 (step S24; application information generation step). The flight path setting device 14 includes the information of the set flight path and flight time period and the information indicating the intention to use the flight path during this flight time period in the application information. In the present embodiment, the information of the flight path included in the application information is the information indicating the section S set as the flight path. Although it is the position information (earth coordinates) of the section S set as the flight path, for example, when an identifier is assigned to each section S, it may also be the information indicating the identifier of the section S set as the flight path. The information of the flight time period included in the application information is associated with the section S and is the information indicating the flight time period of each section S.

[0159] The flight path management device 16 obtains the application information from the flight path setting device 14 (application information obtaining step). The flight path management device 16 determines, through the determination unit 114, whether the flight path included in the application information has been reserved as the flight path of another flying object 10 in the flight path occupancy status database DB1 during the flight time period included in the application information (step S26; determination step). The determination unit 114 reads out the flight map data A and extracts the information of the section S included in the flight path applied for from the information of the flight path included in the application information. The determination unit 114 determines whether the flight time period set for the extracted section S has been reserved by another flying object 10. More specifically, when the flight in the permitted section S is permitted, the permitted flight time period is stored for each section S as the reserved flight time period. The determination unit 114 reads out the reserved flight time period from the flight path occupancy status database DB1 for the section S included in the flight path applied for this time, and confirms whether there is an overlap with the flight time period applied for this time. When there is an overlap between the flight time period applied for this time and the reserved flight time period, the determination unit 114 determines that the section S has been reserved as the flight path of another flying object 10, and thus determines that the flight path included in the application information has been reserved. On the other hand, when there is no overlap between the flight time period applied for this time and the reserved flight time period, the determination unit 114 determines that the section S has not been reserved as the flight path of another flying object 10, and thus determines that the flight path included in the application information has not been reserved. That is, when the flight path includes a plurality of sections S, the determination unit 114 may determine that the flight path has been reserved when there is an overlap between the flight time period applied for at least one section S and the reserved flight time period.

[0160] When the flight path management device 16 determines that the flight path has not been reserved (step S28: "No"), it outputs, via the output unit 116, permission information indicating permission to fly on the flight path during the applied flight time period to the flight path setting device 14 (step S30; permission information output step), and registers the information of the flight path for which flight has been permitted (e.g., the identifier of section S) and the flight time period of the flight path in the flight path occupancy status database DB1 in the storage unit 102. If the flight path setting device 14 acquires the permission information, it determines the set flight path as the official flight path, and outputs the information of the determined flight path and the flight time period to the flight vehicle control device 12 (step S32). The flight vehicle control device 12 outputs the acquired information of the flight path and the flight time period to the flight vehicle 10 (step S34) to cause the flight vehicle 10 to fly on the flight path during the flight time period.

[0161] On the other hand, when a part of the flight path has been reserved (step S28: "Yes"), the flight path management device 16 outputs non - permission information indicating that permission to fly on the flight path during the applied flight time period cannot be granted to the flight path setting device 14 (step S36). If the flight path setting device 14 acquires the non - permission information, it determines that flying on the set flight path during the set flight time period is not permitted. In this case, the flight path setting device 14 can re - set the flight time period and the flight path, and return to step S24 to generate the application information again. Further, when outputting the non - permission information, the flight path management device 16 can also output information on which section S of the entire flight path has been reserved together with a list of sections S that overlap with other flight paths to the flight path setting device 14. By acquiring this information, the flight path setting device 14 can flexibly re - set the flight path according to the above - mentioned list.

[0162] Next, a specific example of setting a flight path and flying on the flight path will be described using the above - mentioned Figures 8A to 10 to illustrate the situation.

[0163] First, an example of setting a flight path in a case where a section S (flyable space S0) is set on a single road as Figure 8A will be described. In Figure 8AIn the example described above, in the section Saa, Sac, and Sab are respectively set above the section Raa, intersection Rcb, and section Rab of the road Ra extending in the X1 direction, and the sections Sba and Sbb are respectively set above the section Rba and section Rbb of the road Rb extending in the X2 direction. In such a case, when setting a flight path that flies straight in the X1 direction above the section Raa, intersection Rcb, and section Rab, the flight path setting device 14 sets the sections Saa, Sac, and Sab as the flight path. When flight on this flight path is permitted, the flying object 10 moves straight in the X1 direction within the sections Saa, Sac, and Sab during the reserved flight time period. During this flight time period, the sections Saa, Sac, and Sab are occupied by the flying object 10 and the intrusion of other flying objects 10 is prohibited, thereby suppressing collisions between the flying objects 10.

[0164] On the other hand, in Figure 8A the example, the following situation is taken as an example: the flying object 10 moves straight in the X1 direction above the section Raa, turns left at the intersection Rcb, and moves straight in the X2 direction above the section Rbb. In this case, the flight path setting device 14 sets the sections Saa, Sac, and Sbb as the flight path. When flight on this flight path is permitted, the flying object 10 moves in the X1 direction within the section Saa during the reserved flight time period, enters the section Sac above the intersection Rcb, changes its direction to the X2 direction within the section Sac, and moves in the X2 direction within the sections Sac and Sbb.

[0165] Next, an example of a case where multiple sections S are set above an intersection as in Figure 8B will be described. In Figure 8BIn the example described above, in the section Raa of the road Ra extending in the X1 direction, above the intersection Rcb, and above the section Rab, sections Saa, Sac, and Sab are respectively set. In the section Rba of the road Rb extending in the X2 direction, above the intersection Rcb, and above the section Rbb, sections Sba, Sbc, and Sbb are respectively set. In such a case, an example of the following situation is described: going straight in the X1 direction above the section Raa, turning left at the intersection Rcb, and going straight in the X2 direction above the section Rbb. In this case, the flight path setting device 14 sets the sections Saa, Sac, Sbc, and Sbb as the flight path. Then, the flight path setting device 14 sets the flight direction L of the sections Saa and Sac to the X1 direction, and sets the flight direction L of the sections Sbc and Sbb to the X2 direction. When flight on this flight path is permitted, the flying object 10 moves in the X1 direction within the section Saa during the reserved time period and enters the section Sac above the intersection Rcb. The flying object 10 ascends within the section Sac and enters the section Sbc formed at a position above the section Sac. The flying object 10 moves in the X2 direction within the sections Sbc and Sbb. In this way, multiple sections S are set at the intersection Rcb, and by reserving each section S, it is possible to turn at the intersection without colliding with other flying objects 10.

[0166] Next, an example of the case where multiple sections S are set in the vertical direction as Figure 9 described above will be described. In Figure 9 the example, as described above, sections Saa1 and Saa2 arranged vertically are set above the section Raa of the road Ra, sections Sac1 and Sac2 arranged vertically are set above the intersection Rc, and sections Sab1 and Sab2 arranged vertically are set above the section Rab. Moreover, sections Sba1 and Sba2 arranged vertically are set above the section Rba of the road Rb, and sections Sbb1 and Sbb2 arranged vertically are set above the section Rbb.

[0167] In Figure 9 the case where a flight path for flying straight in the X1 direction is set above the section Raa, the intersection Rcb, and the section Rab, the flight path setting device 14 sets the sections Saa1, Sac1, and Sab1 as the flight path. In Figure 9In the case of, the flight direction L is preset. The flying object 10 moves straight along the X1 direction within the sections Saa1, Sac1, and Sab1 during the reserved flight time period. On the other hand, when a flight path is set to move straight in the direction opposite to the X1 direction above the section Rab, the intersection Rcb, and the section Raa, the flight path setting device 14 sets the sections Sab2, Sac2, and Saa2 as the flight path. The flying object 10 moves straight in the direction opposite to the X1 direction within the sections Sab2, Sac2, and Saa2 during the reserved flight time period.

[0168] In Figure 9 the example of, for example: the flying object 10 moves straight along the X1 direction above the section Raa, turns left at the intersection Rcb, and moves straight along the X2 direction above the section Rbb. In this case, the flight path setting device 14 sets the sections Saa1, Sac1, and Sbb1 as the flight path. The flying object 10 moves along the X1 direction within the section Saa1 during the reserved flight time period, enters the section Sac1 above the intersection Rcb, changes its direction to the X2 direction within the section Sac1, and moves along the X2 direction within the sections Sac1 and Sbb1.

[0169] Next, an example of setting multiple sections S in the width direction of the road as Figure 10 such will be described. In Figure 10 the example of, as described above, the sections Saa1 and Saa2 arranged in the width direction of the road Ra are set above the section Raa of the road Ra, the sections Sac1 and Sac2 arranged in the width direction of the road Ra are set above the intersection Rc, and the sections Sab1 and Sab2 arranged in the width direction of the road Ra are set above the section Rab. Moreover, the sections Sba1 and Sba2 arranged in the width direction of the road Rb are set above the section Rba of the road Rb, the sections Sbc1 and Sbc2 arranged in the width direction of the road Rb are set above the intersection Rc, and the sections Sbb1 and Sbb2 arranged in the width direction of the road Rb are set above the section Rbb.

[0170] Figure 20 is a diagram for explaining an example of setting a flight path in the case of setting sections as Figure 10 such. Figure 20 It shows the flight path in the following case: the flying object 10 moves straight along the X1 direction above the section Raa, turns left at the intersection Rc, and moves straight along the X2 direction above the section Rbb. The flight path setting device 14 sets the sections Saa1, Sac1, Sbc1, and Sbb1 ( Figure 20 the hatched part of Figure 10 , Figure 20The flight direction L is preset in the case of [condition]. The flying object 10 moves in the X1 direction within the section Saa1 during the reserved time period and enters the section Sac1 above the intersection Rc. The flying object 10 ascends within the section Sac1 and enters the section Sbc1 formed at a position above the section Sac1. The flying object 10 moves in the X2 direction within the sections Sbc1 and Sbb1. By setting a plurality of sections S at the intersection Rcb in this way, even when a plurality of sections are set in the width direction of the road, it is possible to turn at the intersection without colliding with other flying objects 10.

[0171] In this way, by making the number of sections S set in the width direction or the vertical direction of the road different, it is possible to flexibly set the flight path according to, for example, the traffic volume. For example, in the case of low traffic volume, as Figure 8A shown, one section S is set above one road, the flight direction L of the section S is not set, and the section S can be used bidirectionally. In addition, for example Figure 8B shown, by setting a plurality of sections S above the intersection, it is possible to increase the traffic volume while suppressing collisions between flying objects above the intersection. And, as Figure 9 、 Figure 10 shown, by setting a plurality of sections S in the vertical direction or the width direction, it is possible to further increase the traffic volume by setting the flight directions L of the respective sections S in opposite directions.

[0172] (Effect)

[0173] As described above, the method for generating the flight map data A according to the present embodiment includes the following steps: a position information acquisition step of acquiring the position information of the road R; a flyable space setting step of setting the position information of the flyable space S0 by setting the flyable space S0 along the road R based on the position information of the road R and setting the height of the flyable space S0 so that the flyable space S0 is at a predetermined height from the road R, and setting the flyable space S0; and a flight map data generation step of associating the position information of the flyable space S0 with the height information to generate the flight map data A for the flight of the flying object 10. According to this method, since the flyable space S0 in which the flying object 10 can fly is set above the road R, it is possible to easily make a reservation for the flight path and also suppress the use of prohibited flight paths. Therefore, according to this method, it is possible to appropriately set the flight path of the flying object 10.

[0174] In addition, in the flyable space setting step, the flyable space S0 is set in such a way that it is divided into a plurality of sections S each having a set height. According to this method, since the flyable space S0 is set by dividing it into sections S, the flyable space S0 can be flexibly set above the road R. For example, when a plurality of flying bodies 10 are flying, a flight path can also be appropriately set.

[0175] In addition, in the flyable space setting step, a plurality of sections S are set along the extending direction of the road R. According to this method, since the flyable space S0 is set by dividing it into sections S, the flyable space S0 can be flexibly set above the road R. For example, when a plurality of flying bodies 10 are flying, a flight path can also be appropriately set.

[0176] In addition, in the flyable space setting step, the space above the section of the road R from the exit of the intersection Rc to the entrance of the next intersection and the space above the intersection Rc are set as different sections S. According to this method, by setting the section S at the intersection Rc, a flight path that can suppress collisions with other flying bodies 10 can be set.

[0177] In addition, in the flyable space setting step, the space above the section of the road R from the exit of the intersection Rc to the entrance of the next intersection is divided into a plurality of sections S. According to this method, by setting a plurality of sections S above the section that does not intersect with other roads, for example, when a plurality of flying bodies 10 are flying, a flight path can also be appropriately set.

[0178] In addition, in the flyable space setting step, the sections S are set in such a way that the heights above each road of the intersecting roads R are different from each other. According to this method, since the heights of the sections S above the intersecting roads R are different, for example, when a plurality of flying bodies 10 are flying, a flight path can also be appropriately set.

[0179] In addition, in the flyable space setting step, a reference occupancy time that is the reference for the time (estimated flight time) during which one flying body 10 occupies a section S is set, and in the flight map data generation step, the flight map data A is made to include information on the reference occupancy time. According to this method, since the reference estimated time is set, for example, when a plurality of flying bodies 10 are flying, a flight path can also be appropriately set. Further, by presetting the reference estimated time, it can be provided in such a way that the flight time periods are divided by flying body. Therefore, even when the traffic volume of the flying bodies increases compared to the traffic volume assumed when the sections S are set, it is also possible to appropriately respond.

[0180] In addition, in the flyable space setting step, the reference occupancy time is set as a coefficient of the reference speed of the flying object 10. By defining the reference occupancy time as a coefficient, it is possible to shorten the occupancy time according to the performance of the flying object, and the section S can be effectively utilized.

[0181] In addition, in the flyable space setting step, a flyable space S0 is set above the ground surface G covering the tunnel T connected to the road R. According to this method, by setting the section S above the ground surface G covering the tunnel T, it is possible to appropriately set the flight path even when the road R is connected to the tunnel T. In addition, by setting the section S above the mountain M covering the tunnel T in advance, it is possible to obtain the consent of the landowner of the mountain M in advance, and there is no need to ask the landowner at the stage of obtaining the flight permission for the flight path, so that the flight permission can be obtained immediately.

[0182] In addition, this method further includes an obstacle information acquisition step of acquiring information on the height of the obstacle O existing above the road R, and in the flyable space setting step, the information on the height of the flyable space S0 is set based on the information on the height of the obstacle O. According to this method, it is possible to set the flyable space S0 in a manner that avoids interference with the obstacle O, and it is possible to appropriately set a flight path that does not collide with the obstacle O.

[0183] In addition, in the obstacle information acquisition step, the height of the obstacle O is calculated based on the image captured by the imaging device C mounted on the vehicle V traveling on the road R, thereby acquiring the information on the height of the obstacle O. According to this method, it is possible to accurately calculate the height of the obstacle O based on the image, so that it is possible to appropriately set a flight path that does not collide with the obstacle O.

[0184] In addition, in the obstacle information acquisition step, the height H0 of the obstacle O is calculated based on the images continuously captured in time series. According to this method, it is possible to accurately calculate the height of the obstacle O based on the continuously captured images of the obstacle O, so that it is possible to appropriately set a flight path that does not collide with the obstacle O.

[0185] In addition, this method may further include a program generation step in which a flight map display program for displaying a flight map A1 on the screen by inputting flight map data A is generated. According to this method, it is possible to appropriately set a flight path using the flight map A1.

[0186] In addition, the flight map data A according to the present embodiment includes position information and altitude information of a flyable space S0 in which the flying object 10 can fly. The position information is set in such a way that the flyable space S0 follows the road R, and the altitude information is set in such a way that the flyable space S0 is at a prescribed altitude from the road R. Since the flight map data A according to the present embodiment provides information on the flyable space S0 along the road R, by using the flight map data A, a flight path can be appropriately set.

[0187] In addition, the flight management system 1 according to the present embodiment includes: a flight map data generation device 18 that generates the flight map data A by the above-described method; a flight path setting device 14 that sets a flight path of the flying object 10 based on the flight map data A generated by the flight map data generation device 18; and a flight path management device 16 that determines whether to permit flight on the flight path set by the flight path setting device 14. According to this flight management system 1, a flight path can be appropriately set by using the flight map data A.

[0188] The method for setting a flight path according to the present embodiment includes the following steps: a flight map data acquisition step of acquiring flight map data A including information on a flyable space S0 in which the flying object 10 can fly, the flyable space S0 following the road R and being located at a position at a prescribed altitude from the road R; a flight path setting step of setting a flight path for the flying object 10 to fly according to the flyable space S0 set in the flight map data; and a flight time period setting step of setting a flight time period for using the flight path. According to this method, a flight path is set according to the flyable space S0 included in the flight map data A, and information for applying to fly on this flight path is generated, so that a flight path can be appropriately set.

[0189] The method for managing a flight path according to the present embodiment includes the following steps: an application information acquisition step of acquiring a set flight path and a flight time period; a determination step of determining whether the flight path has been reserved as a flight path for another flying object during the flight time period; and a permission information output step of outputting permission information indicating permission to use the flight path during the flight time period to the flying object when it is determined in the determination step that the flight path has not been reserved as a flight path for another flying object. According to this method, use of the flight path is permitted when it is not reserved during the same time period, so that entry of multiple flying objects 10 into the flight path can be suppressed, and thus collision between the flying objects 10 can be suppressed.

[0190] In addition, the flight indication method according to this embodiment includes the following steps: a request step of outputting flight-related information including the position information of the departure and destination of the flying object 10 and the information of the time period during which the flying object 10 flies, so as to request the setting of a flight path; an acquisition step of acquiring the flight path and the flight time period generated by the above method in response to the request step; and an indication step of causing the flying object to fly along the acquired flight path and flight time period. According to this method, since the flying object flies using the flight path generated based on the flight map data A, the flying object can fly appropriately.

[0191] In addition, in this embodiment, both the flight path setting device 14 and the flight path management device 16 acquire the flight map data A generated by the flight map data generation device 18, but this is not limited thereto. For example, at least one of the flight path setting device 14 and the flight path management device 16 may acquire the flight map data A.

[0192] In addition, in this embodiment, the following example is described: there is one subject permitted to fly on the flight path, and this subject uses one flight path management device 16. However, it is also conceivable that there are multiple subjects permitted to fly on the flight path in each area of the flight path, and there is a case where a flight path management device 16 is provided for each subject. In this case, preferably, the flight map data generation device 18 divides the section S by subject. Moreover, the flight map data generation device 18 may also include the information of the subject having the permission to fly in association with the section S in the flight map data A. The flight path setting device 14 can set the flight path setting device 14 for sending application information for each section S based on the information of the subject having the permission to fly, so that the flight permission application can be smoothly executed.

[0193] In addition, in this embodiment, the flying object control device 12, the flight path setting device 14, the flight path management device 16, and the flight map data generation device 18 are respectively different devices and are used for different subjects, but this is not limited thereto. For example, at least two of the flying object control device 12, the flight path setting device 14, the flight path management device 16, and the flight map data generation device 18 may be the same device. In addition, at least two of the flying object control device 12, the flight path setting device 14, the flight path management device 16, and the flight map data generation device 18 may also be used for the same subject.

[0194] As described above, the embodiments and examples of the present invention have been explained, but the embodiments are not limited by the contents of these embodiments and the like. In addition, the constituent elements include elements that can be easily conceived by those skilled in the art, substantially identical elements, and elements within the so-called equivalent range. The constituent elements can also be appropriately combined. Various omissions, substitutions, or changes of the constituent elements can also be made without departing from the gist of the embodiments and the like.

[0195] Description of Reference Numerals

[0196] 1: Flight management system; 10: Flying object; 12: Flying object control device; 14: Flight path setting device; 16: Flight path management device; 18: Flight map data generation device; 32: Obstacle information detection unit; 34: Flyable space setting unit; 36: Flight map data generation unit; 38: Output unit; A: Flight map data; R: Road; S0: Flyable space; S: Section.

Claims

1. A method for generating flight map data, comprising the following steps: A position information acquisition step of acquiring the position information of a road; A flyable space setting step of setting the position information of the flyable space by setting the flyable space along the road so that a flying object can fly and setting the height of the flyable space so that the flyable space is at a predetermined height from the road, and setting the flyable space; and A flight map data generation step of associating the position information of the flyable space with the height information to generate map data for flight of a flying object, i.e., flight map data; In the flyable space setting step, the flyable space is set in at least one of the following manners: setting a plurality of sections horizontally above the same section of the road, setting a plurality of sections vertically above the same section of the road, and setting sections in such a manner that the heights above each of the intersecting roads are different.

2. The method for generating flight map data according to claim 1, characterized in that: In the flyable space setting step, the flyable space is set in such a manner that it is divided into a plurality of sections with set heights along the extension direction of the road.

3. The method for generating flight map data according to claim 2, characterized in that: In the flyable space setting step, the space above the section of the road from the exit of an intersection to the entrance of the next intersection and the space above the intersection are set as different sections.

4. The method for generating flight map data according to claim 3, characterized in that: In the flyable space setting step, the space above the section of the road from the exit of an intersection to the entrance of the next intersection is divided into a plurality of sections.

5. The method for generating flight map data according to any one of claims 2 to 4, characterized in that: In the flyable space setting step, a reference occupancy time that is the reference for the time when a flying object occupies a section is set; In the flight map data generation step, the flight map data includes information on the reference occupancy time.

6. The method for generating flight map data according to claim 5, characterized in that: In the flyable space setting step, the reference occupancy time is set as a coefficient of the reference speed of the flying object.

7. The method for generating flight map data according to any one of claims 1 to 4, characterized in that: In the flyable space setting step, the flyable space is set above the ground surface covering a tunnel connected to the road.

8. The method for generating flight map data according to any one of claims 1 to 4, characterized in that: It further includes an obstacle information acquisition step in which information on the height of an obstacle existing above the road is acquired. In the flyable space setting step, the information on the height of the flyable space is set based on the information on the height of the obstacle.

9. The method for generating flight map data according to claim 8, characterized in that In the obstacle information acquisition step, the height of the obstacle is calculated based on an image captured by an imaging device mounted on a vehicle traveling on a road, thereby obtaining the information on the height of the obstacle.

10. The method for generating flight map data according to claim 9, characterized in that In the obstacle information acquisition step, the height of the obstacle is calculated based on the images continuously captured in time series.

11. The method for generating flight map data according to any one of claims 1 to 4, characterized in that It further includes a program generation step in which a flight map display program for displaying a flight map on a screen by inputting the flight map data is generated.

12. A computer program product comprising a program for causing a computer to execute the following steps: A position information acquisition step of acquiring the position information of a road; A flyable space setting step of setting the flyable space by setting the position information of the flyable space in such a manner that the flyable space along which a flying object can fly follows the road based on the position information of the road, and setting the height of the flyable space in such a manner that the flyable space is at a prescribed height from the road; and A flight map data generation step of associating the position information of the flyable space with the information on the height to generate map data for the flight of a flying object, i.e., flight map data, In the flyable space setting step, the flyable space is set in at least one of the following manners: setting a plurality of sections horizontally above the same section of the road, setting a plurality of sections vertically above the same section of the road, and setting sections in such a manner that the heights above the respective roads of intersecting roads are different from each other.

13. A flight map data generation device comprising: A position information acquisition unit that acquires the position information of a road; A flyable space setting unit that sets the flyable space by setting the position information of the flyable space in such a manner that the flyable space along which a flying object can fly follows the road based on the position information of the road, and setting the height of the flyable space in such a manner that the flyable space is at a prescribed height from the road; and A flight map data generation unit that associates the position information of the flyable space with the information on the height to generate map data for the flight of a flying object, i.e., flight map data, wherein the flyable space setting unit sets the flyable space in at least one of the following manners: setting a plurality of sections horizontally above the same section of the road, setting a plurality of sections vertically above the same section of the road, and setting sections in such a manner that the heights above the respective roads of intersecting roads are different from each other.

14. A flight management system comprising: The flight map data generation device according to claim 13; A flight path setting device that sets a flight path of a flying object based on the flight map data generated by the flight map data generation device; And A flight path management device that determines whether to permit flight on the flight path set by the flight path setting device.

15. A method for setting a flight path, comprising the following steps: A flight map data acquisition step of acquiring flight map data generated by the flight map data generation method according to claim 1; A flight path setting step of setting a flight path for a flying object to fly according to the flyable space set in the flight map data; and A flight time period setting step of setting a flight time period for using the flight path.

16. A method for managing a flight path, comprising the following steps: An application information acquisition step of acquiring a flight path and a flight time period generated by the flight path setting method according to claim 15; A determination step of determining whether the flight path has been reserved as a flight path for another flying object during the flight time period; And A permission information output step of outputting permission information indicating permission to use the flight path during the flight time period when it is determined in the determination step that the flight path has not been reserved as a flight path for another flying object.

17. A flight instruction method, comprising the following steps: A request step of outputting flight-related information including position information of a departure place and a destination of a flying object and information on a flight time period of the flying object to request setting of a flight path; An acquisition step of acquiring a flight path and a flight time period generated by the flight path setting method according to claim 15 in response to the request step; and An instruction step of causing the flying object to fly along the acquired flight path and the flight time period.

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