Flight path determination device and flight path determination procedure

Abstract

Flight path determination device (100) for determining a flight path (110, 210, 310, 410, 510) of a flying object (1, 2, 3, 4, 5) detected by the flight path determination device (100), comprising: an identification device which is trained to identify whether the detected flying object (1, 2, 3, 4, 5) is relevant at all, a positioning device (101) which is designed to detect a position (102) of the flying object (1, 2, 3, 4, 5), a calibration device (103) which is designed to check whether the position (102) of the flying object (1, 2, 3, 4, 5) lies within a predetermined approach path (105, 106, 404, 504) of a number of predetermined approach paths (105, 106, 404, 504), and a path determination device (109) which is configured when the position (102) of the flying object (1, 2, 3, 4, 5) lies within one of the specified approach paths (105, 106, 404, 504), to output the respective approach path (105, 106, 404, 504) as the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5).

Description

[0001] The present invention relates to a flight path determination device and a corresponding flight path determination method.

[0002] Systems for determining the flight path of an aircraft are used in a wide variety of applications. In particular, such systems can be used, for example, for air defense.

[0003] Especially in the event of conflict, it is advantageous to know the targets or the routes used to reach the targets, e.g. by enemy aircraft.

[0004] This is typically done by recording and extrapolating the current flight path, i.e., the flight direction of, for example, an aircraft as it enters the detection range of a radar. This extrapolation can, for example, be linear.

[0005] Document US 2010 / 0 017 114 A1 describes procedures and systems for planning, managing and executing the flight path of an unmanned aerial vehicle.

[0006] Document US 2015 / 0276355A1 describes a tactical support device with an operating unit configured to calculate the required friendly military force for each defensive area defined between an enemy and an enemy target.

[0007] Document US 2015 / 0081197A1 describes a flight path determination procedure encompassing the receipt of visual flight rules (VFR) data and the determination of a proposed approach path for an aircraft based on the VFR data.

[0008] Document US 2014 / 0249738A1 describes systems and procedures for maintaining a prescribed distance between an unmanned aircraft system and an object.

[0009] Document US 2015 / 0073691A1 describes an aircraft monitoring device with a memory containing a reference path, wherein the memory is separate from a flight management system.

[0010] The publication JP 2000 - 155 036 A describes a sensor that observes a moving object and outputs observation data, a target information acquisition unit that inputs the observation data and outputs observation information about the moving object, and a target information unit that stores the observation information, which is acquired sequentially as time series information.

[0011] One object of the present invention is to enable improved flight path determination.

[0012] Accordingly, the present invention discloses a flight path determination device with the features of claim 1 and a flight path determination method with the features of claim 9.

[0013] Accordingly, the following is planned: A flight path determination device for determining the flight path of an aircraft detected by the flight path determination device, comprising an identification device designed to identify whether the detected aircraft is relevant, a position determination device designed to detect the position of the aircraft, a comparison device designed to check whether the position of the aircraft lies within a predetermined approach path of a number of predetermined approach paths, and a path determination device designed to output the respective approach path as the flight path of the aircraft if the position of the aircraft lies within one of the predetermined approach paths.

[0014] Furthermore, the following is planned: A flight path determination method for determining the flight path of an aircraft detected by a flight path determination device, comprising identifying whether the detected aircraft is relevant, determining the position of the aircraft, checking whether the position of the aircraft lies within a predetermined approach path of a number of predetermined approach paths, and if the position of the aircraft lies within one of the predetermined approach paths, outputting the respective approach path as the flight path of the aircraft.

[0015] The present invention is based on the understanding that flying objects, such as airplanes or helicopters, usually want to reach their destination in a conflict undetected or as well protected as possible.

[0016] The present invention utilizes this knowledge and determines the flight path of a flying object not solely based on its current position or direction of flight, but rather uses a database containing a number of possible approach paths for flying objects. Approach paths are understood to be flight paths that lead towards potential targets of the flying objects and have been identified in advance as advantageous, for example, because they offer the flying object particular protection. This is the case, for example, in a valley or a gorge. The identification of the approach paths can be performed manually or automatically.

[0017] Therefore, if an aircraft is detected within the range of the positioning device, e.g. a radar, the position of the aircraft can also be determined by the positioning device.

[0018] If the matching device detects that the position of the aircraft lies within one of the predefined approach paths, the present invention assumes that the aircraft will follow the approach path, as this is advantageous for the aircraft and can, for example, protect it from premature detection or interception attempts. The invention therefore does not assume that an aircraft always uses the direct route to reach a destination, but rather accepts advantageous detours.

[0019] The path determination device will therefore output as the flight path of the flying object the approach path in which the current position of the flying object lies.

[0020] The flight path can then be displayed visually, for example, on a screen or projection surface.

[0021] By incorporating knowledge about the area traversed by a flying object, the present invention can determine the flight path of a flying object with very little computational effort.

[0022] It is understood that an aircraft for which a flight path has already been determined can be permanently monitored and, in the event of a deviation from the determined flight path, a new flight path can be determined.

[0023] Advantageous embodiments and further developments are described in the dependent claims and in the description with reference to the figures.

[0024] In one embodiment, the flight path determination device can have a target database of potential flight targets, wherein the approach paths can be flight paths to the potential flight targets, and wherein the approach paths can be generated, in particular, automatically or semi-automatically based on an analysis of topographic maps. The potential flight targets can be predefined, for example, for specific regions or areas. The selection of the potential flight targets can be made, for example, by experts and / or corresponding algorithms that determine a risk level for all possible targets and designate particularly vulnerable targets as potential flight targets. Such targets can be, for example, power plants, bridges, military installations, or the like. In the automated determination of the approach paths, for example, terrain features can be analyzed and paths can be determined that enable a protected approach to such a target.The semi-automated determination of possible approach paths may, for example, involve the evaluation or adjustment of the automatically determined approach paths by appropriate specialist personnel.

[0025] In one embodiment, the path determination device can include a distance determination device, which, if the position of the flying object is not within one of the predefined approach paths, can determine the distance between the flying object and the potential targets and determine the position of the potential target closest to the flying object as the end of the flying object's flight path. If the flying object is not in one of the approach paths, the present invention assumes that the flying object intends to reach the nearest target. For this purpose, the current position of the flying object can be compared with the positions of the individual targets. Potential targets can be, for example, only those targets that lie in front of the flying object, i.e., those that are at a so-called bearing angle of + / - 90° to it.The bearing angle can also be defined as the angle between the current direction vector of the aircraft and the line connecting the aircraft to the target. For larger or more extensive targets, the smallest angle between the direction vector and the line connecting the aircraft to the edge or boundary of the target can be used for determination.

[0026] In one embodiment, the distance determination device can be configured to select, when several potential targets are at the same distance from the aircraft, the target whose line connecting it to the aircraft forms the smallest angle with the aircraft's current direction vector. "Same distance" can be understood to mean approximately equal or similar distances that differ, for example, only by a predetermined threshold. Since an aircraft will typically attempt to reach its target via the most direct or shortest route possible, the probable target of the aircraft can be determined very easily by calculating the angle between the aircraft and each target, as well as the aircraft's direction vector.

[0027] In one embodiment, the path determination device can be configured to output a direct connecting line or straight line between the current position of the aircraft and the specified end of the flight path as the aircraft's flight path if the aircraft's position does not lie within one of the predefined approach paths. Assuming a direct line as the flight path allows for a very simple calculation of the flight path based on the aircraft's current position and the position of the selected target.

[0028] In one embodiment, the path determination device can be configured to output an interpolated connecting line between the aircraft's previous flight path and the determined end of the flight path as the aircraft's flight path. For example, polynomial or spline interpolation can be used. The interpolation allows the aircraft's previous flight path to be taken into account, for example, by including points from that path in the interpolation. This enables the determination of a more realistic flight path to the target.

[0029] In one embodiment, the path determination device can be configured to determine whether one of the predefined approach paths leads to the destination defined as the end of the flight path and to output the respective approach path as a segment of the aircraft's flight path if an entry point into the approach path exists between the aircraft and the corresponding destination. If one of the approach paths is conveniently located for the aircraft, it is likely that the aircraft will adjust its course and use the corresponding approach path to reach the destination. The path determination device can, for example, output a linear path from the aircraft's current position to the entry point and the further course of the approach path to the destination as the flight path. An approach path can then, for example, be considered part of the flight path.will be output if it is within a specified angle to the current direction vector of the flying object, e.g. max. + / - 90°, and the flight destination.

[0030] An approach path is certainly not considered favorable if there is no suitable entry point between the current position of the aircraft and the target. While any point along the approach path could serve as an entry point, it is not necessarily practical to use such a point, as this would, for example, entail a significant detour. The path determination system can therefore, for example, use predefined criteria to make an assumption as to whether the aircraft will turn onto the respective approach path or not.

[0031] In one embodiment, the path determination device can be configured to identify as the entry point the point on the approach path that has the shortest distance to the aircraft, or to calculate the length of a detour that an aircraft must take to reach an approach path to the target, and to recognize an entry point into the approach path only if the calculated detour is below a predetermined threshold, wherein the predetermined threshold can be, in particular, specified as a percentage of the distance between the aircraft and the target. When an aircraft is en route to a target, it typically tries to reach it in a well-protected manner and will therefore also use the terrain for cover. The present invention, therefore, assumes in one embodiment that the aircraft will use the approach path in any case.Alternatively, one can calculate the detour the aircraft must take to use the approach path. This takes into account that the aircraft wants to reach its destination as quickly as possible and therefore will not accept every detour. The detour threshold could be, for example, 10%–100%, 20%–80%, or 50%.

[0032] According to the invention, an identification device is provided which is configured to identify whether a detected aircraft is relevant at all. For example, the flight path calculation can be applied only to enemy aircraft and suspended for friendly aircraft. Likewise, the relevance of the aircraft can be limited to a predefined area.

[0033] It is understood that the individual elements of the present invention can be designed as hardware, software, or a combination of hardware and software. In particular, the functions of individual elements can also be combined in one component, or the functions can be partitioned differently.

[0034] The present invention will be explained in more detail below with reference to the exemplary embodiments shown in the schematic figures of the drawings. These show: Fig. 1 a block diagram of an embodiment of a flight path determination device according to the invention; Fig. 2 a map with a flying object to illustrate the present invention; Fig. 3 another card with a flying object to illustrate the present invention; Fig. 4. Another card with a flying object to illustrate the present invention; Fig. 5. A further card with a flying object to illustrate the present invention; and Fig. 6 a flowchart of an embodiment of a flight path determination method according to the invention

[0035] In all figures, identical or functionally equivalent elements and devices – unless otherwise specified – have been provided with the same reference numerals incremented by 100.

[0036] The flight path determination device 100 of the Fig. 1 has a position determination device 101, which is coupled to a comparison device 103. The comparison device 103 is coupled to a target database 104 and to a path determination device 109.

[0037] The positioning device 101 can be configured, for example, as a single radar, as a networked radar system with multiple radar sensors, or as any type of device capable of determining the position 102 of the aircraft 1. The positioning device 101 transmits the determined position 102 to the comparison device 103. The comparison device 103 can read different approach paths 105, 106 from the target database 104 and compare them with the current position 102 of the aircraft 1. Only approach paths 105, 106 are shown in the target database 104. Further approach paths are indicated by a dashed box. Approach paths 105, 106 identify paths that an aircraft 1 could advantageously use to approach the targets 107, 108. For example, approach paths 105 and 106 can provide special protection to aircraft 1.The target database 104 also contains potential flight destinations 107 and 108.

[0038] If the flying object 1 is located within one of the approach paths 105, 106, the matching device 103 passes this information on to the path determination device 109, which then outputs the respective approach path 105, 106 as the flight path 110 of the flying object 1.

[0039] If the flying object 1 is not in any of the approach paths 105, 106, the path determination device 109 can output a direct line between the flying object 1 and the flight target 107, 108 as flight path 110.

[0040] However, if several flight targets 107, 108 are located near or in front of the aircraft 1, the pathfinding device 109 must select one of the rows. The pathfinding device 109 can optionally (therefore shown with dotted lines) include, for example, a distance-finding device 111.

[0041] The distance determination device 111 can determine the distance between the aircraft 1 and the potential targets 107, 108. The position of the potential target 107, 108 that is closest to the aircraft 1 can then be output as the end of the flight path 110 of the aircraft 1. This is done in conjunction with Fig. 2 explained in detail.

[0042] The distance determination device 111 can be configured, when several potential flight targets 107, 108 are at the same or similar distance from the aircraft 1, to measure the angle between the line connecting each flight target 107, 108 to the aircraft 1 and the current direction vector of the aircraft 1. The flight target 107, 108 whose line connecting it to the aircraft 1 has the smallest angle to the current direction vector of the aircraft 1 can then be identified as the end of the flight path 110. This is done in conjunction with Fig. 3 explained in detail.

[0043] Flight path 110 can, for example, always be the direct line connecting aircraft 1 and the end of flight path 110. Alternatively, an interpolated line connecting a previous flight path of aircraft 1 and the specified end of flight path 110 can also be displayed as flight path 110.

[0044] The path determination device 109 can also determine whether one of the specified approach paths 105, 106 leads to the flight destination 107, 108, which is designated as the end of flight path 110. If this is the case, the path determination device 109 can examine whether the respective approach path 105, 106 is suitable as a segment of flight path 110 and incorporate it into the issued flight path 110 of the aircraft 1, at least if an entry point into the approach path 105, 106 exists between the aircraft 1 and the corresponding flight destination 107, 108, 207.

[0045] The pathfinding device 109 can, for example, identify as the entry point the point on the approach path 105, 106 that has the shortest distance to the flying object 1. In addition, the pathfinding device 109 can also check criteria that indicate whether the respective approach path 105, 106 is suitable or could be of interest to the flying object 1.

[0046] For example, the path determination device 109 can calculate the length of a detour that a flying object 1 must take to reach an approach path 105, 106 to the flight destination 107, 108. The approach path 105, 106 can be considered suitable, for example, if the calculated detour is below a predefined threshold. The predefined threshold can be specified, for example, as a percentage of the distance between the flying object 1 and the flight destination 107, 108 or as an absolute value. If the respective approach path 105, 106 is suitable, the point on the approach path 105, 106 closest to the flying object 1 can be determined as the entry point to the approach path 105, 106.

[0047] Fig. Figure 2 shows a section of a map on which an aircraft 2 is depicted. The position of the aircraft 2 can be determined, for example, using the positioning device 101, i.e., for example, with radar. The current direction of movement of the aircraft 2, or its direction vector 220, can also be determined using the positioning device 101. On the map of the Fig. Figure 2 shows two potential flight destinations, 207 and 208. To determine the flight path 210 of aircraft 2, the path determination device 109 and the distance determination device 111 calculate the distance 212 between the first flight destination 207 and aircraft 2, and the distance 213 between the second flight destination 208 and aircraft 2. The flight destination 207 or 208 that is closest to aircraft 2 is output as its actual destination. Fig. Since flight destination 208 is closer to aircraft 2, flight path 210 is displayed as a straight line between aircraft 2 and flight destination 208.

[0048] Fig. Figure 3 shows the same map section that is also in Fig. 2 is shown. However, there are in Fig. 3. Flight destinations 307 and 308 are approximately the same distance from aircraft 3.

[0049] The path determination device 109 therefore determines the angles 315, 316 between the direction vector 320 of the aircraft 2 and the connecting lines between the aircraft 3 and the flight destinations 307, 308. In the case of similar or (at least within predetermined limits) equal distances 312, 313, the flight destination 307, 308 with the smallest angle 315, 316 is now output as the flight destination. In this case, flight destination 307. Also in Fig. Figure 3 shows flight path 310 as a straight line between aircraft 3 and destination 307. It is understood that an interpolated curve could also be displayed as the flight path instead of a straight line.

[0050] Furthermore, the pathfinding device 109 can dynamically adapt the flight path 310 to the terrain. For example, the pathfinding device 109 can reroute the flight path 310 around mountains if the flight path would otherwise cross them.

[0051] The representations of Fig. 2 and Fig. 3 assume that there is no approach path between aircraft 2, 3 and flight destinations 207, 208, 307, 308.

[0052] In Fig. 4, on the other hand, is an approach path 404 to the only flight destination 407 of the Fig. Figure 4 shows the aircraft 4 being located north of the approach path 404 and the direction vector 420 of the aircraft 4 is approximately parallel to the approach path 404.

[0053] Since destination 407 is the only destination in the vicinity of aircraft 4, the route from aircraft 4's current position to approach path 404, and subsequently approach path 404 itself, is output as flight path 410. Before such flight path 410 is output, it can also be checked how large the detour would be for aircraft 4 compared to a direct approach. Flight path 410 along approach path 404 can then be output, for example, if the detour is below a certain threshold.

[0054] Fig. 5 shows the situation of Fig. 4, however, the detour via approach path 504 would be too large, so the direct route between the current position of the aircraft 5 and the flight destination 507 is output as flight path 510.

[0055] Fig. Figure 6 shows a flight path determination procedure for determining a flight path 110, 210, 310, 410, 510 of a flying object 1, 2, 3, 4, 5. For better understanding of the explanations of the flight path determination procedure, the reference symbols of the Fig. Retain numbers 1-5 for the description of the flight path determination procedure.

[0056] The flight path determination procedure involves acquiring S1 the position 102 of the aircraft 1, 2, 3, 4, 5. Furthermore, it is checked S2 whether the position 102 of the aircraft 1, 2, 3, 4, 5 lies within a predefined approach path 105, 106, 404, 504 or one of a number of predefined approach paths 105, 106, 404, 504. If the position 102 of the flying object 1, 2, 3, 4, 5 lies within one of the specified approach paths 105, 106, 404, 504, the respective approach path 105, 106, 404, 504 is output as flight path 110, 210, 310, 410, 510 of the flying object 1, 2, 3, 4, 5 S3.

[0057] Approach paths 105, 106, 404, and 504 can represent flight paths 110, 210, 310, 410, and 510 to potential flight destinations 107, 108, 207, 208, 307, 308, 407, and 507, and can be stored in a target database containing 104 potential flight destinations 107, 108, 207, 208, 307, 308, 407, and 507. Approach paths 105, 106, 404, and 504 can be generated, for example, automatically or semi-automatically based on an analysis of topographic maps.

[0058] If the position 102 of the flying object 1, 2, 3, 4, 5 is not within one of the specified approach paths 105, 106, 404, 504, the distance 212, 213, 312, 313 between the flying object 1, 2, 3, 4, 5 and the potential flight targets 107, 108, 207, 208, 307, 308, 407, 507 can be determined. Furthermore, the position of the potential flight target 107, 108, 207, 208, 307, 308, 407, 507, which is closest to the flying object 1, 2, 3, 4, 5, can be determined as the end of the flight path 110, 210, 310, 410, 510 of the flying object 1, 2, 3, 4, 5.

[0059] Given that several potential flight targets 107, 108, 207, 208, 307, 308, 407, 507 are at the same distance 212, 213, 312, 313 from the flying object 1, 2, 3, 4, 5, the flight target 107, 108, 207, 208, 307, 308, 407, 507 whose connecting line to the flying object 1, 2, 3, 4, 5 has the smallest angle 315, 316 to the current direction vector of the flying object 1, 2, 3, 4, 5 can be determined as the end of the flight path 110, 210, 310, 410, 510 of the flying object 1, 2, 3, 4, 5.

[0060] The flight path 110, 210, 310, 410, 510 can, for example, be defined as a direct connecting line between the current position 102 of the flying object 1, 2, 3, 4, 5 and the specified end of the flight path 110, 210, 310, 410, 510 if the position 102 of the flying object 1, 2, 3, 4, 5 is not within one of the specified approach paths 105, 106, 404, 504. Alternatively, an interpolated connecting line between a previous flight path of the flying object 1, 2, 3, 4, 5 and the determined end of the flight path 110, 210, 310, 410, 510 can be output as flight path 110, 210, 310, 410, 510 of the flying object 1, 2, 3, 4, 5.

[0061] Finally, it can be determined whether one of the specified approach paths 105, 106, 404, 504 leads to the flight destination 107, 108, 207, 208, 307, 308, 407, 507, which is designated as the end of flight path 110, 210, 310, 410, 510, and whether the respective approach path 105, 106, 404, 504 is output as a subsection of flight path 110, 210, 310, 410, 510 of the flying object 1, 2, 3, 4, 5 if an entry point into the approach path 105, 106, 404, 504 exists between the flying object 1, 2, 3, 4, 5 and the corresponding flight destination. 107, 108, 207, 208, 307, 308, 407, 507 are available.

[0062] The entry point can be identified as the point on approach path 105, 106 that has the shortest distance to the flying objects 1, 2, 3, 4, 5. Alternatively, the length of a detour that a flying object 1, 2, 3, 4, 5 must take to reach an approach path 105, 106, 404, 504 to the target 107, 108, 207, 208, 307, 308, 407, 507 can be calculated. A suitable entry point on approach path 105, 106, 404, 504 can only be identified, for example, if the calculated detour is below a predefined threshold. This can be specified, for example, as a percentage of the distance between the flying object 1, 2, 3, 4, 5 and the flight destination 107, 108, 207, 208, 307, 308, 407, 507 or as an absolute value.

[0063] It is understood that a flying object can be permanently or continuously monitored using the present invention. If the flying object's course deviates from the programmed flight path, a new flight path can be calculated, for example. Reference sign 1, 2, 3, 4, 5 Flying object 100 flight path determination device 101 Position determination device Position 102 103 Adjustment device 104 Target database 105, 106, 404, 504 Approach path 107, 108, 207, 208 Destination 307, 308, 407, 507 Destination 109 Path determination device 110, 210, 310, 410, 510 Flight path 111 Distance measuring device 212, 213, 312, 313 Distance 315, 316 angles 220, 320, 420, 520 Direction vector

Claims

[1] Flight path determination device (100) for determining a flight path (110, 210, 310, 410, 510) of a flying object (1, 2, 3, 4, 5) detected by the flight path determination device (100), comprising: an identification device which is trained to identify whether the detected flying object (1, 2, 3, 4, 5) is relevant at all, a positioning device (101) which is designed to detect a position (102) of the flying object (1, 2, 3, 4, 5), a calibration device (103) which is designed to check whether the position (102) of the flying object (1, 2, 3, 4, 5) lies within a predetermined approach path (105, 106, 404, 504) of a number of predetermined approach paths (105, 106, 404, 504), and a path determination device (109) which is configured when the position (102) of the flying object (1, 2, 3, 4, 5) lies within one of the specified approach paths (105, 106, 404, 504), to output the respective approach path (105, 106, 404, 504) as the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5). [2] Flight path determination device (100) according to claim 1, comprising a target database (104) of potential flight targets (107, 108, 207, 208, 307, 308, 407, 507), wherein the approach paths (105, 106, 404, 504) comprise flight paths (110, 210, 310, 410, 510) to the potential flight targets (107, 108, 207, 208, 307, 308, 407, 507), and wherein the approach paths (105, 106, 404, 504) are generated automatically or semi-automatically based on an analysis of topographic maps. [3] Flight path determination device (100) according to claim 2, wherein the path determination device (109) comprises a distance determination device (111) configured to determine, when the position (102) of the flying object (1, 2, 3, 4, 5) is not within one of the predetermined approach paths (105, 106, 404, 504), the distance (212, 213, 312, 313) between the flying object (1, 2, 3, 4, 5) and the potential flight targets (107, 108, 207, 208, 307, 308, 407, 507) is not within one of the predetermined approach paths (105, 106, 404, 504), the position (212, 213, 312, 313) between the flying object (1, 2, 3, 4, 5) and the potential flight targets (107, 108, 207, 208, 307, 308, 407, 507) which to determine the point closest to the flying object (1, 2, 3, 4, 5) as the end of the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5). [4] Flight path determination device (100) according to claim 3, wherein the distance determination device (111) is configured to select, when several potential flight targets (107, 108, 207, 208, 307, 308, 407, 507) are at the same distance (212, 213, 312, 313) from the flying object (1, 2, 3, 4, 5), the flight target (107, 108, 207, 208, 307, 308, 407, 507) whose connecting line to the flying object (1, 2, 3, 4, 5) has the smallest angle (315, 316) to the current direction vector of the flying object (1, 2, 3, 4, 5). [5] Flight path determination device (100) according to one of the preceding claims 3 and 4, wherein the path determination device (109) is configured to output a direct connecting line between the current position (102) of the flying object (1, 2, 3, 4, 5) and the determined end of the flight path (110, 210, 310, 410, 510) as the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5) if the position (102) of the flying object (1, 2, 3, 4, 5) is not within one of the predetermined approach paths (105, 106, 404, 504). [6] Flight path determination device (100) according to one of the preceding claims 3 and 4, wherein the path determination device (109) is configured to output an interpolated connecting line between a previous flight path of the flying object (1, 2, 3, 4, 5) and the determined end of the flight path (110, 210, 310, 410, 510) as the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5). [7] Flight path determination device (100) according to any one of the preceding claims 3 to 6, wherein the path determination device (109) is configured to determine whether one of the predetermined approach paths (105, 106, 404, 504) leads to the flight target (107, 108, 207, 208, 307, 308, 407, 507) designated as the end of the flight path (110, 210, 310, 410, 510) and to output the respective approach path (105, 106, 404, 504) as a subsection of the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5) when an entry point into the approach path (105, 106, 404, 504) exists between the flying object (1, 2, 3, 4, 5) and the corresponding flight destination (107, 108, 207, 208, 307, 308, 407, 507). [8] Flight path determination device (100) according to claim 7, wherein the path determination device (109) is configured as follows: to identify as the entry point that point of the approach path (105, 106) has the shortest distance to the flying object (1, 2, 3, 4, 5), or to calculate the length of a detour that a flying object (1, 2, 3, 4, 5) must take to reach an approach path (105, 106, 404, 504) to the flight destination (107, 108, 207, 208, 307, 308, 407, 507), and to detect an entry point into the approach path (105, 106, 404, 504) only if the calculated detour is below a predetermined threshold, where the predetermined threshold is specified as a percentage of the distance between the flying object (1, 2, 3, 4, 5) and the flight destination (107, 108, 207, 208, 307, 308, 407, 507). [9] Flight path determination method for determining a flight path (110, 210, 310, 410, 510) of a flying object (1, 2, 3, 4, 5) detected by a flight path determination device (100), comprising: Identify whether the detected flying object (1, 2, 3, 4, 5) is relevant at all, Determining (S1) the position (102) of the flying object (1, 2, 3, 4, 5), Check (S2) whether the position (102) of the flying object (1, 2, 3, 4, 5) lies within a given approach path (105, 106, 404, 504) of a number of given approach paths (105, 106, 404, 504), and If the position (102) of the flying object (1, 2, 3, 4, 5) is within one of the specified approach paths (105, 106, 404, 504), output (S3) the respective approach path (105, 106, 404, 504) as the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5). [10] Flight path determination method according to claim 9, wherein the approach paths (105, 106, 404, 504) comprise flight paths (110, 210, 310, 410, 510) to the potential flight destinations (107, 108, 207, 208, 307, 308, 407, 507) and are stored in a target database (104) of potential flight destinations (107, 108, 207, 208, 307, 308, 407, 507), and wherein the approach paths (105, 106, 404, 504) are generated automatically or semi-automatically based on an analysis of topographic maps. [11] Flight path determination method according to claim 10, further comprising, if the position (102) of the flying object (1, 2, 3, 4, 5) is not within one of the predetermined approach paths (105, 106, 404, 504), determining the distance (212, 213, 312, 313) between the flying object (1, 2, 3, 4, 5) and the potential flight targets (107, 108, 207, 208, 307, 308, 407, 507) and determining the position of the potential flight target (107, 108, 207, 208, 307, 308, 407, 507) which is closest to the flying object (1, 2, 3, 4, 5), as the end of the Flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5). [12] Flight path determination method according to claim 11, comprising, when several potential flight targets (107, 108, 207, 208, 307, 308, 407, 507) are at the same distance (212, 213, 312, 313) from the flying object (1, 2, 3, 4, 5), further comprising selecting the flight target (107, 108, 207, 208, 307, 308, 407, 507) whose connecting line to the flying object (1, 2, 3, 4, 5) has the smallest angle (315, 316) to the current direction vector of the flying object (1, 2, 3, 4, 5). [13] Flight path determination method according to one of the preceding claims 11 and 12, comprising outputting a direct connecting line between the current position (102) of the flying object (1, 2, 3, 4, 5) and the specified end of the flight path (110, 210, 310, 410, 510) as the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5) if the position (102) of the flying object (1, 2, 3, 4, 5) is not within one of the specified approach paths (105, 106, 404, 504), or outputting an interpolated connecting line between a previous flight path of the flying object (1, 2, 3, 4, 5) and the specified end of the flight path (110, 210, 310, 410, 510) as flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5). [14] Flight path determination method according to any one of the preceding claims 11 to 13, comprising determining whether one of the specified approach paths (105, 106, 404, 504) leads to the flight destination (107, 108, 207, 208, 307, 308, 407, 507) determined as the end of the flight path (110, 210, 310, 410, 510) and outputting the respective approach path (105, 106, 404, 504) as a segment of the flight path (110, 210, 310, 410, 510) of the flying object (1, 2, 3, 4, 5) when an entry point into the approach path (105, 106, 404, 504) between the flying object (1, 2, 3, 4, 5) and the corresponding flight destination (107, 108, 207, 208, 307, 308, 407, 507). [15] Flight path determination method according to claim 14, further comprising identifying the point of the approach path (105, 106) as the entry point which has the shortest distance to the flying object (1, 2, 3, 4, 5), or Calculating the length of a detour that a flying object (1, 2, 3, 4, 5) must take to reach an approach path (105, 106, 404, 504) to the flight destination (107, 108, 207, 208, 307, 308, 407, 507), and detecting an entry point into the approach path (105, 106, 404, 504) only if the calculated detour is below a predetermined threshold, where the predetermined threshold is specified as a percentage of the distance between the flying object (1, 2, 3, 4, 5) and the flight destination (107, 108, 207, 208, 307, 308, 407, 507).

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