Flight management system of unmanned aircraft and flight management method of unmanned aircraft

Abstract

To safely fly an unmanned aircraft while evaluating a risk generated in a flight of the unmanned aircraft from various standpoints.SOLUTION: A flight management system stores cell information as information for parting an air area where an unmanned aircraft flies into a plurality of cells and risk value calculation information containing different types of a plurality of information used for the calculation of a risk value as an index indicating a level of a risk when the unmanned aircraft flies in the air area, calculates the risk value for each cell on the basis of the risk value calculation information, and generates a risk map as information indicating the risk value for each cell. The risk value calculation information contains at least two types of information on a height of geography or an object, weather, a radio situation, a flight situation and a flight plan of the other flight body, and a flight exhibit area in the air area.SELECTED DRAWING: Figure 10

Description

[Technical field]

[0001] The present invention relates to an unmanned aerial vehicle traffic control system and an unmanned aerial vehicle traffic control method. [Background technology]

[0002] In recent years, unmanned aerial vehicles have been increasingly used in various fields. When using unmanned aerial vehicles, it is necessary to fly them safely by considering various risks along the flight route from the departure point to the destination. Various mechanisms for flying unmanned aerial vehicles safely have been proposed.

[0003] For example, Patent Document 1 describes an unmanned aircraft management device configured to correct the flight path of an unmanned aircraft based on weather conditions to ensure the safety of the unmanned aircraft. The unmanned aircraft management device acquires a planned flight path of the unmanned aircraft, acquires weather information that specifies the weather at the planned flight time in an area including the acquired planned flight path, and predicts an actual flight path based on the planned flight path and the weather information.

[0004] Patent Document 2 describes a flying device configured for the purpose of shortening flight time while reducing the probability of falling on an object to be avoided. The flying device photographs a first area below the position of the flying device and a second area different from the first area, acquires a flight plan for the flying device, and during flight, identifies the density of objects to be avoided in the first area and the density of objects to be avoided in the second area, and is controlled to fly through the area with the lower density of the first area or the second area. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2018-81675 A [Patent Document 2] JP 2021-176099 A Summary of the Invention [Problem to be solved by the invention]

[0006] During the flight of an unmanned aircraft, there are various types of risks, such as terrain, structures, radio wave conditions, weather, and the presence of other aircraft. Therefore, when flying an unmanned aircraft, it is necessary to evaluate the risks from various perspectives and develop a safe flight plan. In addition, during the flight of an unmanned aircraft, it is necessary to re-evaluate the risks based on the information about the aircraft sent from the unmanned aircraft and the latest information obtained about various risks, and to control the unmanned aircraft based on the latest information to fly it safely.

[0007] In the above-mentioned Patent Document 1, the flight path of the submitted flight plan is corrected taking into account the effects of weather, and the actual flight path is predicted taking into account the risk of the unmanned aircraft deviating from the permitted path. In addition, in Patent Document 2, the flight device is controlled so that it passes through one of two different areas with a lower density of objects to be avoided during flight of the flight device. However, neither document describes formulating a flight plan by evaluating risks from various perspectives, or controlling the unmanned aircraft by reevaluating risks based on the latest acquired information.

[0008] The present invention has been made in consideration of the above background, and aims to provide an unmanned aircraft operation management system and an unmanned aircraft operation management method that are capable of safely flying unmanned aircraft while evaluating risks to the unmanned aircraft from various perspectives. [Means for solving the problem]

[0009] One of the present inventions for achieving the above-mentioned objectives is an unmanned aerial vehicle operation management system, which is configured using an information processing device having a processor and a memory device, and stores cell information, which is information that divides the airspace in which the unmanned aerial vehicle flies into multiple cells, and risk value calculation information, which includes multiple different types of information used to calculate a risk value, which is an index that indicates the magnitude of risk when the unmanned aerial vehicle flies in the airspace, and calculates the risk value for each cell based on the risk value calculation information, and generates a risk map, which is information that indicates the risk value for each cell. Effect of the Invention

[0010] According to the present invention, it is possible to safely fly an unmanned aircraft while evaluating the risks associated with the unmanned aircraft from various perspectives. [Brief description of the drawings]

[0011] [Figure 1] FIG. 2 is a diagram showing a schematic configuration of a traffic management system. [Figure 2A] FIG. 13 is a diagram showing an example of risk value calculation information. [Figure 2B] FIG. 13 is a diagram showing an image of risk value calculation information superimposed on a map. [Diagram 3] FIG. 2 is a diagram illustrating an example of risks, flight control information, and flight control signals in table format. [Figure 4] FIG. 13 is a diagram showing an example of an arrange area. [Diagram 5] 13 is a diagram showing an example of a record configuration of risk value management information; FIG. [Figure 6] FIG. 11 is a diagram showing an example of risk assessment information. [Figure 7A] A block diagram showing an example of the hardware configuration of an unmanned aerial vehicle. [Figure 7B] 1 is a block diagram showing the main functions of an unmanned aerial vehicle. [Figure 8] 2 is a block diagram showing an example of a hardware configuration of an information processing device (computer) constituting an operation terminal and an operation management device. FIG. [Figure 9]FIG. 2 is a block diagram showing main functions of the operation terminal. [Figure 10] FIG. 2 is a block diagram showing main functions of the traffic management device. [Figure 11A] FIG. 4 is a sequence diagram illustrating a traffic management process. [Figure 11B] FIG. 11B is a sequence diagram for explaining the traffic management process (continuation of FIG. 11A). [Figure 12] 1 is an example of a flight plan management screen. [Figure 13] 13 is an example of a flight risk monitoring screen. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following description, various information may be described using expressions such as "information," "data," and "table," but may be expressed using data structures other than those shown in the examples. When describing identification information, expressions such as "identifier" and "ID" are used, but these are interchangeable. In the following description, the letter "S" before a reference symbol means a processing step.

[0013] FIG. 1 is a diagram illustrating the schematic configuration of a system for managing the operation of an unmanned aerial vehicle (hereinafter, referred to as a "traffic management system 1"), which will be described as an embodiment of the present invention. The traffic management system 1 includes an unmanned aerial vehicle 100, an operation terminal 200 (GCS: Ground Control System), ), Unmanned Aerial System Traffic Management (UTM), and and an external device 400.

[0014] The unmanned aerial vehicle 100 is an aircraft without a human on board (UAV: Unmanned Aerial Vehicle). The unmanned aerial vehicle 100 is an aircraft (drone) that can fly by remote control or autonomous control. The unmanned aerial vehicle 100 is used for various purposes, such as aerial photography, transporting goods, inspecting equipment and facilities, surveying, agriculture, and disaster relief.

[0015] The operation terminal 200 is a device that performs two-way wireless communication with the unmanned aerial vehicle 100, and functions as a ground station that monitors and controls the unmanned aerial vehicle 100. The operation terminal 200 transmits to the unmanned aerial vehicle 100 a flight plan for the unmanned aerial vehicle 100 and signals (hereinafter referred to as "flight control signals") for remotely controlling the flight of the unmanned aerial vehicle 100. The operation terminal 200 also receives information (telemetry data, etc., hereinafter referred to as "aircraft information") sent from the unmanned aerial vehicle 100, and transmits the received aircraft information to the traffic management device 300 as necessary.

[0016] The flight plan includes at least information indicating the flight route of the unmanned aerial vehicle 100 (information specifying the departure point, waypoints, destination, flight altitude, etc.). The flight plan may further include information such as departure time, time passing through waypoints, arrival time, payload type, payload weight, name of the operations manager, registration code, etc. The flight control signal may be a signal automatically generated by the operation terminal 200 or the operations management device 300, or it may be a signal based on human operation (manual operation signal).

[0017] The traffic management device 300 performs two-way communication (wired communication or wireless communication) with the operation terminal 200. The traffic management device 300 transmits (provides) to the operation terminal 200 the flight plan for the unmanned aerial vehicle 100 (or update information for the flight plan) and information for controlling the flight of the unmanned aerial vehicle 100 (hereinafter referred to as "flight control information"). The flight control information stores, for example, information that instructs the unmanned aerial vehicle 100 to perform flight control to avoid risks. The operation terminal 200 generates a flight control signal based on the flight control information sent from the traffic management device 300, and transmits the generated flight control signal to the unmanned aerial vehicle 100.

[0018] The traffic management device 300 communicates (by wired or wireless communication) with the external device 400 via a communication network 5 such as the Internet. The traffic management device 300 receives (acquires) various information (hereinafter referred to as "external information") used for traffic management of the unmanned aerial vehicle 100 from the external device 400. The external device 400 is, for example, a server device on the Internet, and provides the traffic management device 300 with information used for evaluating risks to the unmanned aerial vehicle 100 (information on the terrain and altitude of objects, weather, radio wave conditions (radio wave strength for each frequency band, etc.), flight conditions and flight plans of other flying objects (unmanned aerial vehicles, manned aircraft, etc.), no-fly zones, etc.).

[0019] The operation management device 300 periodically calculates an index (hereinafter referred to as "risk value") indicating the magnitude of risk in the spatial (three-dimensional) surrounding area centered on the unmanned aerial vehicle 100, based on aircraft information acquired from the unmanned aerial vehicle 100 via the operation terminal 200 and external information acquired from the external device 400. The surrounding area is, for example, all or part of the area that the unmanned aerial vehicle 100 may pass through when flying from the departure point to the destination. In this embodiment, the "risk value" is a positive value. Furthermore, the higher the risk, the larger the risk value.

[0020] 2A shows examples of aircraft information and external information (hereinafter, these pieces of information are collectively referred to as "risk value calculation information") in table format. In the example table 20, item name 21 shows the type (name) of risk value calculation information, summary 22 shows a summary of the risk value calculation information, and information type 23 shows the type of risk value calculation information (aircraft information, external information).

[0021] 2B shows an image of risk value calculation information superimposed on a map. The figure also shows a flight plan 71 (planned flight route) for the unmanned aerial vehicle 100. As shown in the figure, there are various risks involved in flying the unmanned aerial vehicle 100, such as the risk of contact or collision with the ground or structures (terrain risk, property risk), weather risk, risk related to radio wave conditions such as radio wave reception interference, risk of contact or collision with other flying objects (flight route interference risk), and risk of entering a no-fly area or emergency airspace (no-fly area intrusion risk).

[0022] 3 shows, in table format, flight control information generated by the traffic management device 300 based on the results of evaluating the risk during flight of the unmanned aerial vehicle 100 based on the risk value, and flight control signals generated by the operation terminal 200 based on the flight control information. In table 30, risk 31 shows an example of a risk, flight control information 32 shows an example of flight control information generated by the traffic management device 300 for the risk, and flight control signal 33 shows an example of a flight control signal generated by the operation terminal 200 based on the flight control information.

[0023] When drawing up a flight plan before the flight of the unmanned aerial vehicle 100 or during the flight of the unmanned aerial vehicle 100, the operation management device 300 calculates a risk value of the surrounding area of ​​the flight plan (flight route) of the unmanned aerial vehicle 100 as follows.

[0024] First, the traffic management device 300 sets points for which risk values ​​are to be calculated for a flight route from the departure point (or the current position of the unmanned aerial vehicle 100) to the destination (arrival point). For example, the traffic management device 300 sets each node (hereinafter referred to as "node") of the flight route connecting the departure point (H: Home position), the waypoint (WP: WayPoint), and the destination (G: Goal) as a point for which risk values ​​are to be calculated.

[0025] In the following, as an example, the traffic management device 300 divides the area on the map including the flight route into a square lattice shape, and sets nodes using the square lattice (hereinafter referred to as a "cell") as a unit. In addition, the center (intersection of diagonals) of each square lattice is hereinafter referred to as an "area point" (AP). In this example, for simplicity of explanation, an example is described in which the cells are set as two-dimensional areas, but in actual operation, the cells are set as three-dimensional airspace. In addition, the size of the cell is set to a size sufficient to grasp the risk of the airspace in which the unmanned aerial vehicle 100 flies with the required accuracy.

[0026] Next, the traffic management device 300 changes the flight route to the surrounding area of ​​the flight route. An area that can be arranged (an area that can be a candidate for a changed route when editing a flight route; hereafter referred to as an "arrange area") is set, and a risk value is calculated for each cell of the arrange area.

[0027] An example of an arrangement area is shown in Figure 4. Each square grid in the figure corresponds to one cell. The figure also shows the flight route ("H" → "WP1" → "WP2" → "G") and area points. The image of a map is omitted in the figure. In this example, an arrangement area is set with a length of vertical (x x 4) and horizontal (y x 5) and is centered on the flight route. An identifier (hereinafter referred to as a "cell ID") is assigned to each cell (area point).

[0028] The method of setting the arrange area is not necessarily limited to the above-mentioned method. For example, an area received from a user via a user interface may be set as the arrange area. Also, for example, a default arrange area may be displayed, and the displayed arrange area may be edited by the user via the user interface.

[0029] When planning a flight plan before the flight of the unmanned aircraft 100, or when reviewing (replanning) the flight plan during the flight of the unmanned aircraft 100, the operation management device 300 calculates a risk value for the cells in the flight plan (flight route) that correspond to each node, and evaluates the risk of the flight plan based on the calculated risk value for each node.

[0030] FIG. 5 is a table (hereinafter referred to as a “risk map”) that manages information indicating a risk value for each node, which is generated by the traffic management device 300 when evaluating the risk of a flight plan. 3 is an example of a record configuration of the risk value management information 314.

[0031] As shown in the figure, the illustrated record has the following items: flight route ID 3141, node ID 3142, node type 3143, node position 3144, type-specific risk value 3145, and node-specific risk value 3146. Each record of the risk value management information 314 is generated for each node of the flight route.

[0032] Of the above items, flight route ID 3141 stores an identifier of the flight route (hereinafter referred to as "flight route ID"). Node ID 3142 stores an identifier of a node constituting the flight route (hereinafter referred to as "node ID"). Node type 3143 stores information indicating the type of the node (start point (H), waypoint (WP), destination (G)). Node position 3144 stores information indicating the position of the node (latitude, longitude, altitude).

[0033] The type-specific risk value 3145 stores risk values ​​calculated for the node according to the type of risk (terrain risk, property risk, weather risk, radio wave condition risk, flight route interference risk, no-fly area intrusion risk, etc.).

[0034] The risk value per node 3146 stores information (hereinafter referred to as the "risk value per node") that evaluates the risk of the node based on the risk value by type 3145. The risk value per node is, for example, the maximum value of the risk values ​​of each risk in the risk value by type 3145 (the maximum value when the risk value of each risk is standardized) or the average value of the risk values ​​of each risk in the risk value by type 3145 (the average value when the risk value of each risk is standardized).

[0035] The flight operations management device 300 generates information (hereinafter referred to as "risk assessment information 315") indicating the results of the risk assessment of the flight plan based on the node-by-node risk values ​​(risk map) of each node of the flight plan that is the subject of risk assessment.

[0036] 6 is an example of the risk assessment information 315. In this example, the traffic management device 300 calculates a risk value of "20" for the node "departure point (H)", a risk value of "40" for the node "waypoint (WP1)", a risk value of "50" for the node "waypoint (WP2)", and a risk value of "20" for the node "destination (G)". In this case, the traffic management device 300 generates risk assessment values, for example, the average value of the risk values ​​of each node, "32.5", or the maximum value of the risk values ​​of each node, "50", and manages the generated risk assessment values ​​in the risk assessment information 315.

[0037] In the example shown in the figure, the risk assessment information 315 also stores information indicating the node with the highest risk value ("WP2" in this example) and information indicating the main risk of the node ("weather" in this example). For example, the traffic management device 300 determines that the risk of the flight plan is high when the average or maximum value of the risk value, which is the risk assessment information, exceeds a preset threshold value. The method of the traffic management device 300 to make the above-mentioned judgment (judging the level of risk, urgency, etc.) is not necessarily limited. For example, the traffic management device 300 may make the above-mentioned judgment based on the average or maximum value of the risk value obtained by setting a priority or weight for each type of risk.

[0038] Based on the risk assessment information 315, the traffic management device 300 performs, for example, planning and adjusting a flight plan, and generating flight control information for avoiding risks.

[0039] In addition, the traffic management device 300, for example, during the flight of the unmanned aerial vehicle 100, calculates the risk value of each cell in the flight route of the flight plan and its surrounding area (for example, the arrange area), The risk map shows information indicating the risk value of each cell on the route, and provides the user with real-time information indicating the risks during the flight of the unmanned aerial vehicle 100 (visualization of risks). The traffic management device 300 may also visualize the results of the risk assessment of the current flight plan and provide this to the user. By referring to this visualized information, the user can detect the presence of risks at an early stage and quickly take the necessary measures to avoid the risks.

[0040] During the flight of the unmanned aerial vehicle 100, the traffic management device 300 updates the risk value of each node in the flight plan from time to time based on the latest aircraft information and the latest external information, and reassesss the risk of the flight plan. Based on the results of the risk reassessment, the traffic management device 300 adjusts the current flight plan and generates flight control information to avoid risks. For risk values ​​that change from moment to moment, such as weather-related risk values, the traffic management device 300, for example, predicts the time when the unmanned aerial vehicle 100 will pass a node based on the aircraft information, and calculates the risk value of the cell corresponding to the node at the predicted time to use in risk assessment.

[0041] After the flight of the unmanned aerial vehicle 100 ends (the end of the flight includes, for example, the case where the flight ends without the unmanned aerial vehicle 100 reaching the destination), the traffic management device 300 manages the actual risk value of each cell on the flight route actually flown by the unmanned aerial vehicle 100 in a database as flight performance, and uses it for the next flight and thereafter. For example, when formulating a flight plan, the traffic management device 300 provides the user with the risk value of the cells of the flight route including a route that overlaps (overlaps in whole or in part) with the flight route specified by the user as reference information. In addition, for example, when flight performance for the same flight route (including the case where some of the flight routes are identical) has been accumulated a predetermined number of times, the traffic management device 300 outputs information indicating that fact, and, for example, prompts the user to review the risk value of each cell managed by default.

[0042] In addition, a machine learning model is generated that learns the correspondence between risk maps and flight routes obtained from flight records with common departure and destination points as learning data, and when planning a flight plan, the departure and destination points and the current risk map are input into the machine learning model (e.g., a DNN (Deep Neural Network) model) to obtain a flight route, which is then used to plan the flight plan. It may be possible to use it for adjustment.

[0043] 7A is a block diagram showing an example of the hardware configuration of the unmanned aerial vehicle 100. As shown in the figure, the unmanned aerial vehicle 100 includes a flight control device 101 (FCS: Flight Control System, FCU: Flight Control Unit), various sensors 102, an inertial navigation system 103 (EKF: Extended Kalman Filter), a GPS device 104, a thrust generating device 105, a communication device 106, and a backplane. Equipped with Battery 107.

[0044] The flight control device 101 is configured using an information processing device such as a microcomputer, and controls the flight and various operations of the unmanned aerial vehicle 100. The various sensors 102 are, for example, a three-axis gyro sensor (angular velocity sensor), a three-axis acceleration sensor, an air pressure sensor, a geomagnetic sensor (two-axis, three-axis), an ultrasonic sensor, etc. The inertial navigation system 103 obtains and outputs the current position of the unmanned aerial vehicle 100 based on information (acceleration, angular velocity, etc.) measured in real time by the various sensors 102. The GPS device 104 receives GPS signals transmitted from GPS satellites, calculates the current position, and inputs the calculated current position to the flight control device 101. The thrust generating device 105 includes a power motor and a motor control device (ESC: Electronic Speed ​​Controller). The communication device 106 performs two-way wireless communication (wireless communication using frequencies in the 2.4 GHz band or 5 GHz band, etc.) with the operation terminal 200 according to a predetermined protocol. Battery 107 is, for example, a lithium ion polymer secondary battery, and supplies driving power to each component of unmanned aerial vehicle 100.

[0045] 7B is a block diagram showing the main functions of unmanned aerial vehicle 100. As shown in the figure, unmanned aerial vehicle 100 has the functions of memory unit 110, aircraft information transmission unit 135, flight plan receiving unit 140, flight control signal receiving unit 145, and flight control unit 150.

[0046] The memory unit 110 stores aircraft information 120 acquired in real time about the unmanned aerial vehicle 100, including position information 121 (latitude, longitude, altitude), flight speed / acceleration information 122, flight course information 123, remaining battery charge information 124, abnormality / failure information 125, radio wave condition information 126 (information indicating the communication condition with the operation terminal 200), and payload information 127. The memory unit 110 also stores a flight plan 115 and a flight control signal 116 sent from the operation terminal 200.

[0047] The aircraft information transmission unit 135 transmits the above information stored in the memory unit 110 to the operation terminal 200 as needed (for example, at intervals of several seconds). The flight plan receiving unit 140 receives the flight plan 115 sent from the operation terminal 200. The flight control signal receiving unit 145 receives the flight control signal 116 sent from the operation terminal 200. The flight control unit 150 controls the flight of the unmanned aircraft 100 based on the flight plan 115 and the flight control signal 116.

[0048] 8 is a block diagram showing an example of the hardware configuration of the information processing device (computer) constituting the operation terminal 200 and the traffic management device 300. Note that the information processing devices constituting the operation terminal 200 and the traffic management device 300 do not necessarily have to have the same configuration.

[0049] The illustrated information processing device 10 includes a processor 11, a main storage device 12 (memory), an auxiliary storage device 13 (external storage device), an input device 14, an output device 15, and a communication device 16. These are communicatively connected via a bus, a communication cable, etc. Examples of the information processing device 10 include a personal computer, a smartphone, a tablet, etc.

[0050] The information processing device 10 may be realized, in whole or in part, using virtual information processing resources, such as a virtual server provided by a cloud system.

[0051] The processor 11 may be, for example, a central processing unit (CPU), a micro processing unit (MPU), a graphics processing unit (GPU), a field programmable gate array (FPGA), or the like. It is composed of chips such as ASIC (Application Specific Integrated Circuit), AI (Artificial Intelligence), etc.

[0052] The main memory device 12 is a device used when the processor 11 executes a program, and is, for example, a read only memory (ROM), a random access memory (RAM), or a non-volatile memory (NVRAM (Non Volatile RAM)).

[0053] The auxiliary storage device 13 is a device for storing programs and data, and may be, for example, a solid state drive (SSD), a hard disk drive, or an optical storage device (CD (Compact Disc) The auxiliary storage device 13 can be configured with a non-transient storage medium such as a digital video card (Digital Versatile Disc, DVD, etc.), a storage system, a reader / writer for non-transient storage media such as an IC card, an SD card, or an optical storage medium, a non-transient storage area of ​​a cloud server, etc. Programs and data can be read into the auxiliary storage device 13 from other information processing devices equipped with non-transient storage media or non-transient storage devices via a recording medium reader or a communication device 16. The programs and data stored (memorized) in the auxiliary storage device 13 are read into the main storage device 12 as needed.

[0054] The input device 14 is an interface that accepts input of information from the outside, and may be, for example, a keyboard, a mouse, a touch panel, a card reader, a pen-input tablet, a voice input, or the like. power devices, etc.

[0055] The output device 15 is an interface that outputs various information such as the process progress and the process result to the outside. The output device 15 is, for example, a display device (liquid crystal monitor, LCD (Liquid Crystal Display), graphic card, etc.) that visualizes the above-mentioned various information, a device that converts the above-mentioned various information into voice (voice output device (speaker, etc.)), and a device that converts the above-mentioned various information into text (printer, etc.). For example, the information processing device 10 may be configured to input and output information to and from other devices via the communication device 16.

[0056] The input device 14 and the output device 15 constitute a user interface that realizes interactive processing with the user (receiving information, providing information, etc.).

[0057] The communication device 16 is a device that realizes communication with other devices. The communication device 16 is a wired or wireless communication interface that realizes communication with other devices via a communication medium, and is, for example, a NIC (Network Interface Card), a wireless communication module, a USB module, or the like.

[0058] The information processing device 10 may be implemented with, for example, an operating system, a file system, a DBMS (DataBase Management System) (relational database, NoSQL, etc.), a KVS (Key-Value Store), etc.

[0059] The various functions of the operation terminal 200 and the traffic management device 300 are realized by the processor 11 included in each device reading and executing a program stored in the main memory device 12, or by the hardware (FPGA, ASIC, AI chip, etc.) that constitutes each device. The operation terminal 200 and the traffic management device 300 store various information (data), for example, as a table in a database or a file managed by a file system.

[0060] 9 is a block diagram showing main functions of the operation terminal 200. As shown in the figure, the operation terminal 200 has the functions of a memory unit 210, an aircraft information receiving unit 220, an aircraft information transmitting unit 225, a flight plan receiving unit 230, a flight plan transmitting unit 235, a flight control information receiving unit 240, and a flight control signal transmitting unit 245.

[0061] Of the above functions, the memory unit 210 stores aircraft information 211, flight plan 212, flight control information 213, and flight control signal 214 sent from the unmanned aerial vehicle 100.

[0062] The aircraft information receiving unit 220 receives the aircraft information transmitted from the unmanned aerial vehicle 100. The aircraft information transmitting unit 225 transmits (transfers) the aircraft information 211 received from the unmanned aerial vehicle 100 to the traffic management device 300.

[0063] The flight plan receiving unit 230 receives the flight plan transmitted from the traffic management device 300. The flight plan transmitting unit 235 transmits the received flight plan 212 to the unmanned aerial vehicle 100.

[0064] The flight control information receiving unit 240 receives flight control information sent from the operation management device 300. The flight control signal transmitting unit 245 generates a flight control signal 214 based on the received flight control information 213, and transmits the generated flight control signal 214 to the unmanned aerial vehicle 100.

[0065] 10 is a block diagram showing the main functions of the traffic management device 300. As shown in the figure, the traffic management device 300 includes a memory unit 310, an external information receiving unit 320, an aircraft information receiving unit 325, a flight plan management unit 330, a risk value calculation unit 335, a risk assessment unit 340, a flight plan It has the functions of a transmission unit 345, a flight control information generation unit 350, a flight control information transmission unit 355, a flight performance management unit 360, a flight performance evaluation unit 365, and an information provision unit 370.

[0066] Of the above functions, the memory unit 310 stores aircraft information 311, external information 312, flight plan 313, risk value management information 314, risk assessment information 315, flight control information 316, flight performance information 317, and flight performance evaluation information 318.

[0067] The external information receiving unit 320 receives (acquires) the external information 312 from the external device 400. The external information receiving unit 320 actively or passively acquires the external information 312 from the external device 400 via a communication network such as the Internet, for example.

[0068] The machine information receiving unit 325 receives the machine information 311 sent from the operation terminal 200 .

[0069] The flight plan management unit 330 manages (plans, updates (edits, adjusts), deletes, etc.) the flight plan of the unmanned aerial vehicle 100. The flight plan management unit 330 plans and updates the flight plan through interactive processing with the user while presenting the user with various information used for planning and updating the flight plan (for example, map information, air traffic information, weather information, past flight performance of the aircraft or other aircraft, risk information (risk value for each cell, etc.) in the target area of ​​the flight plan to be planned) via a user interface. Note that, for example, the user may be allowed to directly manage the flight plan from the operation terminal 200 by utilizing a remote access mechanism provided in the traffic management device 300.

[0070] The risk value calculation unit 335 calculates a risk value for each cell by the above-mentioned method based on the risk value calculation information (external information 312, aircraft information 311), and reflects the calculation results in the risk value management information 314. The risk assessment unit 340 assesses the risk of the flight plan 313 by the above-mentioned method based on the risk value management information 314.

[0071] The flight plan transmission unit 345 transmits the flight plan 313 created or updated by the flight plan management unit 330 to the operation terminal 200.

[0072] The flight control information generation unit 350 generates flight control information 316 based on the flight plan 313, the risk value management information 314, and the evaluation result of the risk evaluation unit 340. The flight control information transmission unit 355 transmits the flight control information 316 to the operation terminal 200.

[0073] The flight record management unit 360 manages the flight record of the unmanned aerial vehicle 100 as flight record information 317. The flight record information 317 includes, for example, information indicating the flight route actually flown by the unmanned aerial vehicle 100, obtained from the aircraft information 311, and the actual risk value finally calculated for each cell through which the flight route actually flown passes.

[0074] The flight performance evaluation unit 365 reevaluates the risk value of each cell based on the flight performance information 317, and manages the reevaluation result as flight performance evaluation information 318. The above reevaluation is performed, for example, by interactive processing with the user via a user interface. In addition, the contents of the flight performance evaluation information 318 are provided to the user as reference information via a user interface or the like, for example, when managing the flight plan 313.

[0075] The information providing unit 370 generates a flight plan management screen 1200 and a flight risk monitoring screen 1300, which will be described later, based on the information stored in the storage unit 310, and presents the generated screens to the user via a user interface. A row risk monitoring screen 1300 may be made available for reference.

[0076] 11A and 11B are sequence diagrams for explaining main processing (hereinafter referred to as "traffic management processing S1100") performed in the traffic management system 1. Below, the traffic management processing S1100 will be explained with reference to these figures.

[0077] 11A, the traffic management device 300 receives the external information 312 from the external device 400 (S1111). The traffic management device 300 receives the external information 312 as needed (in real time, at predetermined time intervals, etc.).

[0078] The operation terminal 200 transmits the flight plan to the traffic management device 300 (S1112). The operation terminal 200 transmits to the traffic management device 300, for example, the flight plan accepted from the user via a user interface.

[0079] The traffic management device 300 generates (sets) an arrange area for the flight plan (flight route) sent from the operation terminal 200 (S1113). The traffic management device 300 generates the arrange area based on, for example, a preset algorithm or setting values ​​(x, y, etc. shown in FIG. 4). The traffic management device 300 also generates the arrange area by interactive processing with the user while displaying the flight plan via, for example, a user interface.

[0080] Next, the traffic management device 300 calculates a risk value for each cell in the generated arrange area based on the external information 312, and generates risk value management information 314 that stores the calculated risk values ​​(S1114). If aircraft information is necessary to evaluate the risk value, the traffic management device 300 may obtain the aircraft information via the operation terminal 200 and use it to calculate the risk value.

[0081] Next, the operation management device 300 evaluates the risk of the flight plan sent from the operation terminal 200 based on the risk value stored in the risk value management information 314, and generates risk evaluation information 315 storing the evaluation results (S1115).

[0082] Next, the traffic management device 300 adjusts the flight plan based on the risk value of each cell in the arrange area (S1116). For example, the traffic management device 300 adjusts the flight plan by selecting cells from the arrange area so that the risk is reduced as much as possible and the flight distance and flight time to the destination are shortened as much as possible. In addition, the traffic management device 300 adjusts the flight plan through dialogue with the user, for example, while presenting the flight plan and the risk value of each cell in the arrange area to the user via a user interface. In addition, when the traffic management device 300 detects that the flight plan proposed by the user passes through a cell with a high risk value (exceeding a preset threshold), it may output a message to prompt the user to change the flight plan.

[0083] Next, the traffic management device 300 transmits the adjusted flight plan 313 to the operation terminal 200 (S1117).

[0084] When the operation terminal 200 receives the flight plan from the traffic management device 300 (S1118), it transmits the received flight plan 212 to the unmanned aerial vehicle 100 (S1119). When the unmanned aerial vehicle 100 receives the flight plan from the operation terminal 200, it waits for the opportunity to start flight (for example, receiving an instruction to start flight from the operation terminal 200).

[0085] When the timing to start flight arrives, unmanned aerial vehicle 100 takes off from the departure point and starts flying toward the destination according to flight plan 115 received from operation terminal 200 (S1131). After starting flight, unmanned aerial vehicle 100 transmits aircraft information 120 of its own to operation terminal 200 as needed (for example, , each time a new cell is passed) (S1132).

[0086] When the operation terminal 200 receives the aircraft information from the unmanned aerial vehicle 100 (S1133), it transmits (transfers) the received aircraft information 211 to the traffic management device 300 (S1134). The traffic management device 300 receives the aircraft information sent from the operation terminal 200 (S1135).

[0087] 11B, the traffic management device 300 receives (acquires) the latest external information 312 from the external device 400 at any time during the flight of the unmanned aerial vehicle 100 (S1141). The traffic management device 300 generates (sets) an arrangement area for the current flight plan based on the latest received external information 312 and the latest aircraft information 311 received from the operation terminal 200 (S1142).

[0088] Next, the operation management device 300 calculates the risk value of each cell in the generated arrangement area based on the latest external information 312 and the latest aircraft information 311, and generates risk value management information 314 (risk map) that stores the calculated risk values ​​(S1143).

[0089] Next, the traffic management device 300 reassess the risk of the current flight plan based on the risk values ​​stored in the risk value management information 314, and generates risk assessment information 315 that stores the reassessment results (S1144).

[0090] Next, the traffic management device 300 adjusts the current flight plan based on the risk value of each cell in the arrange area (S1145). The traffic management device 300 adjusts the flight plan by selecting cells from the arrange area so that the risk is reduced as much as possible and the flight distance and flight time to the destination are shortened as much as possible. In addition, the traffic management device 300 adjusts the flight plan through dialogue with the user, for example, while presenting the flight plan and the risk value of each cell in the arrange area to the user via a user interface. For example, the traffic management device 300 may display a message prompting the user to change the flight plan when the flight plan passes through a cell with a high risk value (exceeding a preset threshold).

[0091] Next, the traffic management device 300 transmits the adjusted flight plan to the operation terminal 200 (S1146).

[0092] When the traffic management device 300 detects that the unmanned aerial vehicle 100 is currently approaching a cell with a high risk value that requires emergency evacuation based on the risk value calculated in S1143 or the risk assessment in S1144, it generates flight control information 316 that stores instructions for control to avoid the risk of the cell and transmits it to the operation terminal 200 (S1147). Note that the traffic management device 300 may generate the flight control information 316 and transmit it to the operation terminal 200 in response to an operation instruction for risk avoidance given by a user who has confirmed from a flight risk monitoring screen 1300 described later that a cell with a high risk value of urgency is approaching.

[0093] When the operation terminal 200 receives a flight plan from the traffic management device 300, it transmits the received flight plan 212 to the unmanned aerial vehicle 100 (S1148). In addition, when the operation terminal 200 receives flight control information from the traffic management device 300, it generates a flight control signal 214 based on the received flight control information 213 and transmits it to the unmanned aerial vehicle 100 (S1149).

[0094] When the unmanned aerial vehicle 100 receives a flight plan from the operation terminal 200 (S1151), it updates the stored flight plan 115 to the contents of the received flight plan, and continues flying in accordance with the updated flight plan 115. Note that only the update differences of the flight plan may be transmitted from the operation terminal 200 to the unmanned aerial vehicle 100. In addition, when the unmanned aerial vehicle 100 receives a flight control signal from the operation terminal 200 (S1152), it flies in accordance with the flight control signal (flight for emergency evacuation). etc.)

[0095] When the operation management device 300 confirms that the unmanned aircraft 100 has arrived (landed) at the destination based on the aircraft information etc. sent from the operation terminal 200, it manages the risk value acquired by the unmanned aircraft 100 during the current flight together with the current flight plan (flight plan at the time of arrival) as flight performance information 317 (S1161).

[0096] The traffic management device 300, for example, presents the flight performance information 317 to a user via a user interface, and evaluates the risk value of each cell based on the flight performance information 317 through interactive processing with the user, and manages the results as flight performance evaluation information 318 (S1162).

[0097] The traffic management device 300 may also perform the processes of S1161 to S1162 in cases where the unmanned aerial vehicle 100 does not arrive at the destination and returns to the departure point midway, or where the unmanned aerial vehicle makes an emergency landing midway.

[0098] For example, when planning the next flight plan, the traffic management device 300 presents the contents of the flight performance evaluation information 318 to the user as reference information. Also, the traffic management device 300 uses the flight performance evaluation information 318 as a default value of the risk value management information 314 (risk map), for example.

[0099] 12 is an example of a screen (hereinafter referred to as a "flight plan management screen 1200") that the traffic management device 300 displays when managing the flight plan of the unmanned aerial vehicle 100. The flight plan management screen 1200 shown in the example displays a flight plan from the departure point (H) to the destination (G) and an arrangement area set for the flight plan. Note that in this example, the flight plan is drawn on a two-dimensional plane for ease of explanation, but an actual flight plan is set for a three-dimensional space, and an arrangement area is also generated for a three-dimensional space.

[0100] In the example shown in the figure, the cells set on the map are drawn as squares with a side length of X (m) (in actuality, the cells are, for example, cubes). The flight route of the illustrated flight plan passes through 19 cells between the departure point (H) and the destination (G). In the example shown in the figure, 17 nodes (cells) other than those corresponding to the departure point (H) and the destination (G) are set as waypoints WP1 to WP17, respectively. Also, in this example, an area of ​​6 cells (length Y) in the horizontal direction on the left and right of the flight plan is set as an arrangement area. Cell IDs "AP1" to "AP247" are set for each cell.

[0101] Each cell is hatched according to the risk value calculated for each cell (visualization of the risk map). In this example, the section from waypoints WP8 to WP12 has a medium risk value, so the traffic management device 300 changes the flight plan to one that avoids this section (for example, the flight route shown by the dotted line in the figure). Note that, depending on the level of the risk value, it may not be necessary to change the flight plan, for example, when the weather conditions are sufficiently lower than the flight limit values ​​of the unmanned aerial vehicle 100.

[0102] For example, when planning or adjusting a flight plan, the traffic management device 300 selects, as a candidate, a flight plan with the smallest risk value from among multiple flight plans (each flight plan consisting of a flight route combining different cells) connecting the departure point (H) and destination (G) of the unmanned aircraft 100 in the arrangement area. The traffic management device 300 may select a candidate flight plan under constraints other than the risk value (shortest flight distance, shortest flight time, minimum battery consumption, etc.). In this case, for example, a combinatorial optimization method such as CMOS annealing using a quantum computer may be used.

[0103] The user may be able to easily edit the flight plan by manipulating the contents of the flight plan management screen 1200 using, for example, a GUI (Graphical User Interface).

[0104] In addition, for example, by specifying one of the cells displayed on the flight plan management screen 1200, the operation management device 300 may display information regarding the risk value calculation information that was used as the basis for calculating the risk value of that cell.

[0105] In addition, the traffic management device 300 may display, together with the flight plan management screen 1200, flight plans of other aircraft (manned aircraft, other unmanned aircraft, etc.).

[0106] Also, for example, when the unmanned aerial vehicle 100 approaches a high-risk cell, the operation management device 300 may display a list of evasive actions that the unmanned aerial vehicle 100 can take (emergency landing, hovering, route change, etc.), accept a designation of one of the evasive actions from the user, and transmit flight control information 316 containing instructions for the accepted evasive action to the operation terminal 200.

[0107] FIG. 13 is an example of a screen (hereinafter referred to as a "flight risk monitoring screen 1300") that displays the real-time risk of the unmanned aerial vehicle 100 flying along the flight route of the flight plan, which is presented to the user by the traffic management device 300. The flight risk monitoring screen 1300 shown in the example displays a plan view 1311 and a side view 1312 of the flight route of the flight plan. The plan view 1311 and the side view 1312 also show the current positions 1313, 1314 of the unmanned aerial vehicle 100. Each cell through which the flight route passes is hatched according to the risk value calculated for each cell. The magnitude of the risk value may be expressed by a method other than hatching, such as color coding. By referring to the flight risk monitoring screen 1300, the user can easily grasp the current risk of the unmanned aerial vehicle 100 and the risk predicted if the unmanned aerial vehicle 100 flies from the current position to the destination according to the flight plan as visual information.

[0108] As described above, the traffic management system 1 of this embodiment generates risk value management information 314 (risk map), which is information that calculates the risks that occur during the flight of the unmanned aircraft 100 for each cell based on risk value calculation information (aircraft information 311, external information 312), so that a safe flight plan can be efficiently developed.

[0109] In addition, while the unmanned aircraft 100 is flying, the operation management system 1 updates the risk value management information 314 (risk map) based on the most recently acquired risk value calculation information, and evaluates the risks to the unmanned aircraft 100 and the risks to the flight plan based on the latest risk map, thereby enabling the unmanned aircraft 100 to fly safely while taking into account changes in risk during flight, such as weather information.

[0110] In addition, if there is a possibility of passing through high-risk airspace, the traffic management system 1 controls the unmanned aircraft 100 to avoid the risk, thereby allowing the unmanned aircraft 100 to fly safely.

[0111] In addition, after the flight of the unmanned aircraft 100 has ended, the operation management system 1 manages the actual risk values ​​of each cell on the flight route actually flown by the unmanned aircraft 100 as performance values, and uses these values ​​for planning future flight plans, etc., thereby enabling appropriate risk assessment to increase the safety of the flight plan.

[0112] Although the embodiments have been described above, the present invention is not limited to the above-described embodiments, and includes various modifications, and is not necessarily limited to those having all of the configurations described above. In addition, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, It is also possible to add the configuration of one embodiment to the configuration of another embodiment. Also, it is possible to add, delete, or replace part of the configuration of each embodiment with another configuration.

[0113] For example, the configurations of the operation terminal 200 and the traffic management device 300 described above are merely examples. For example, the operation terminal 200 may be configured to perform all or part of the functions of the traffic management device 300. Also, for example, the operation terminal 200 may be configured to perform all or part of the functions of the operation terminal 200. [Explanation of symbols]

[0114] 1 Traffic management system, 5 Communication network, 100 Unmanned aerial vehicle, 115 Flight plan, 116 Flight control signal, 135 Aircraft information transmission unit, 140 Flight plan receiving unit, 145 Flight control signal receiving unit, 150 Flight control unit, 200 Operation terminal, 211 Aircraft information, 212 Flight plan, 213 Flight control information, 214 Flight control signal, 220 Aircraft information receiving unit, 225 Aircraft information transmission unit, 230 Flight plan receiving unit, 235 Flight plan transmission unit, 240 Flight control information receiving unit, 245 flight control signal transmitting unit, 300 flight operation management device, 311 aircraft information, 312 external information, 313 flight plan, 314 risk value management information, 315 risk assessment information, 316 flight control information, 317 flight performance information, 318 flight performance evaluation information, 320 external information receiving unit, 325 aircraft information receiving unit, 330 flight plan management unit, 335 risk value calculation unit, 340 risk assessment unit, 345 flight plan transmission unit, 350 flight control information generation unit, 355 flight control information transmission unit, 360 flight performance management unit, 365 flight performance evaluation unit, 400 external device, S1100 flight operation management processing

Claims

1. The information processing device includes a processor and a storage device. Cell information is information that divides an airspace in which the unmanned aerial vehicle flies into a plurality of cells; risk value calculation information including a plurality of different types of information used to calculate a risk value that is an index indicating the magnitude of risk when the unmanned aerial vehicle flies in the airspace; Remember, Calculating the risk value for each of the cells based on the risk value calculation information; generating a risk map which is information indicating the risk value for each of the cells; An unmanned aerial vehicle flight planning and management system.

2. 2. The unmanned aerial vehicle traffic management system according to claim 1, The risk value calculation information includes at least two or more types of information among the altitude of terrain and objects, weather, radio wave conditions, flight conditions and flight plans of other aircraft, and no-fly zones in the airspace, Unmanned aerial vehicle operation management system.

3. 2. The unmanned aerial vehicle traffic management system according to claim 1, A communication device for connecting to the unmanned aerial vehicle; The risk value calculation information includes aircraft information, which is information about the unmanned aerial vehicle, acquired from the unmanned aerial vehicle at any time. Unmanned aerial vehicle operation management system.

4. The unmanned aerial vehicle traffic management system according to claim 3, The aircraft information includes at least one of the aircraft's position, course, flight speed, radio wave condition, battery remaining amount, and failure information. Unmanned aerial vehicle operation management system.

5. 2. The unmanned aerial vehicle traffic management system according to claim 1, A communication device for connecting to the unmanned aerial vehicle; storing a flight plan for the unmanned aerial vehicle; When a risk value of the cell that the unmanned aerial vehicle is scheduled to pass through during flight according to the flight plan exceeds a preset threshold, transmitting a flight control signal to the unmanned aerial vehicle to avoid the risk of the cell; Unmanned aerial vehicle operation management system.

6. 2. The unmanned aerial vehicle traffic management system according to claim 1, A communication connection is established with another information processing device that provides the risk value calculation information, acquiring new information of at least any type of the risk value calculation information from the other information processing device during the flight of the unmanned aerial vehicle; updating the risk map based on the risk value calculation information including the acquired new information; Unmanned aerial vehicle operation management system.

7. 7. The unmanned aerial vehicle traffic management system according to claim 6, storing a flight plan for the unmanned aerial vehicle; regenerating the flight plan so that the risk to the unmanned aerial vehicle is reduced based on the updated risk map; Unmanned aerial vehicle operation management system.

8. 2. The unmanned aerial vehicle traffic management system according to claim 1, storing a flight plan for the unmanned aerial vehicle; generating risk assessment information, which is an assessment index of the risk of the flight plan, based on the risk value of each cell through which the flight route of the flight plan passes; Unmanned aerial vehicle operation management system.

9. 9. The unmanned aerial vehicle traffic management system according to claim 8, The risk assessment information is at least one of the average value of the risk values ​​of each cell through which the flight route passes and the maximum value of the risk values ​​of each cell through which the flight route passes. Unmanned aerial vehicle operation management system.

10. 2. The unmanned aerial vehicle traffic management system according to claim 1, storing a flight plan for the unmanned aerial vehicle; storing information indicating an arrange area, which is an area set around an area through which the flight route of the flight plan passes; generating the risk map covering the arrange area; Unmanned aerial vehicle operation management system.

11. The unmanned aerial vehicle traffic management system according to claim 10, a user interface for accepting settings of the arrange area; Unmanned aerial vehicle operation management system.

12. 2. The unmanned aerial vehicle traffic management system according to claim 1, Store information indicating a flight route actually flown by the unmanned aerial vehicle and the risk value of each of the cells through which the flight route passes as a flight record; generating the risk map using the flight history; Unmanned aerial vehicle operation management system.

13. 2. The unmanned aerial vehicle traffic management system according to claim 1, Store information indicating a flight route actually flown by the unmanned aerial vehicle and the risk value of each of the cells through which the flight route passes as a flight record; a user interface for receiving input of a flight plan; When at least a part of a flight route of the flight plan received from the user coincides with a flight route of the flight record, presenting the flight record to the user; Unmanned aerial vehicle operation management system.

14. 2. The unmanned aerial vehicle traffic management system according to claim 1, Store information indicating a flight route actually flown by the unmanned aerial vehicle and the risk value of each of the cells through which the flight route passes as a flight record; When a predetermined number or more of the flight records that match at least a part of the flight route are accumulated, outputting information that prompts a user to review the risk value of the risk map. Unmanned aerial vehicle operation management system.

15. An information processing device having a processor and a storage device, Cell information is information that divides an airspace in which the unmanned aerial vehicle flies into a plurality of cells; risk value calculation information including a plurality of different types of information used to calculate a risk value that is an index indicating the magnitude of risk when the unmanned aerial vehicle flies in the airspace; storing the calculating the risk value for each of the cells based on the risk value calculation information; and generating a risk map which is information indicating the risk value for each cell; A method for controlling the operation of an unmanned aerial vehicle.

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