Flight route processing device, flight route processing method, and program

Abstract

To enable a flight route conforming to flight rules to be generated when a flight vehicle flies.SOLUTION: A route correction unit 150 acquires route information, together with information that indicates the purpose of flight, from a route generation unit 120. The route correction unit 150 corrects the flight route indicated by the route information when the purpose of flight of a flight vehicle 20 is to fly above a predetermined area. More specifically, the route correction unit 150 acquires information that indicates at least one of the building, facility, district and landform located within the area from, for example, an information storage unit 110. Then, the route correction unit 150 corrects the route information using flight rule information that indicates flight rules based on these building, facility, district and landform. The flight rule information is stored in the information storage unit 110.SELECTED DRAWING: Figure 17

Description

[Technical field]

[0001] The present invention relates to a flight route processing device, a flight route processing method, and a program. [Background technology]

[0002] In recent years, various technologies have been developed to automatically fly aircraft such as drones. For example, Patent Document 1 describes setting the flight route of an aircraft using map information. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-117018 A Summary of the Invention [Problem to be solved by the invention]

[0004] The above-mentioned flying object may fly within a predetermined area, and flight rules that the flying object must follow may be set within the predetermined area.

[0005] One example of a problem to be solved by the present invention is to enable an aircraft to generate a flight route that complies with flight rules. [Means for solving the problem]

[0006] The invention described in claim 1 is a flight route processing device that acquires route information indicating a flight route for an aircraft to fly above a predetermined area, and has a route correction unit that corrects the route information using information indicating at least one of buildings, facilities, and terrain located within the area, and flight rule information that indicates flight rules based on the buildings, facilities, and terrain.

[0007] The invention described in claim 6 is a flight route processing method in which a computer acquires route information indicating a flight route for flying above a predetermined area, and modifies the route information using information indicating at least one of buildings, facilities, and terrain located within the area, and flight rule information indicating flight rules based on the buildings, facilities, and terrain.

[0008] The invention described in claim 7 is a program for causing a computer to function as the flight route processing device described in any one of claims 1 to 5. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram showing a configuration of an aircraft control system according to a first embodiment. [Diagram 2] FIG. 2 is a diagram illustrating an example of a functional configuration of an information processing device. [Diagram 3] FIG. 2 is a diagram illustrating an example of the functional configuration of an aircraft. [Figure 4] FIG. 2 illustrates an example of a hardware configuration of an information processing device. [Diagram 5] FIG. 2 is a diagram illustrating an example of a hardware configuration of an aircraft. [Figure 6] FIG. 2 is a diagram illustrating a first example of processing performed by an information processing device. [Figure 7] 7(A) and 7(B) are diagrams for explaining a first example of the process performed by the route generating unit in step S30 of FIG. 6. [Figure 8] 7(A) and 7(B) are diagrams for explaining a second example of the process performed by the route generating unit in step S30 of FIG. 6. [Figure 9] 7(A) and 7(B) are diagrams for explaining a third example of the process performed by the route generating unit in step S30 of FIG. 6. [Figure 10] FIG. 11 is a diagram illustrating a second example of processing performed by the information processing device. [Figure 11] 13A and 13B are diagrams illustrating a process performed by a node setting unit. [Figure 12]2 is a diagram showing the processing performed by a route acquisition unit, an imaging unit, and a control unit when an aircraft flies to a destination. FIG. [Figure 13] FIG. 13 is a diagram showing details of step S240 (landing processing) in FIG. 12. [Figure 14] FIG. 2 is a diagram for explaining the landing position. [Figure 15] FIG. 2 is a diagram showing an emergency landing function of an aircraft. [Figure 16] FIG. 16 is a diagram showing a detailed example of step S330 (emergency landing processing) in FIG. 15. [Figure 17] FIG. 11 is a diagram illustrating a functional configuration of an information processing device according to a second embodiment. [Figure 18] 13A and 13B are diagrams showing a first example of flight route correction by the route correction unit. [Figure 19] 13A and 13B are diagrams showing a second example of flight route correction by the route correction unit. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In all the drawings, the same components are given the same reference numerals and the description will be omitted as appropriate.

[0011] (First embodiment) FIG. 1 is a diagram showing the configuration of an aircraft control system according to a first embodiment. This aircraft control system includes an information processing device 10 and an aircraft 20. The information processing device 10 and the aircraft 20 communicate with each other via a communication line. At least a part of this communication line may be a public communication network. In addition, it is preferable that at least a part of this communication line is wireless communication. The aircraft 20 may be one unit or multiple units.

[0012] The information processing device 10 performs various processes for setting a flight route of the flying object 20. In other words, the information processing device 10 functions as a route setting device and a flight route processing device. The information processing device 10 also updates information required for setting this flight route. The flying object 20 is, for example, a flying object known as a drone, and flies autonomously according to the flight route set by the information processing device 10. The information processing device 10 and the flying object 20 will be described in detail below.

[0013] 2 is a diagram showing an example of a functional configuration of the information processing device 10. The information processing device 10 includes an information storage unit 110, a route generating unit 120, and an input / output unit .

[0014] The information storage unit 110 stores information necessary for generating a flight route for the aircraft 20. This information includes flight route information set by the user (for example, route information consisting of nodes and links (hereinafter referred to as node-link information)) and map information for generating an appropriate flight route. This information may also include map information, and information indicating nodes and links for setting a flight route (hereinafter referred to as node-link information). Note that the node-link information may be stored as part of the map information.

[0015] A part of the map information, for example, associates names of various structures and landforms with information indicating their positions (for example, latitude and longitude information, address information, etc.). Structures are various man-made structures such as buildings, bridges, roads, and railroad tracks. Another part of the map information associates names of facilities and place names with information indicating their positions (for example, latitude and longitude information, address information, etc.). Another part of the map information stores information indicating land conditions in association with information indicating the position of the land (for example, latitude and longitude information, address information, etc.). Land conditions include, for example, urban areas, rice fields, farmland, forests, etc.

[0016] Furthermore, another part of the map information is information indicating the position and range of the no-fly zone (for example, latitude and longitude information, address information, etc.). The information on the no-fly zone may be stored by flight condition. The flight conditions include at least one of the time (for example, the flight start time and flight end time), the attribute of the aircraft 20, and the flight purpose. The time may further be associated with the day of the week or the date (or month). The attribute of the aircraft 20 is, for example, at least one of the model, serial number, and total weight of the aircraft 20. The total weight may be the weight of the aircraft 20 itself, or the sum of the weight of the aircraft 20 and the weight of the luggage to be carried by the aircraft 20, or it may be both of these. The flight purpose may be, for example, patrol (at least one of security and inspection), surveying, surveillance, photography, sightseeing, and luggage transportation. In the case of patrol, the flight route of the aircraft 20 is set so as to cover the area to be patrolled. The flight conditions may also include the weather conditions at the time of flight. The weather conditions include at least one of temperature, precipitation, air pressure, wind direction, wind speed, and hours of sunshine per hour.

[0017] Furthermore, the information storage unit 110 may store, as part of the map information, images taken from the sky (for example, satellite images or aerial images) linked to location information indicating the location of the images. The information storage unit 110 may also store event information (such as the area and date and time of a fireworks display) that is dynamically input from outside.

[0018] The node / link information includes information indicating the position of a node (e.g., latitude and longitude information and address information, hereinafter sometimes referred to as a node) and information indicating a link (hereinafter sometimes referred to as a link). A link includes, for example, information specifying the nodes at both ends of the link. The node / link information may be stored in association with the flight conditions of the aircraft 20. In this case, the node / link information may be stored in a database provided for each flight condition of the aircraft 20. Furthermore, each node and link may be assigned a flight condition under which the node or link should be used.

[0019] The link may also include information indicating the flight direction (the direction from which node to which node). In this case, in the process of generating route information described later, the flight route is set so as to follow the direction indicated by the link.

[0020] Furthermore, there may be cases where the flying object 20 flies frequently between two certain points. In this case, the information storage unit 110 may store in advance a flight route connecting these two points. In this case, the flight route from point A to point B and the flight route from point B to point A may not overlap in a planar or three-dimensional manner. In this way, when multiple flying objects 20 fly simultaneously between two points, collision between the two flying objects 20 can be suppressed.

[0021] The route generating unit 120 generates information indicating the flight route of the flying object 20 (hereinafter referred to as route information). The route information includes at least nodes, but may further include links. The route generating unit 120 acquires, for example, information indicating the current position or departure position (hereinafter referred to as current position) of the flying object 20 (hereinafter referred to as current position information) and information indicating the destination of the flying object 20 (hereinafter referred to as destination information), and generates route information using these pieces of information and information stored in the information storage unit 110. Furthermore, the route generating unit 120 may acquire information indicating the flight purpose of the flying object 20. In this case, the route generating unit 120 generates route information using node-link information corresponding to this flight purpose.

[0022] The input / output unit 130 communicates with the flying object 20. The input / output unit 130 transmits, for example, route information generated by the route generating unit 120 to the flying object 20.

[0023] The information processing device 10 further includes a node setting unit 140. The node setting unit 140 updates the node / link information stored in the information storage unit 110. Specifically, the node setting unit 140 acquires information indicating the route that the flying object 20 has actually flown (hereinafter referred to as flight performance information), and updates the node / link information using the flight performance information. This update is, for example, the addition of a node and the addition of a link, but may also include at least one of the deletion of a node and the deletion of a link. For example, the node setting unit 140 may delete a node and / or a link according to an instruction input by the operator of the device 10.

[0024] 3 is a diagram showing an example of the functional configuration of the flying object 20. The flying object 20 includes a driving unit 210, a route acquisition unit 220, a route storage unit 230, an imaging unit 240, an analysis unit 250, and a control unit 260.

[0025] The drive unit 210 has a drive system and various sensors for flying the aircraft 20. The drive system includes, for example, a propeller, a motor for rotating the propeller, and a battery that serves as a power source for the motor. The various sensors described above also include a sensor (for example, a GPS sensor) for calculating the current position of the aircraft 20, a sensor for measuring the state of the motor, and a sensor for measuring the state of the battery (including the remaining charge).

[0026] The route acquisition unit 220 acquires route information from the information processing device 10 and stores it in the route storage unit 230 .

[0027] The imaging unit 240 (image acquisition unit) captures images of the surroundings of the flying object 20, for example, the area below. The imaging unit 240 may operate all the time while the flying object 20 is flying, or may operate only when the flying object 20 satisfies a predetermined condition. An example of the predetermined condition is that the flying object 20 is located within a predetermined distance from the destination. If the flying object 20's flight purpose is patrol, the imaging unit 240 always captures images while the flying object 20 is flying above the area to be patrolled. In addition, the frame rate of the images generated by the imaging unit 240 is, for example, 0.5 frames / second or more and 60 frames / second or less, but is not limited to this range.

[0028] The analysis unit 250 processes the image generated by the imaging unit 240. Details of the processing performed by the analysis unit 250 will be described later. The analysis unit 250 may be provided outside the aircraft 20 (for example, in the information processing device 10). In this case, the input / output unit 130 (image acquisition unit) of the information processing device 10 acquires the image generated by the analysis unit 250 via wireless communication.

[0029] The control unit 260 includes a sensor (e.g., GPS) for detecting the current position of the flying object 20, and uses the detection result of this sensor to control the driving unit 210 so that the flying object 20 flies according to the route information. In addition, when controlling the driving unit 210, the control unit 260 uses the analysis result of the image by the analysis unit 250. The control unit 260 may also have a clock function.

[0030] The flying object 20 further includes an information storage unit 270 and an information generation unit 280. The information storage unit 270 stores the same information as the information storage unit 110 of the information processing device 10. The information storage unit 270 also stores a plurality of pieces of information (hereinafter referred to as candidate landing site information) indicating points at which the flying object 20 may land. The data structure of the map information is configured to include this information. This candidate landing site information indicates a site at which the flying object 20 should land in the event of an emergency. The information generation unit 280 uses the information stored in the information storage unit 270 to generate information (hereinafter referred to as landing site information) indicating a site at which the flying object 20 should land that is closer than the destination of the flying object 20, from the plurality of candidate landing site information.

[0031] The above-mentioned candidate landing point information may also be stored in the information storage unit 110 of the information processing device 10. In this case, when the route generation unit 120 of the information processing device 10 generates the route information, it may select the candidate landing point information to be applied when flying according to the route information, and include it in the route information. For example, the route generation unit 120 selects the candidate landing point information located within a reference distance from the flight route indicated by the route information. In this case, the information processing device 10 may include an output unit that reads out and outputs the above-mentioned candidate landing point information.

[0032] FIG. 4 is a diagram showing an example of a hardware configuration of the information processing device 10. The main configuration of the information processing device 10 is realized using an integrated circuit. This integrated circuit has a bus 402, a processor 404, a memory 406, a storage device 408, an input / output interface 410, and a network interface 412. The bus 402 is a data transmission path for the processor 404, the memory 406, the storage device 408, the input / output interface 410, and the network interface 412 to transmit and receive data to and from each other. However, the method of connecting the processor 404 and the like to each other is not limited to bus connection. The processor 404 is an arithmetic processing device realized using a microprocessor or the like. The memory 406 is a memory realized using a RAM (Random Access Memory) or the like. The storage device 408 is a storage device realized using a ROM (Read Only Memory), a flash memory, or the like.

[0033] The input / output interface 410 is an interface for connecting the information processing device 10 to peripheral devices.

[0034] The network interface 412 is an interface for connecting the information processing device 10 to a communication network. The method for connecting the network interface 412 to the communication network may be a wireless connection or a wired connection.

[0035] The storage device 408 stores program modules for implementing each functional element of the information processing device 10. The processor 404 implements each function of the information processing device 10 by reading the program modules into the memory 406 and executing them. The storage device 408 also functions as the information storage unit 110.

[0036] Note that the hardware configuration of the integrated circuit described above is not limited to the configuration shown in this drawing. For example, the program module may be stored in the memory 406. In this case, the integrated circuit may not include the storage device 408.

[0037] 5 is a diagram showing an example of the hardware configuration of the flying object 20. The flying object 20, except for the driving unit 210 and the imaging unit 240, is realized as an integrated circuit. This integrated circuit has a bus 502, a processor 504, a memory 506, a storage device 508, an input / output interface 510, and a network interface 512. These are the same as the bus 402, the processor 404, the memory 406, the storage device 408, the input / output interface 410, and the network interface 412 shown in FIG. 4. However, the input / output interface 510 is connected to the driving unit 210 and the imaging unit 240. The storage device 508 also functions as the route memory unit 230 and the information memory unit 270.

[0038] 6 shows a first example of processing performed by the information processing device 10. In the example shown in this figure, the information processing device 10 generates route information indicating the flight route of the flying object 20.

[0039] First, the route generation unit 120 of the information processing device 10 acquires information required to generate a flight route (hereinafter, referred to as setting information) (step S10). The setting information acquires at least the current position information and destination information of the flying object 20. It is preferable that the setting information further includes information indicating the flight conditions of the flying object 20. Examples of the flight conditions are as described above.

[0040] Next, the route generating unit 120 generates route information indicating a flight route from the current position of the flying object 20 to the destination using the information stored in the information storage unit 110 (step S20). One example of a method for generating a flight route is a method using node-link information. The method by which the route generating unit 120 sets a flight route using node-link information is similar to the method by which a car navigation system sets a driving route using node-link information, for example.

[0041] The route generating unit 120 may change the flight route depending on the weather conditions at the time of flight. The weather conditions include at least one of wind direction, temperature, and sunlight irradiation. The route generating unit 120 acquires the weather conditions from an external server. For example, if there is a headwind on a flight route that connects the current position and the destination in a straight line and the wind strength is greater than or equal to a reference value, the flying object 20 may not be able to move forward, so the route generating unit 120 changes the flight route to a detour route. For example, the route generating unit 120 sets the detour route so as not to include a direction that moves directly opposite the wind direction. In addition, if at least one of the temperature and sunlight irradiation information is equal to or less than a reference value, the battery capacity decreases, so the route generating unit 120 makes the flight route as straight as possible.

[0042] Furthermore, it is preferable that the route generating unit 120 selects nodes such that the angle formed by two adjacent links is equal to or greater than a reference value (eg, equal to or greater than 90°).

[0043] Here, the node / link information is stored according to the flight conditions of the aircraft 20 (or linked to the flight conditions to which the nodes and links should be applied), and if the route generation unit 120 has acquired the flight conditions in step S10, the route generation unit 120 uses the node / link information corresponding to the flight conditions acquired in step S10.

[0044] Next, the route generation unit 120 modifies the route information to modify the flight route along which the flying object 20 should fly (step S30). Details of this process will be described later.

[0045] Thereafter, the input / output unit 130 of the information processing device 10 transmits the route information to the flying object 20.

[0046] FIG. 7 is a diagram for explaining a first example of the process performed by the route generating unit 120 in step S30 of FIG. 6. As described above, the route generating unit 120 acquires a plurality of nodes and generates links by connecting adjacent nodes to generate route information. However, in this state, as shown in FIG. 7(A), the parts of the links that connect to the nodes are straight lines, and as a result, when the aircraft 20 flies along the flight route indicated by the route information, the aircraft 20 needs to make a sharp turn near the node. On the other hand, when the aircraft 20 makes a sharp turn, it needs to slow down and stop on the spot. In this case, the aircraft 20 wastes energy, and as a result, the flight distance is shortened.

[0047] Therefore, the route generation unit 120 reduces energy consumption by avoiding deceleration or stopping of the moving speed during turning. Specifically, as shown in FIG. 7(B), the joint between adjacent links in the flight route is curved. For example, the flight route includes a first node (e.g., node n2), and a first link (e.g., link L1) and a second link (e.g., link L2) connected to the first node. The route generation unit 120 curves an intermediate portion of the flight route that transitions from a portion corresponding to the first link to a portion corresponding to the second link. Here, the curved line is formed using at least one of, for example, a circular arc, an elliptical arc, a parabola, and a hyperbola, but is not limited thereto.

[0048] Here, as shown in FIG. 7(B), the route generating unit 120 may remove the above-mentioned first node (for example, node n2) from the corrected flight route, or may make the corrected flight route pass through this first node. The route generating unit 120 may curve both the end of the first link and the end of the second link, or may curve only one end. The route generating unit 120 may set the length and curvature radius of the curved portion of the end of the link using the flight speed and weight of the aircraft 20. For example, when the aircraft 20 is heavy or the flight speed is fast, the curved portion of the end of the link is made longer.

[0049] The route generation unit 120 may also perform the processing shown in FIG. 7 when the angle formed by the first link and the second link (the smaller angle θ shown in FIG. 7(A)) is equal to or smaller than a reference value (e.g., 135° or less). Furthermore, the route generation unit 120 may determine whether or not to perform the processing shown in FIG. 7 depending on flight conditions, instead of or in addition to the angle conditions described above. For example, the route generation unit 120 performs the processing shown in FIG. 7 when the flight purpose is other than a specific purpose (e.g., surveillance or photography).

[0050] It should be noted that the above-mentioned processing results in the flight route including curved sections (e.g., R1 and R2 in FIG. 7(B)). The aircraft 20 flies along this curved section, for example, as follows. First, the control unit 260 of the aircraft 20 sets the direction of travel and the turning angle of the aircraft 20 so as to follow the curved section. Next, the control unit 260 calculates a value obtained by multiplying the time from when the control unit 260 starts turning control to when the aircraft 20 actually starts turning (this time is, for example, stored in advance) by the current speed of the aircraft 20. Next, the control unit 260 sets a position that is the above-mentioned value away from the start point of the curved section to the position where turning control should start.

[0051] Then, when the flying object 20 reaches a position where the turning control should be started, the control unit 260 starts the turning control. For example, the control unit 260 moves (turns) along the curved portion of the flight route by gradually applying rudder and appropriately applying ailerons and elevators.

[0052] In the above-mentioned process, the route generating unit 120 preferably sets the minimum value of the radius of curvature of the middle portion to a reference value or more. In this case, information for specifying the reference value is stored, for example, in the information storage unit 110. The reference value may be determined according to the attributes of the flying object 20, or according to the above-mentioned flight conditions, for example, according to the attributes or purpose of the flying object 20.

[0053] For example, the larger the aircraft 20 is, and the heavier the aircraft 20 (including luggage, if any) is, the larger the above-mentioned reference value becomes. Also, the faster the flight speed of the aircraft 20 becomes, the larger the above-mentioned reference value becomes. For example, when the flight purpose of the aircraft 20 is to transport luggage, the flight speed becomes slower compared to when the flight purpose is patrol. For this reason, the above-mentioned reference value when the flight purpose of the aircraft 20 is to transport luggage becomes smaller compared to when the flight purpose of the aircraft 20 is patrol.

[0054] The route generation unit 120 preferably performs the above-mentioned process for all nodes except the node corresponding to the current location and the node corresponding to the destination, but the route generation unit 120 may not need to perform this process for some nodes.

[0055] FIG. 8 is a diagram for explaining a second example of the process performed by the route generating unit 120 in step S30 of FIG. 6. In this example, the information storage unit 110 stores information (hereinafter, referred to as avoidance area information) for identifying points, buildings, or areas (hereinafter, referred to as avoidance areas) where the flying object 20 should avoid flying. The information storage unit 110 may store the avoidance area information by the above-mentioned flight conditions, or may store the avoidance area information in association with the flight conditions to which the avoidance area information should be applied. Furthermore, the information storage unit 110 may store the avoidance area information by at least one of time, day of the week, and season, or may store the avoidance area information in association with at least one of time, day of the week, and season to which the avoidance area information should be applied. The avoidance area information may also include information indicating the height at which the flying object should avoid flying.

[0056] The route generation unit 120 modifies the route information using this avoided area information. For example, as shown in Fig. 8(A), when a part of the flight route overlaps with a point or area α where flight should be avoided, the route information is modified to avoid the point or area α on a horizontal plane, as shown in Fig. 8(B). Here, it is preferable that the route generation unit 120 modifies the route information so that the flight route is away from the area α by a reference distance or more (for example, a predetermined value of 10 m or less).

[0057] The correction of the route information may be to change at least one of the two nodes located before and after the avoidance area information, or may be to change the shape of the link without changing the above-mentioned two nodes, as shown in Fig. 8(B). In the latter case, it is preferable that the route generation unit 120 sets the minimum value of the curvature radius of the corrected part of the flight route to be equal to or greater than the above-mentioned reference value.

[0058] The points or areas where the flying object 20 should avoid flying are, for example, at least one of a specific private property, an area with a high volume of pedestrians, a road with a high volume of vehicular traffic, a road narrower than a standard, a specific facility (cultural property, railway facility, gas station), and an area where the wind is expected to be strong. Furthermore, the points or areas indicated by the avoided area information may be at least one of a railway line, an airport, a port, an area where an event is held (e.g., an event venue), a specific facility such as a power plant, a specific road (e.g., a highway or a main road), and a specific area (e.g., a densely populated area). The above-mentioned specific road may be periodically revised based on traffic congestion information. Specifically, at least one of a congested part of the road and a part expected to be congested is set as at least a part of the above-mentioned specific road. Here, the traffic congestion information may be repeatedly acquired from an external server.

[0059] FIG. 9 is a diagram for explaining a third example of the process performed by the route generation unit 120 in step S30 of FIG. 6. The information storage unit 110 stores data indicating the planar shape of the building (house shape data) in association with information indicating the location of the building (for example, latitude and longitude information, address information, etc.). Furthermore, the information storage unit 110 may store data indicating the height of the building or data indicating the three-dimensional shape in association with information indicating the location of the building. The avoided area information may also include information indicating the height at which the flying object should avoid flying. In these cases, the route generation unit 120 may correct the flight route in the height direction so that the flying object 20 does not collide with the building (or so that the flying object 20 avoids the height at which the flying object 20 should be avoided). For example, as shown in FIG. 9(A), depending on the height of the building β, the flying object 20 may collide with the building β. In this case, the route generation unit 120 corrects the route information. For example, as shown in FIG. 9(B), the route generation unit 120 changes the height of the flight route so that the flying object 20 does not collide with the building β.

[0060] At this time, it is preferable that the route generation unit 120 corrects the route information so that the ascent angle θ of the flying object 20 is equal to or smaller than a reference value. Specifically, the route generation unit 120 corrects the ascent angle θ by changing the ascent start point of the flying object 20.

[0061] If the height of the building β is equal to or greater than a reference value, the route generating unit 120 may modify the route information so as to avoid the building β on the horizontal plane. The process in this case is as described with reference to FIG.

[0062] Furthermore, when crossing a road that is expected to have heavy traffic (or a pre-designated road), the route generation unit 120 may set the route so as to cross the road at a right angle, for example, to shorten the crossing distance.

[0063] Furthermore, the route generating unit 120 may perform the above-mentioned processing not only on buildings but also on landforms (for example, mountains and hills).

[0064] Fig. 10 shows a second example of the process performed by the information processing device 10. This process is a process for updating the node / link information stored in the information storage unit 110. This process is performed by the node setting unit 140. Each diagram in Fig. 11 is a diagram for explaining the process performed by the node setting unit 140.

[0065] First, the node setting unit 140 acquires information (hereinafter, referred to as flight history information) that identifies the route that any of the flying objects 20 has actually flown (step S110). The node setting unit 140 preferably acquires the flight history information in association with the flight conditions described above. The node setting unit 140 may acquire the flight history information by input from a user, or may acquire the information from the flying object 20 via the input / output unit 130. In the latter case, for example, the flying object 20 transmits the flight history information to 10 when the flight is completed.

[0066] Then, as shown in Fig. 11(A), the node setting unit 140 overlaps the routes (e.g., routes R1, R2, and R3) indicated by each of the multiple flight performance information. Then, it recognizes the intersections of the multiple routes as nodes. Then, it recognizes a point among the recognized nodes that is not stored as a node in the information storage unit 110 (e.g., a point marked with a symbol N in Fig. 11(B)) as a new node (step S120), and stores it in the information storage unit 110 (step S140).

[0067] Furthermore, the node setting unit 140 recognizes a line connecting two adjacent nodes as a link. Then, among the recognized links, a line that is not stored as a link in the information storage unit 110 is recognized as a new link (step S130), and stored in the information storage unit 110 (step S140). In other words, the node setting unit 140 stores a line connecting a first node and a second node that is an adjacent node of the first node in any route as a link in the information storage unit 110. Note that the line registered as a link is, for example, a straight line connecting two nodes, but may be a curved line. Also, this line may be a part of the route actually flown by the aircraft 20. Also, the link may further include the actual flight direction.

[0068] It is preferable that the node setting unit 140 acquires the flight performance information in association with the flight conditions of the aircraft 20. In this case, the node setting unit 140 generates nodes and links for each flight condition and stores them in the information storage unit 110. Furthermore, if the recognized node (or link) is already stored in the information storage unit 110 but is not associated with the current flight conditions, the node setting unit 140 newly associates the flight conditions with the node (or link).

[0069] 12 shows the processing performed by the route acquisition unit 220, the imaging unit 240, and the control unit 260 when the flying object 20 flies to the destination. First, the route acquisition unit 220 acquires planned flight route information from the information processing device 10 and stores it in the route storage unit 230 (step S210). Next, the control unit 260 controls the drive unit 210 so that the flying object 20 flies according to the route information stored in the route storage unit 230 (step S220). At this time, the control unit 260 reads out and uses information stored in the information storage unit 270 as necessary.

[0070] When the flying object 20 arrives at the destination (step S230: Yes), the control unit 260 executes landing processing (step S240).

[0071] FIG. 13 shows details of step S240 (landing process) in FIG. 12. In the process shown in this figure, the imaging unit 240 captures an image of the area below the flying object 20. This image includes the destination. The imaging unit 240 generates landing position information indicating candidate landing positions for the flying object 20 by analyzing the image generated by the imaging unit 240, and outputs this landing position information to the flying object 20. The flying object 20 controls the drive unit 210 so that the flying object 20 lands at the position indicated by the landing position information. Step S240 in FIG. 12 will be described in detail below.

[0072] In the example shown in this figure, the landing position information is predetermined. For example, when the purpose of the flight of the flying object 20 is to transport luggage, the landing position information is predetermined by at least one of the recipient of the luggage and the requester of the transport, and is stored in the information storage unit 110 of the information processing device 10 or the information storage unit 270 of the flying object 20. In the former case, the route information generated by the route generation unit 120 includes the landing position information. The landing position information indicates the relative position of the landing position 302 with respect to the planar shape of the building 310, for example, as shown in FIG. 14. When setting the landing position information, an image or a map of the destination stored in the information storage unit 110 may be displayed on the display.

[0073] First, when the flying object 20 arrives above the destination, the imaging unit 240 images the area below the flying object 20 (step S242). The imaging timing is, for example, when the flying object 20 arrives at the destination or thereafter. However, if the image includes the destination, the imaging unit 240 may image the area below the flying object 20 just before the flying object 20 arrives at the destination. Furthermore, the imaging unit 240 may continuously image the area below the flying object 20 while the flying object 20 is flying.

[0074] The analysis unit 250 acquires the image captured by the imaging unit 240. The imaging unit 240 identifies the shape and position of the structure by analyzing the acquired image (step S244). This identification is performed, for example, by a feature matching process. The shape of the structure is, for example, at least one of the planar shape of the building and the planar shape of a structure on the exterior. The structure on the exterior is, for example, the approach to the entrance, the sidewalk leading to the entrance, a gate, a parking lot, a garden, a storeroom, and a fence.

[0075] For example, the analysis unit 250 determines the position and range of the sidewalk and parking lot leading to the entrance based on the presence or absence of pavement and the shape of the paved area. The analysis unit 250 may determine the position and range of the parking lot using an area of ​​the lot adjacent to a road, in addition to the shape of the paved area described above. The analysis unit 250 may also determine the end of the sidewalk on the house side as the entrance. Furthermore, the analysis unit 250 may determine the range of the garden based on the state of planting.

[0076] The analysis unit 250 then determines whether the shape and position of the structure identified using the image match the map information stored in the information storage unit 270 (step S246). For example, if the map information includes house shape data, the analysis unit 250 determines whether the degree of match between this house shape data and the shape of the structure is equal to or higher than a standard. If there is a match (step S246: Yes), the analysis unit 250 outputs information indicating that to the control unit 260. The control unit 260 lands the aircraft 20 at the position indicated by the preset landing position information (step S250).

[0077] On the other hand, if they do not match (step S246: No), the analysis unit 250 generates new landing position information using the image analysis results and outputs it to the control unit 260, updating the landing position information (step S248). The control unit 260 lands the aircraft 20 at the position indicated by the updated landing position information (step S250).

[0078] For example, the analysis unit 250 estimates the boundary line 300 of the site of the destination using the positions of walls and fences. The analysis unit 250 then generates landing position information using this boundary line. Specifically, the analysis unit 250 selects candidate landing positions from the area inside the boundary line.

[0079] In this embodiment, when selecting a landing position, a structure on the exterior where the flying object 20 should land is set in advance. This setting may be set, for example, by a person who requests the flight of the flying object 20 (a person who requests the transportation when the flying object 20 transports luggage), or may be set in advance as a default. The information storage unit 270 stores information that identifies this structure. For example, as shown in FIG. 14, the information storage unit 270 stores at least one of the entrance 312, the garden 320, and the parking lot 330 of the building 310 as a position where the flying object 20 should land. The analysis unit 250 then identifies the position of this structure by analyzing the image, and sets the identified position as a new landing candidate position. When the analysis unit 250 selects the parking lot 330 as the landing position 302, it is preferable that no cars are parked there.

[0080] The information storage unit 270 may store a plurality of structures as positions where the flying object 20 should land. In this case, the information storage unit 270 stores information for identifying each structure in association with information indicating priority, and also stores conditions that the landing candidate positions should satisfy. The analysis unit 250 then identifies the positions of the structures in order of priority, and determines whether the structures satisfy the above-mentioned conditions, and sets the position of the structure that first satisfies the conditions as a new landing candidate position. For example, the highest priority is given to the space on the right side of the passageway in front of the entrance, the next highest (for example, if an appropriate landing point cannot be secured there), the space on the left side of the passageway in front of the entrance, the garden, and the parking lot. However, it is preferable not to land in the parking lot if a car is parked there.

[0081] The condition to be satisfied here is, for example, whether or not there is a predetermined width, and may be set according to the attributes of the aircraft 20 (for example, the type, size, or width).

[0082] As described above, the information storage unit 270 stores information identifying each structure in association with information indicating priority, but this priority may be changed depending on the address of the destination of the aircraft 20.

[0083] Furthermore, at least one of the processes shown in step S244 and step S248 may be changed depending on the address of the destination of the aircraft 20. For example, if the destination of the aircraft 20 is in the suburbs (i.e., the boundary of the site can be identified from the image and the area of ​​each site is equal to or larger than a reference value), the above-mentioned process is performed for the entire site. On the other hand, if the destination is in an area where the spacing between adjacent buildings is large and it is expected that the boundary of each building site cannot be identified from the image, the above-mentioned process is performed for an area within a predetermined distance (for example, within 20 m, preferably within 10 m) from the outline of the house.

[0084] In addition, in an area where the distance between adjacent buildings is large and it is expected that the boundaries of the buildings cannot be identified from the image, the algorithm for identifying gardens and sidewalks may be different from the above example. Furthermore, in such an area, the analysis unit 250 may select an area without obstacles from areas within a predetermined distance from the houses, and set the selected area as a candidate landing position.

[0085] Also, the control unit 260 of the flying object 20 may omit the processes shown in steps S244 and S246. In this case, the control unit 260 performs the process shown in step S248 every time the flying object 20 lands at a destination, and generates landing position information.

[0086] Furthermore, instead of or in addition to the processes shown in steps S244 and S246, the analysis unit 250 may determine whether or not there is an obstacle (hereinafter, referred to as an obstacle) that may hinder landing around the position indicated by the preset landing position information. In this case, if there is no obstacle, the process proceeds to step S250, and if there is an obstacle, the process proceeds to step S248.

[0087] Furthermore, instead of or in addition to the processes shown in steps S244 and S246, the analysis unit 250 may determine whether or not the flatness of the position indicated by the preset landing position information satisfies a criterion. In this case, if the flatness satisfies the criterion, the process proceeds to step S250, and if the flatness does not satisfy the criterion, the process proceeds to step S248. This process may be performed in addition to the process regarding the presence or absence of an obstacle described above. In this case, the processes shown in steps S244 and S246 may also be performed.

[0088] Furthermore, if the analysis unit 250 performs the above-described processing but is unable to set a landing point, the control unit 260 may return the flying object 20 to the departure point. Furthermore, if the flying object 20's flight purpose is to deliver a package, after the flying object 20 leaves the package and takes off, the imaging unit 240 may photograph the package placed at the destination from above the destination, and store the image as evidence of the delivery.

[0089] At least a part of the processing shown in FIG. 13 (for example, the processing shown in steps S244 and S246) or the entirety of the processing may be performed by the information processing device 10. In this case, necessary information is transmitted and received between the information processing device 10 and the flying object 20. When the processing shown in FIG. 13 is performed by the information processing device 10, an image of the destination stored in the information storage unit 110 may be used in place of the house shape data in step S246. In this case, the house shape data is generated from the image of the destination stored in the information storage unit 110.

[0090] 15 is a flowchart for explaining the emergency landing function of the aircraft 20. When the aircraft 20 determines that it cannot fly to the destination, it makes an emergency landing near its current position.

[0091] First, the control unit 260 of the aircraft 20 repeatedly acquires detection values ​​of the sensors included in the drive unit 210 as status information indicating the status of the aircraft 20 (step S310). The status information includes, for example, a value for specifying the remaining battery charge of the aircraft 20 and a value for specifying the status of the motor. Each time the control unit 260 acquires status information, it determines whether the status information satisfies a criterion, i.e., whether the aircraft 20 is capable of flying (step S320).

[0092] For example, the control unit 260 calculates the current position of the aircraft 20 using the detection value of a GPS sensor included in the drive unit 210. The control unit 260 then uses the current position to calculate the remaining planned flight distance of the aircraft 20. The control unit 260 further uses the remaining planned flight distance to calculate the remaining battery power required for flight. If this value (or a value obtained by multiplying this value by a predetermined coefficient) is smaller than the measured remaining battery power, it is determined that the aircraft 20 cannot fly to the destination. Here, the predetermined coefficient may be greater than 1 or less than 1.

[0093] The control unit 260 may calculate the flight distance of the aircraft 20 from the remaining battery charge, and if this distance (or a value obtained by multiplying this distance by a predetermined coefficient) is smaller than the remaining planned flight distance, it may determine that the aircraft 20 cannot fly to the destination. The predetermined coefficient used here may be greater than 1 or less than 1.

[0094] In addition, if the control unit 260 detects that an abnormality has occurred in the motor, it also determines that the flying object 20 cannot fly to the destination.

[0095] If the control unit 260 determines that the flying object 20 cannot fly to the destination (step S320: Yes), it executes an emergency landing process (step S330).

[0096] Fig. 16 shows a detailed example of step S330 (emergency landing process) in Fig. 15. In this process, the information generating unit 280 selects a landing candidate site located within the flying distance of the aircraft 20 from the current position of the aircraft 20 from among the multiple landing candidate sites stored in the information storage unit 270 as a site where the aircraft 20 should land, and outputs the selected landing candidate site to the control unit 260.

[0097] First, the control unit 260 calculates the current position of the flying object 20 using the detection value of the GPS sensor included in the drive unit 210 (step S332), and calculates the possible flight distance of the flying object 20 from the remaining battery charge (step S334). Note that if the control unit 260 has calculated the current position of the flying object 20 in step S320, it may omit step S332. Also, if the control unit 260 has calculated the possible flight distance of the flying object 20 in step S320, it may omit step S334.

[0098] Next, the information generation unit 280 selects, from among the multiple candidate landing points stored in the information storage unit 270, a candidate landing point that is located within the flight distance (or a value obtained by multiplying the flight distance by a predetermined coefficient less than 1) from the current position calculated by the control unit 260 as the point at which the aircraft 20 should land (step S336).

[0099] If multiple landing candidate points are selected, the information generating unit 280 may select, for example, the landing candidate point closest to the current position of the flying object 20. Furthermore, if the landing candidate points stored in the information storage unit 270 are associated with priorities, the information generating unit 280 may select the landing candidate point to be the point at which the aircraft should land by using the priorities. Specifically, the information generating unit 280 selects the landing candidate point with the highest priority. One of the factors for determining the priority here is the presence or absence of a charging facility for the flying object 20. For example, a landing candidate point with a charging facility for the flying object 20 has a high priority.

[0100] The priority of the landing candidate points is set, for example, in multiple stages. Therefore, multiple landing candidate points with the same priority may be selected. In this case, the information generating unit 280 selects the landing candidate point that is closest to the current position of the flying object 20.

[0101] Then, the control unit 260 sets the landing candidate point selected by the information generation unit 280 as a new destination (step S338), and performs landing processing toward the new destination (step S340).

[0102] In step S338, the control unit 260 updates the route information, and in this update process, the control unit 260 may perform route correction as described with reference to Figs. 8 and 9. Specifically, the control unit 260 first makes the three-dimensional flight route from the current position of the flying object 20 to the new destination linear. Next, the control unit 260 corrects the two-dimensional shape of the links constituting the route so that the flight route avoids the points, buildings, and areas indicated by the avoided area information in a planar manner. In addition, if the avoided area information also includes information indicating the height to be avoided, the control unit 260 corrects the three-dimensional shape of the links constituting the route so that the flight route avoids the no-fly zones in the height direction.

[0103] 15 may be performed by the information processing device 10. Also, at least a part of the processing shown in Fig. 16 may be performed by the information processing device 10. For example, the destination change processing (processing to change the destination to a point where an emergency landing is required) performed by the information generation unit 280 in S330 may be performed by the route generation unit 120 of the information processing device 10. In this case, necessary information is transmitted and received between the information processing device 10 and the flying object 20.

[0104] As described above, the information processing device 10 according to this embodiment has the node setting unit 140. The node setting unit 140 sets new nodes and links using the flight route actually flown by the flying object 20, and stores them in the information storage unit 110. For this reason, new nodes and links can be easily added to the information storage unit 110.

[0105] In addition, the route generation unit 120 of the information processing device 10 corrects the flight route indicated by the route information so that the flying object 20 does not have to make sharp turns. Therefore, the number of times the flying object 20 decelerates during flight is reduced, and as a result, the flying object 20 can be prevented from consuming extra energy. Therefore, the flying distance of the flying object 20 can be prevented from being reduced.

[0106] In addition, the flying object 20 according to this embodiment determines the location of the destination where the flying object 20 should land by using an image of the destination captured by the imaging unit 240 immediately before landing. This allows the landing point of the flying object to be controlled with high precision. In addition, the flying object 20 can be landed safely with a high probability.

[0107] Furthermore, when the flying body 20 needs to land before the destination, the control unit 260 of the flying body 20 selects a candidate landing point within a flying distance from a plurality of preset candidate landing points, and sets this candidate landing point as a new destination. This allows the flying body 20 to land safely before the destination.

[0108] Second Embodiment 17 is a diagram showing the functional configuration of the information processing device 10 according to the second embodiment. The information processing device 10 according to this embodiment has the same configuration as the information processing device 10 according to the first embodiment, except that it includes a route correction unit 150 and a recommended number setting unit 160. The flying object 20 is also the same as in the first embodiment.

[0109] The route correction unit 150 acquires route information together with information indicating the flight purpose from the route generation unit 120. When the flight purpose of the flying object 20 is to fly, for example, fly around, above a predetermined area, the route correction unit 150 corrects the flight route indicated by the route information. Specifically, the route correction unit 150 acquires information indicating at least one of buildings, facilities, areas, and terrains located within the above-mentioned area, for example, from the information storage unit 110. Then, the route correction unit 150 corrects the route information using flight rule information indicating flight rules based on the buildings, facilities, areas, and terrains. The flight rule information is stored in the information storage unit 110.

[0110] Here, the above-mentioned buildings, facilities, and areas are the avoidance areas shown in the first embodiment. Here, the traffic congestion information for defining the avoidance areas and the dynamically changing or suddenly occurring event information may be repeatedly acquired from an external server, or may be repeatedly generated based on the images captured by the imaging unit 240 of the flying object 20. In this case, the analysis of the images may be performed by the analysis unit 250 or the information processing device 10. In the former case, the analysis result by the analysis unit 250 is transmitted to the information processing device 10, and in the latter case, the images captured by the imaging unit 240 are transmitted to the information processing device 10.

[0111] Additionally, the terrain may include specific mountains, hills, rivers, valleys, etc.

[0112] Furthermore, flight rules include prohibition of flying in the sky, which may be prohibited below a certain height, may be prohibited above a certain height, or may be prohibited at all heights.

[0113] Each diagram in FIG. 18 shows a first example of flight route correction by the route correction unit 150. FIG. 18(A) shows the flight route before correction. In this diagram, multiple nodes n are selected along the edge of the area 340 in which the flying object 20 should patrol. Then, the flight route is set by sequentially connecting these nodes n. Here, if any of the nodes n (for example, node n 11 ,n 12 ) is located outside the area 340, part of the flight route will extend outside the area 340. Therefore, the route correction unit 150 corrects the flight route so that the entire flight route is located inside the area 340, as shown in FIG. 18(B). For example, the route correction unit 150 moves the node n located outside the area 340 to the inside of the area 340. As a result, the entire flight route is located inside the area 340.

[0114] Each diagram in FIG. 19 shows a second example of the correction of the flight route by the route correction unit 150. In the example shown in FIG. 19(A), the area 340 includes a railway line 342. Flight is prohibited above the railway line 342. For this reason, the route correction unit 150 corrects the flight route so as not to pass through the information of the railway line 342. When the railway line 342 penetrates the area 340 as shown in FIG. 19(A), the route correction unit 150 divides the area 340 into two areas with the railway line 342 as a boundary as shown in FIG. 19(B), and sets a flight route for each area. In addition, when the railway line passes under a tunnel or an overpass (not shown), the flight route may be corrected to a route that crosses the tunnel or overpass. In this way, it is also possible to set a flight route without dividing the area.

[0115] In this case, the recommended number setting unit 160 outputs information indicating the recommended number of flying objects based on the flight route after the correction. For example, in the example shown in each diagram of FIG. 19, the area 340 is divided into two areas, and a flight route is set for each area. For this reason, the area 340 can be monitored more efficiently if there are two flying objects 20. In this case, the recommended number setting unit 160 obtains information indicating how many areas the area 340 is divided into from the route correction unit 150, and outputs the number of divisions indicated by this information as the recommended number of flying objects 20. The output destination is, for example, a display connected to the information processing device 10, but may also be a terminal held by a specific person.

[0116] The route correction unit 150 may also perform route correction as described with reference to Figures 8 and 9. Specifically, the route correction unit 150 corrects the two-dimensional shape of the links constituting the route so that the flight route avoids the no-fly zones in a planar manner. In addition, when the no-fly zones are set in the height direction, the route correction unit 150 corrects the three-dimensional shape of the links constituting the route so that the flight route avoids the no-fly zones in the height direction.

[0117] In addition, the route correction unit 150 may incorporate the detour route into a part of the flight route if the above-mentioned buildings, facilities, and areas can be detoured. For example, if frequent direction correction is required, such as zigzagging through buildings and facilities as an example of a detour, the power consumption efficiency will be poor and the possibility of accurate flight will increase. In this case, the area is temporarily considered to be a no-fly zone, and the flight route is corrected to detour around the entire area. The following methods can be considered as a method of setting a temporary no-fly zone. First, the route correction unit 150 detects, for example, a case in which the user frequently enters and leaves a specific area at short intervals in the route set by the user, or a case in which a large number of links have occurred in which the cost of power consumption, etc. is higher than before the correction in the flight route corrected to avoid the area. Next, the route correction unit 150 sets a rectangular range of a predetermined shape and size, or a circular range of a predetermined size, centered on the building that first becomes a cause of the no-fly zone in the relevant section, or on the no-fly zone itself. Next, the route correction unit 150 regards the rectangle or circle as a temporary no-fly zone if the density and lack of bias of buildings that cause the no-fly zone other than the central one within the set range, or the no-fly zone itself, is equal to or greater than a certain level. The shape and size of the rectangle and the size of the circle may vary depending on the aircraft characteristics (battery capacity and power consumption characteristics) of the flying object (e.g., drone). Also, instead of the rectangle or circle itself, an area with a large bias within the range may be regarded as a temporary no-fly zone.

[0118] As described above, according to this embodiment, when the flying object 20 is to fly over a predetermined area, the route correction unit 150 corrects the flight route based on the flight rules set for at least one of the buildings, facilities, areas, and topography located in the area. Therefore, the route information indicates a more appropriate flight route. In addition, the flight route may be divided into multiple parts. In this case, the recommended number setting unit 160 can output information indicating the recommended number of flying objects 20. Note that, in this embodiment, an example of a patrol route has been described, but the present invention is not limited thereto, and can be applied to setting flight routes for delivery of luggage, logistics, and the like.

[0119] Although the embodiment and examples have been described above with reference to the drawings, these are merely examples of the present invention, and various configurations other than those described above can also be adopted. [Explanation of symbols]

[0120] 10. Information processing device 20 Flying Objects 110 Information storage section 120 Route Generation Unit 130 Input / output section 140 Node setting section 150 Route correction section 160 Recommended number setting section 210 Drive unit 220 Route Acquisition Department 230 Route Memory Section 240 Imaging unit 250 Analysis Department 260 Control Unit 270 Information storage section 280 Information generation section 300 Border 302 Landing Position 310 Building 312 Entrance 320 Garden 330 Parking lot 340 areas 342 Railroad

Claims

[Claim 1] A flight route processing device comprising: a route correction unit that acquires route information indicating a flight route for an aircraft to fly above a predetermined area, and corrects the route information using information indicating at least one of buildings, facilities, and terrain located within the area, and flight rule information indicating flight rules based on the buildings, facilities, and terrain.

Images