Flight route generation system and flight route generation method

Abstract

To provide a flight route generation system and a flight route generation method having high reliability when flying an unmanned flying object.SOLUTION: Setting, for a flight area of an unmanned aerial vehicle D1, a recommended flight area A1 in which a height from a ground surface or a surface layer is within a predetermined range, and a pair of buffer areas A1 and B2 that are adjacent to an upper side and a lower side of the recommended flight area A1 so as to sandwich the recommended flight area A1 from above and below and in which distances from the recommended flight area B1 in a vertical direction are within a range of predetermined values or less; In a line segment R2 sequentially connecting adjacent waypoints WP3 and WP4, in a case where a partial P1 located outside the flight recommended area A1 and located outside the pair of buffer areas B1 and B2 is present on the line segment R2, the processing unit sets an additional waypoint A1 within a region facing the partial in the vertical direction in the flight recommended area. P1 A1a WP5.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a flight route generation system and a flight route generation method. [Background technology]

[0002] As a system for generating flight routes for unmanned aerial vehicles such as drones, for example, the technology described in Patent Document 1 is known. That is, Patent Document 1 describes that "...determine whether there is coordinate overlap between the airspace position coordinate data of the set airspace and the point cloud data, and set an airspace with no coordinate overlap as an airspace in which the drone can fly." [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-54691 Summary of the Invention [Problem to be solved by the invention]

[0004] The technology described in Patent Document 1 sets the airspace for flying a drone based on point cloud data of steel towers and objects (power lines and trees) that exist around the steel towers. However, for example, the length of power distribution facilities (the total horizontal distance of the lines) can reach tens of thousands of kilometers, and the number of power distribution facilities can reach several million, making it difficult to comprehensively acquire point cloud data of power distribution facilities. Furthermore, in undulating terrain, it is necessary to ensure the reliability of flight by preventing unmanned aerial vehicles such as drones from approaching the ground or trees, but Patent Document 1 does not describe such technology.

[0005] Therefore, an object of the present disclosure is to provide a highly reliable flight route generation system and flight route generation method when flying an unmanned aerial vehicle. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems, the flight route generation system of the present disclosure includes a processing unit that generates a flight route so that an unmanned aerial vehicle passes through multiple waypoints in sequence, the unmanned aerial vehicle has a camera that photographs the power distribution equipment to be inspected from above, and the flight area of ​​the unmanned aerial vehicle is set to include a first area whose height from the ground or surface is within a predetermined range, and a pair of second areas that are adjacent to the above and below the first area, respectively, and whose vertical distance from the first area is within a predetermined value or less, and the processing unit is configured to set an additional waypoint in the first area in an area facing the part in the vertical direction on a line segment connecting adjacent waypoints in sequence, if there is a part on the line segment that is located outside the first area and outside the pair of second areas. [Effects of the Invention]

[0007] According to the present disclosure, a highly reliable flight route generation system and flight route generation method can be provided when flying an unmanned aerial vehicle. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a functional block diagram of a flight route generation system according to an embodiment. FIG. [Figure 2] FIG. 10 is an explanatory diagram illustrating a case where a line segment connecting waypoints is located inside a recommended flight area in the flight route generation system according to the embodiment. [Figure 3] FIG. 10 is an explanatory diagram illustrating a case where a part of a line segment connecting waypoints is below the recommended flight area and buffer area in the flight route generation system according to the embodiment. [Figure 4] FIG. 10 is an explanatory diagram illustrating a case where a part of a line segment connecting waypoints is above the recommended flight area and buffer area in the flight route generation system according to the embodiment. [Figure 5]FIG. 10 is an explanatory diagram illustrating a case where part of a line segment connecting waypoints is located inside a buffer area in the flight route generation system according to the embodiment. [Figure 6] 10 is a flowchart of processing executed by a processing unit of the flight route generation system according to the embodiment. [Figure 7] FIG. 10 is an explanatory diagram in the first modified example in which part of the line segment connecting the waypoints is below the recommended flight area and buffer area. [Figure 8] FIG. 10 is an explanatory diagram in the second modified example in which part of the line segment connecting the waypoints is below the recommended flight area and buffer area. [Figure 9] FIG. 10 is an explanatory diagram relating to a first comparative example. [Figure 10] FIG. 10 is an explanatory diagram relating to a second comparative example.

[0009] <Embodiment> <Configuration of flight route generation system> FIG. 1 is a functional block diagram of a flight route generation system W1 according to an embodiment. The flight route generation system W1 shown in Figure 1 is a system that generates a flight route when an unmanned aerial vehicle D1 is flown autonomously. Note that "autonomous flight" means that the unmanned aerial vehicle D1 flies autonomously along a predetermined flight route that has been set in advance.

[0010] In this embodiment, the unmanned aerial vehicle D1 is made to fly autonomously along a predetermined flight route, and the camera D1a of the unmanned aerial vehicle D1 photographs ground-based power distribution facilities. Note that examples of power distribution facilities to be inspected include electric wires and utility poles, as well as steel towers and pole-mounted transformers.

[0011] The unmanned aerial vehicle D1 is an unmanned aircraft that flies by remote control or under predetermined automatic control. For example, a drone may be used as such an unmanned aerial vehicle D1. The unmanned aerial vehicle D1 is equipped with a camera D1a that photographs the power distribution equipment to be inspected from above. The unmanned aerial vehicle D1 is capable of ascending and descending vertically and diagonally, as well as hovering (stopping in mid-air), moving forward and backward, moving left and right, and rotating counterclockwise and clockwise. The unmanned aerial vehicle D1 receives radio waves from positioning satellites in the Global Navigation Satellite System to determine its own position.

[0012] As shown in FIG. 1, the flight route generation system W1 is configured to include a data processing device 100, an input device 30, and a display device 40. The data processing device 100 has the function of generating a flight route for the unmanned aerial vehicle D1. The data processing device 100 also has the function of displaying images captured by the camera D1a of the unmanned aerial vehicle D1 in real time on the display device 40. An inspector inspects the power distribution equipment while viewing the captured images displayed on the display device 40.

[0013] 1, the data processing device 100 includes a storage unit 10 and a processing unit 20. Although not shown, the hardware configuration of the storage unit 10 includes non-volatile memory such as a read-only memory (ROM) or a hard disk drive (HDD), and volatile memory such as a random access memory (RAM) or a register. The storage unit 10 stores in advance altitude information 11 in addition to a predetermined program (not shown) to be executed by the processing unit 20.

[0014] The elevation information 11 is a database for identifying the elevation (i.e., topography) of each point identified by latitude and longitude. For example, a digital elevation model (DEM) is used as this elevation information 11. A digital elevation model is a model in which geographic space is divided into meshes and an elevation value is associated with the center (latitude and longitude) of each mesh. Examples of publicly available elevation information models include the geographic information of the Geospatial Information Authority of Japan and the global high-precision digital 3D map (ALOS World 3D) of the Japan Aerospace Exploration Agency (JAXA).

[0015] Although not shown in the figure, the processing unit 20 includes a processor such as a CPU (Central Processing Unit) as its hardware configuration. The CPU reads out a program stored in the ROM or hard disk drive and loads it into RAM, thereby executing predetermined processing.

[0016] The processing unit 20 has the function of generating a flight route so that the unmanned aerial vehicle D1 passes through multiple waypoints in sequence. Note that a "waypoint" is location information indicating a passing point of the unmanned aerial vehicle D1, and includes information indicating the order in which the unmanned aerial vehicle D1 passes, in addition to latitude, longitude, and altitude.

[0017] 1, the processing unit 20 includes an altitude information acquisition unit 21, a terrain following processing unit 22, and a communication unit 23. The altitude information acquisition unit 21 appropriately acquires altitude information 11 from the memory unit 10. The altitude information 11 is used when the terrain following processing unit 22 creates a flight route for the unmanned aerial vehicle D1.

[0018] The terrain following processing unit 22 generates a flight route (plurality of waypoints) for the unmanned aerial vehicle D1 based on the altitude information 11. Specifically, the terrain following processing unit 22 generates a flight route so that the altitude position of the unmanned aerial vehicle D1 during flight falls within a predetermined range. The communication unit 23 shown in Figure 1 performs predetermined wireless communication with the unmanned aerial vehicle D1.

[0019] The input device 30 is used by the user to perform predetermined input operations and is connected to the data processing device 100. Examples of such input device 30 include a keyboard and a mouse. The input device 30 is used by the user to select the power distribution equipment to be inspected and to specify the inspection sequence of the power distribution equipment. The input device 30 is also used to set the altitude above ground of each waypoint.

[0020] The display device 40 displays the processing results of the data processing device 100. For example, a display is used as the display device 40. Note that a touch panel terminal that combines the functions of the data processing device 100, the input device 30, and the display device 40, such as a smartphone or tablet, may also be used.

[0021] <About the flight route> When the unmanned aerial vehicle D1 is made to fly autonomously, its flight route is set in advance. Specifically, the flight route is set so that the unmanned aerial vehicle D1 takes off from a predetermined home point (takeoff point), passes over the power distribution equipment to be inspected in sequence, and then returns to the home point, for example. Note that it is also possible to set the unmanned aerial vehicle D1 so that it does not return to the home point.

[0022] With previous technology, the flight route was set so that it would fall within a predetermined altitude range, based on the altitude of the home point, which is the takeoff point of the unmanned aerial vehicle D1. This method could result in the unmanned aerial vehicle D1 approaching trees or the ground in mountainous areas with rough terrain, and the flight route could deviate from the range stipulated by the Aviation Act (a range of altitudes less than 150 m). Therefore, it could be considered to set the flight route so that the ground altitude of each waypoint (altitude based on the ground altitude directly below the waypoint) falls within a predetermined range, for example.

[0023] However, with this method, when the unmanned aerial vehicle D1 flies directly above undulating terrain, the flight route is set to a curved line that is approximately parallel to the ground surface. As a result, the unmanned aerial vehicle D1 repeatedly moves diagonally upward and downward, resulting in reduced flight efficiency. This means that the unmanned aerial vehicle D1 wastes power and the time required to inspect the power distribution equipment increases. Furthermore, the power distribution equipment to be inspected includes electric wires between utility poles (or steel towers). If the flight route is curved in a side view, the distance between the electric wires and the unmanned aerial vehicle D1 is likely to change, making it difficult for the user to see the electric wires in the captured image.

[0024] Therefore, in this embodiment, the flight route of the unmanned aerial vehicle D1 is made as close to a straight line as possible (i.e., the number of curves in the flight route in a side view is reduced), while the altitude of the unmanned aerial vehicle D1 above the ground is kept within a predetermined range. This improves the efficiency of the flight of the unmanned aerial vehicle D1 and ensures the reliability of the flight.

[0025] <Flight route generation> FIG. 2 is an explanatory diagram of a case where the line segment connecting the waypoints is located inside the recommended flight area A1. In Figure 2, only two of the many waypoints of the unmanned aerial vehicle D1 (waypoints WP1 and WP2) are shown, and the remaining waypoints are omitted. The curved ground G1 shown in Figure 2 represents the ground of an undulating terrain. Utility poles E1 and E2, which are included in the power distribution equipment to be inspected, are installed on ground G1.

[0026] Waypoint WP1 is set directly above utility pole E1 at a position with an altitude above ground of Z [m]. Similarly, another waypoint WP2 is set directly above utility pole E2 at a position with an altitude above ground of Z [m]. Incidentally, one or more waypoints may also be set between the power distribution equipment to be inspected (utility poles E1, E2, etc.).

[0027] The recommended flight area A1 (first area) and buffer areas B1 and B2 (second area) shown in Figure 2 are predetermined regions set in the flight area of ​​the unmanned aerial vehicle D1. The recommended flight area A1 is an area within which it is recommended that the flight route of the unmanned aerial vehicle D1 be included. In this embodiment, an area within a predetermined range of height from the ground G1 (or surface) is set as the recommended flight area A1. The "surface" mentioned above refers to the altitude above sea level, which is the elevation plus the height of vegetation and structures. The lower limit value of the range of ground altitude of the recommended flight area A1 shown in Figure 2 (i.e., ground altitude ZZ1) is a threshold value set in advance to prevent the unmanned aerial vehicle D1 from approaching objects such as utility poles E1 and E2 and trees to be inspected.

[0028] The upper limit of the range of ground altitude for recommended flight area A1 (i.e., ground altitude ZZ2) is a threshold value that is set in advance so that the flight route of unmanned aerial vehicle D1 falls within a range that complies with the Aviation Act (a range of ground altitude less than 150 m). Note that the upper and lower limit values ​​of the range of ground altitude for recommended flight area A1 are set in advance by the user through operation of input device 30 (see FIG. 1).

[0029] The pair of buffer areas B1, B2 (second area) shown in Figure 2 are areas that make it easier for the ground altitude of each point on the flight route to fall within a specified range (a value greater than or equal to ZZ3 and less than or equal to ZZ4) when additional waypoints, as described below, are set.

[0030] One buffer area, B1, is adjacent to the upper side of the recommended flight area A1. Specifically, the buffer area B1 is set in a range where the vertical distance from the recommended flight area A1 is equal to or less than a predetermined value (i.e., equal to or less than the value (ZZ4-ZZ2)). The "predetermined value" mentioned above is a threshold value for defining the altitude above ground of the upper edge of the buffer area B1, and is set in advance by an input operation by the user. The value ZZ4 shown in FIG. 2 is the altitude above ground of the upper edge of the buffer area B1, and is set appropriately so as to fall within the range defined by the Aviation Act (a range of altitude above ground of less than 150 m).

[0031] The other buffer area B2 is adjacent to the lower side of the recommended flight area A1. Specifically, buffer area B2 is set within a range where the vertical distance from the recommended flight area A1 is equal to or less than a predetermined value (i.e., equal to or less than the value (ZZ1-ZZ3)). The "predetermined value" mentioned above is a threshold value for determining the altitude above the ground of the lower edge of buffer area B2, and is set in advance by a user input operation. Value ZZ3 shown in Figure 2 is the altitude above the ground of the lower edge of buffer area B2, and is set appropriately based on the height positions of utility poles E1 and E2 and other features (all natural and artificial objects on the ground) so as not to interfere with these.

[0032] In this way, a pair of buffer areas B1, B2 (second areas) are set adjacent to the upper and lower sides of the recommended flight area A1 (first area), sandwiching the recommended flight area A1 from above and below, and are within a range whose vertical distance from the recommended flight area A1 is less than a predetermined value.

[0033] 2, the vertical lengths of the buffer areas B1 and B2 (the "predetermined value" mentioned above) are approximately the same, but this is not limiting. That is, one of the buffer areas B1 and B2 may be longer in the vertical direction than the other.

[0034] Furthermore, the recommended flight area A1 and buffer areas B1 and B2 may be configured to have a polygonal line shape in a planar view that includes the flight route. In other words, the recommended flight area A1 and buffer areas B1 and B2 may be set to have a polygonal line shape in a planar view that includes a line segment connecting adjacent waypoints. Furthermore, for example, the recommended flight area A1 and buffer areas B1 and B2 may be set in a predetermined area that includes the flight route of the unmanned aerial vehicle D1. In either of these cases, the recommended flight area A1 and buffer areas B1 and B2 are included in the matter of being set in the predetermined flight area of ​​the unmanned aerial vehicle D1.

[0035] Next, the generation of a flight route for the unmanned aerial vehicle D1 will be described. The processing unit 20 (see FIG. 1) first generates a tentative flight route. Specifically, a plurality of waypoints are set by a user's input operation so that the unmanned aerial vehicle D1 passes sequentially through the power distribution equipment to be inspected. At that time, the value of the altitude above ground of each waypoint is set so that each waypoint is included in the recommended flight area A1. In other words, a value indicating the height from the ground G1 (or surface) to each waypoint is set by a user's operation via the input device 30 (see FIG. 1).

[0036] In the example of FIG. 2, the altitude above ground of each waypoint (a value indicating the height from the ground to each waypoint) is set to Z [m] (where ZZ1≦Z≦ZZ2). The processing unit 20 sets each waypoint based on the value of Z [m] and generates a tentative flight route (i.e., each line segment) by sequentially connecting adjacent waypoints with line segments. Note that an arrow R1 pointing from waypoint WP1 to another waypoint WP2 forms part of the tentative flight route.

[0037] In the example of Figure 2, the line segment (arrow R1) connecting adjacent waypoints WP1 and WP2 on the tentative flight route exists within the recommended flight area A1 (first area). In such a case, the processing unit 20 sets this line segment (arrow R1) as part of the flight route of the unmanned aerial vehicle D1. This is because flight reliability and efficiency can be ensured if the unmanned aerial vehicle D1 flies in a straight line within the recommended flight area A1.

[0038] FIG. 3 is an explanatory diagram showing a case where a part of the line segment R2 connecting the waypoints WP3 and WP4 is below the recommended flight area A1 and the buffer areas B1 and B2. It should be noted that the path (line segment R2) going from waypoint WP3 to another waypoint WP4 forms part of the initial tentative flight route. In the example of Figure 3, the altitude above ground of each of waypoints WP3 and WP4 is set to ZZ1 [m]. In other words, waypoints WP3 and WP4 are set on the boundary line between recommended flight area A1 and buffer area B2. This case is also considered to be included in the matter of waypoints WP3 and WP4 being set in recommended flight area A1.

[0039] In the example of Figure 3, in the tentative flight route formed by connecting adjacent waypoints WP3 and WP4 with line segment R2, a portion P1 that is located outside recommended flight area A1 (first area) and outside a pair of buffer areas B1 and B2 (second areas) exists on the tentative flight route (i.e., line segment R2). In such a case, processing unit 20 sets an additional waypoint WP5 within an area of ​​recommended flight area A1 that faces portion P1 in the vertical direction (i.e., inside area A1a). This adds waypoint WP5 within recommended flight area A1, thereby preventing the new flight route including the additional waypoint WP5 from deviating from recommended flight area A1 and buffer areas B1 and B2.

[0040] Incidentally, in the example of Figure 3, part of the line segment (arrow R3) connecting waypoints WP3 and WP5 enters the lower buffer area B2, but this does not cause any particular problems in terms of flight reliability.

[0041] The processing unit 20 sets the latitude and longitude of the point on the tentative flight route (for example, line segment R2 shown in FIG. 3) that is farthest in the vertical direction from the recommended flight area A1 (first area) as the latitude and longitude of the additional waypoint WP5. In other words, the processing unit 20 sets the additional waypoint WP5 at the latitude and longitude of the point on line segment R2 connecting waypoints WP3 and WP4 that is closest in the vertical direction to the ground G1. This minimizes the number of times waypoints are added (the number of times the flight route turns along the way), allowing the flight route to approach a straight line.

[0042] Furthermore, when setting the additional waypoint WP5, the processing unit 20 sets the height of the additional waypoint WP5 relative to the ground G1 (or surface) to the value of the above-ground altitude Z [m]. In other words, the value of the ground altitude Z [m] set by the user's input operation (the ground altitude values ​​of the other waypoints WP3 and WP4) is also applied when setting the height position of the additional waypoint WP5. This causes the angle between the line segment connecting waypoints WP3 and WP5 (arrow R3) and the line segment connecting waypoints WP5 and WP4 (arrow R4) to approach 180°. As a result, the flight route is prevented from curving too much at the additional waypoint WP5, improving flight efficiency.

[0043] FIG. 4 is an explanatory diagram showing a case where a part of the line segment connecting waypoints WP6 and WP7 is above the recommended flight area A1 and buffer areas B1 and B2. It is assumed that the route (line segment R5) from waypoint WP6 to another waypoint WP7 forms part of the initial tentative flight route. In the example of Figure 4, the altitude above ground of each of waypoints WP6 and WP7 is set to ZZ2 [m]. In other words, waypoints WP6 and WP7 are set on the boundary line between recommended flight area A1 and buffer area B1.

[0044] Furthermore, the provisional flight route (i.e., line segment R5) includes a portion P2 that is located outside the recommended flight area A1 (first area) and also outside the pair of buffer areas B1 and B2 (second areas). In such a case, the processing unit 20 sets an additional waypoint WP8 within an area of ​​the recommended flight area A1 that faces portion P2 in the vertical direction (i.e., within area A1b). This prevents the new flight route including the additional waypoint WP8 from straying from the recommended flight area A1 and the buffer areas B1 and B2.

[0045] The latitude, longitude, and altitude of the additional waypoint WP8 are set in the same manner as in Fig. 3. That is, the processing unit 20 sets the latitude and longitude of the point on the tentative flight route (i.e., line segment R5) that is farthest in the vertical direction from the recommended flight area A1 (first area) as the latitude and longitude of the additional waypoint WP8. This minimizes the number of times waypoints are added (the number of times the flight route makes turns along the way).

[0046] Furthermore, when setting an additional waypoint WP8, the processing unit 20 sets the height of the additional waypoint WP8 relative to the ground G1 (or surface) to the value of the ground altitude Z [m] of each waypoint. This makes it possible to prevent the flight route from curving too much at the additional waypoint WP8.

[0047] FIG. 5 is an explanatory diagram of a case where part of the line segment connecting waypoints WP9 and WP10 is located inside buffer area B2. In the example of Figure 5, part of the line segment (arrow R8) connecting adjacent waypoints WP9 and WP10 on the provisional flight route is located in buffer area B2 (second area), and the rest of this line segment (arrow R8) is located in recommended flight area A1 (first area). In such a case, processing unit 20 sets this line segment (arrow R8) as part of the flight route of unmanned aerial vehicle D1. This is because flight reliability is sufficiently ensured if each point on the flight route is located in either recommended flight area A1 or buffer areas B1 and B2. Furthermore, because waypoints WP9 and WP10 are connected by a line segment (arrow R8), flight efficiency is improved compared to when the flight route curves along the way.

[0048] The same is true when part of a line segment connecting adjacent waypoints on a tentative flight route is in the upper buffer area B1 and the rest of this line segment is in the recommended flight area A1.

[0049] FIG. 6 is a flowchart of the processing executed by the processing unit (also see FIG. 1 as appropriate). It is assumed that the above-mentioned provisional flight route has already been created at the time of "START" in FIG. In step S101, the processing unit 20 acquires the altitude information 11 from the storage unit 10. The altitude information 11 includes information on the latitude, longitude, and altitude (elevation) of each point included in the tentative flight route.

[0050] In step S102, the processing unit 20 calculates the ground altitude of each point on the provisional flight route. That is, the processing unit 20 calculates the ground altitude for each point on the provisional flight route based on the height position of the ground directly below the point. Specifically, the processing unit 20 calculates the ground altitude by subtracting the elevation of the ground directly below each point from the altitude of each point on the flight route.

[0051] In step S103, processing unit 20 determines whether there are any points on the provisional flight route where the altitude above ground is less than a first predetermined value or exceeds a second predetermined value. The "first predetermined value" is a threshold value corresponding to altitude above ground ZZ3 in FIG. 2 and is set in advance. The "second predetermined value" is a threshold value corresponding to altitude above ground ZZ4 in FIG. 2 and is set in advance. In other words, step S103 in FIG. 6 is the process of determining whether there are any parts of the provisional flight route that fall outside the recommended flight area A1 (see FIG. 2) and buffer areas B1 and B2 (see FIG. 2).

[0052] In step S103, if there is a point where the altitude above ground is less than the first predetermined value or more than the second predetermined value (S103: Yes), the processing by the processing unit 20 proceeds to step S104. In other words, if there is a portion of the flight route that is outside the recommended flight area A1 (see FIG. 2) and buffer areas B1 and B2 (see FIG. 2), the processing by the processing unit 20 proceeds to step S104.

[0053] In step S104, the processing unit 20 adds a waypoint to the point with the minimum or maximum ground altitude. For example, as shown in FIG. 3, assume that the provisional flight route includes a portion P1 located below the recommended flight area A1 and buffer area B2. In such a case, the processing unit 20 adds a waypoint WP5 to the latitude and longitude of the point with the minimum ground altitude on the provisional flight route (i.e., the point farthest vertically from the recommended flight area A1). The ground altitude of the added waypoint WP5 is set to the same value as the ground altitudes of the other waypoints WP3 and WP4.

[0054] 4, assume that the provisional flight route includes a portion P2 located above the recommended flight area A1 and buffer area B1. In this case, the processing unit 20 adds waypoint WP8 to the latitude and longitude of the point on the provisional flight route where the altitude above ground is greatest (i.e., the point farthest vertically from the recommended flight area A1).

[0055] After performing the process of step S104 in Fig. 6, the processing unit 20 returns to step S103. Note that, depending on the terrain and flight altitude values, the process of step S104 (addition of a waypoint) may be performed multiple times.

[0056] Then, in step S103, if there is no point where the altitude above ground is less than the first predetermined value and furthermore, there is no point where the altitude above ground is greater than the second predetermined value (S103: No), the processing unit 20 ends the series of processes (END). In other words, if there is no part of the flight route that is outside the recommended flight area A1 (see FIG. 2) and the buffer area A2 (see FIG. 2), the processing unit 20 ends the series of processes.

[0057] The flight route (confirmed flight route) generated by the processing unit 20 is applied to the autonomous flight of the unmanned aerial vehicle D1. Then, the power distribution equipment to be inspected is photographed sequentially by the camera D1a, and the inspection is carried out based on the photographed images.

[0058] FIG. 9 is an explanatory diagram relating to a first comparative example. In the first comparative example, an area within a predetermined range of ground altitude is set as the flyable area C1, and a provisional flight route is set so that the unmanned aerial vehicle D1 heads from waypoint WP17 via line segment R17 to another waypoint WP18.

[0059] In the example of Figure 9, an additional waypoint WP19 is set on the provisional flight route, directly above the point furthest from the aviation area C1, at the lower edge of the aviation area C1. In this case, part of the line segment (arrow R15) connecting the existing waypoint WP17 and the additional waypoint WP19 extends outside the aviation area C1. If the unmanned aerial vehicle D1 flies along such a flight route, there is a possibility that the unmanned aerial vehicle D1 may come close to the ground or power distribution equipment, thereby compromising the reliability of the flight.

[0060] FIG. 10 is an explanatory diagram relating to a second comparative example. In the second comparative example, as in the first comparative example (see Figure 9), an area within a predetermined range of ground altitude is set as the flyable area C1. If buffer areas B1 and B2 (see Figure 2) are not provided as in the embodiment, the process of adding waypoints may be repeated excessively depending on the ground altitude of each waypoint and the terrain, resulting in the addition of a large number of waypoints WP as shown in Figure 10. In this case, connecting adjacent waypoints WP with a line segment results in a curved flight route that is approximately parallel to the shape of the terrain, resulting in reduced flight efficiency.

[0061] <Effects> In contrast, in this embodiment, a pair of buffer areas B1 and B2 (see FIG. 2) are provided to sandwich the recommended flight area A1 (see FIG. 2) from above and below. If the provisional flight route includes a portion outside the recommended flight area A1 and buffer areas B1 and B2, an additional waypoint is provided in the recommended flight area A1 in an area facing that portion in the vertical direction (see FIGS. 3 and 4). This makes it easier for each point on the new flight route to fall within the recommended flight area A1 and buffer areas B1 and B2, thereby improving flight reliability. It also prevents the final flight route from deviating from the recommended flight area A1 and buffer areas B1 and B2 or from becoming a curved flight route that is approximately parallel to the terrain.

[0062] Furthermore, in this embodiment, if each point of a line segment of the provisional flight route is included in either the recommended flight area A1 or the buffer areas B1, B2, this line segment is set as the flight route of the unmanned aerial vehicle D1 (see Figure 5). This reduces the number of turns in the flight route of the unmanned aerial vehicle D1, making it possible to make the flight route closer to a straight line. In other words, since a flight route that is close to a straight line can be generated within the recommended flight area A1 or the buffer areas B1, B2, the efficiency of the unmanned aerial vehicle D1 when flying autonomously is improved.

[0063] Furthermore, for example, when inspecting electric wires strung across utility poles or steel towers, a flight route is often set to follow the electric wires in a planar view. As described above, generating a flight route that is close to a straight line can prevent the unmanned aerial vehicle D1 from approaching or moving away from the electric wires to be inspected. Therefore, according to this embodiment, a flight route that is useful for inspecting power distribution facilities can be generated.

[0064] <First Modification> FIG. 7 is an explanatory diagram of a case in which a portion of the line segment R11 connecting the waypoints WP11 and WP12 is below the recommended flight area A1 and buffer areas B1 and B2 in the first modified example. In the example of Figure 7, the provisional flight route includes a portion P3 located below the recommended flight area A1 and buffer areas B1 and B2. In such a case, an additional waypoint WP13 may be set in an area A1a within the recommended flight area A1, directly above the midpoint Q3 of the line segment that constitutes portion P3. For example, the ground altitude of the additional waypoint WP13 may be set to a value that is approximately the same as the ground altitude of the other waypoints WP11 and WP12. This type of processing also achieves the same effects as the embodiment.

[0065] <Second Modification> FIG. 8 is an explanatory diagram of a case in which a portion of the line segment R14 connecting the waypoints WP14 and WP15 is below the recommended flight area A1 and the buffer areas B1 and B2 in the second modified example. In the example of Figure 8, the provisional flight route includes a portion P4 located below the recommended flight area A1 and buffer areas B1 and B2. Also, unlike the embodiment (see Figure 3), the ground altitude of the added waypoint WP16 is set to a value greater than the ground altitudes of the other waypoints WP14 and WP15. By providing a margin of error in the ground altitude of the added waypoint WP16, the new flight route is prevented from straying from the recommended flight area A1 and buffer areas B1 and B2. This reduces the number of added waypoints, and ultimately reduces the number of turns the flight route makes along the way. In addition, if there is a portion of the provisional flight route that is located above the recommended flight area A1 and buffer areas B1 and B2, the ground altitude of the additional waypoint will be set to a value smaller than the ground altitude of the other waypoints.

[0066] Other variations The flight route generation system W1 and flight route generation method according to the present disclosure have been described above in the embodiments, but the present disclosure is not limited to these descriptions and various modifications can be made. For example, although the embodiment has been described with reference to a case where the inspection target is a power distribution facility, the present invention is not limited to this. That is, the embodiment can be applied to the inspection of power transmission facilities, substation facilities, plants, railways, bridges, roads, solar panels, wind turbines for wind power generation, and the like.

[0067] In the embodiment, the case where altitude above ground is used to set the altitude positions of the recommended flight area A1, buffer areas B1 and B2, and each waypoint, has been described, but this is not limiting. For example, the "surface layer" may be used as the reference for the altitude position. As described above, the "surface layer" refers to the altitude above sea level, which is the elevation plus the height of vegetation and structures. For example, it is possible to create surface data for each point based on a digital surface model (DSM).

[0068] Furthermore, the processes executed by the flight route generation system W1 (processes such as the flight route generation method) may be executed as a predetermined computer program. The program may be provided via a communication line or may be written to a predetermined storage medium and distributed.

[0069] Furthermore, the present disclosure is not limited to the embodiments and includes various modifications. For example, the embodiments have been described in detail to clearly explain the present disclosure, and the present disclosure is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to add, delete, or replace part of the configuration of the embodiments with other configurations.

[0070] Furthermore, the above-mentioned configurations, functions, processing units, processing means, etc. may be partly or entirely implemented in hardware, for example, by designing them as integrated circuits. Furthermore, the above-mentioned configurations, functions, etc. may be implemented in software, with a processor interpreting and executing a program that implements each function. Information such as the programs, tables, and files that implement each function can be stored in a memory, a recording device such as a hard disk or SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD.

[0071] In addition, the control lines and information lines shown are those that are considered necessary for the explanation, and do not necessarily show all the control lines and information lines in the product. In reality, it can be assumed that almost all components are interconnected. [Explanation of symbols]

[0072] 10 Storage section 11 Elevation information 20 Processing section 21 Altitude information acquisition unit 22 Terrain following processing unit 23 Communications Department 30 Input Devices 40 Display device 100 Data processing device A1 Recommended Flight Area (Area 1) A1a,A1b area B1, B2 Buffer Area (Second Area) D1 Unmanned Aerial Vehicle D1a Camera E1, E2 utility poles (power distribution equipment) G1 ground P1,P2,P3,P4 part R1, R8 arrows (lines, tentative flight routes) R2, R5, R11, R14 lines (provisional flight routes) Q3 Midpoint W1 Flight Route Generation System WP1,WP2,WP3,WP4,WP6,WP7,WP9,WP10,WP11,WP12,WP14,WP15 waypoints WP5, WP8, WP13, WP16 waypoints (additional waypoints)

Claims

1. a processing unit that generates a flight route so that the unmanned aerial vehicle passes through a plurality of waypoints in sequence; The unmanned aerial vehicle has a camera that photographs the power distribution equipment to be inspected from above, a first area whose height from the ground or surface layer is within a predetermined range; A pair of second areas are set in the flight area of ​​the unmanned aerial vehicle, the second areas being adjacent to the upper and lower sides of the first area, respectively, and being at a vertical distance from the first area that is equal to or less than a predetermined value; The processing unit is a flight route generation system in which, when there is a portion of a line segment connecting adjacent waypoints in sequence that is located outside the first area and outside a pair of second areas, the processing unit sets an additional waypoint within an area in the first area that faces the portion in the vertical direction.

2. The processing unit sets the latitude and longitude of the point on the line segment that is farthest from the first area in the vertical direction as the latitude and longitude of the additional waypoint. The flight route generation system according to claim 1 .

3. A value indicating the height from the ground or surface to each waypoint is set by a user's operation via an input device; The processing unit generating the line segment based on the value; When setting the additional waypoint, the height of the additional waypoint relative to the ground or surface is set to the value. The flight route generation system according to claim 2 .

4. When the line segment exists in the first area, the processing unit sets the line segment as part of a flight route of the unmanned aerial vehicle. The flight route generation system according to claim 1 .

5. When a part of the line segment exists in the second area and the rest of the line segment exists in the first area, the processing unit sets the line segment as a part of the flight route of the unmanned aerial vehicle. The flight route generation system according to claim 1 .

6. generating a flight route for the unmanned aerial vehicle to pass through a plurality of waypoints in sequence; The unmanned aerial vehicle has a camera that photographs the power distribution equipment to be inspected from above, a first area whose height from the ground or surface layer is within a predetermined range; A pair of second areas are set in the flight area of ​​the unmanned aerial vehicle, the second areas being adjacent to the upper and lower sides of the first area, respectively, and being at a vertical distance from the first area that is equal to or less than a predetermined value; In the processing, if there is a portion of a line segment connecting adjacent waypoints in sequence that is located outside the first area and outside a pair of second areas, an additional waypoint is set in an area in the first area that faces that portion in the vertical direction.

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