Traffic guidance system, flight vehicle control device, and program for flight vehicle control device

Abstract

To make it easy to avoid danger due to a passage inhibition event and to ease traffic congestion.SOLUTION: A traffic guidance system includes one or a plurality of flying objects capable of autonomous flight and a flying object control device that controls the flying objects. The flight vehicle control device includes notification place selection means for selecting, based on the occurrence place of the passage inhibition event, the map information, and the route information, a notification place where a notification is to be made to a notification target on a route where passage is expected to be inhibited due to the passage inhibition event, and instruction information transmission means for transmitting, to the flight vehicle, instruction information for making a notification to the notification target at the notification place. The flying object flies to the notification place based on the received instruction information, and performs notification to the notification target.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a traffic guidance system, an aircraft control device, and a program for an aircraft control device that are suitable for use in providing traffic guidance that avoids traffic obstructions caused by, for example, sudden accidents, traffic congestion due to construction work, or disasters. [Background technology]

[0002] Conventionally, when driving a car, information about traffic obstructions such as sudden accidents, traffic congestion due to construction work, and disasters has generally been obtained through displays on electronic display boards (electronic signs) installed on the side of the road (see Patent Document 1 (JP 2002-133585 A)), or by receiving VICS (registered trademark) (Vehicle Information Communication System) information in a navigation device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-241391 Summary of the Invention [Problem to be solved by the invention]

[0004] However, there is a problem that the locations where electronic signboards are installed are limited, and information on unexpected accidents, traffic congestion due to construction work, disasters, and other road obstructions can only be obtained at locations where the electronic signboards are installed. Also, there is a problem that VICS (registered trademark) information can only be obtained by those who have dedicated devices such as navigation systems that have the function to use VICS (registered trademark) information.

[0005] This makes it difficult to obtain information about unexpected accidents, traffic congestion due to construction work, disasters, and other roadblocks at the right time and in the right place, and this can lead to problems such as the inability to avoid or detour from danger, causing major traffic congestion or even getting caught in it.

[0006] An object of the present invention is to provide a traffic guidance system that can solve the above problems. [Means for solving the problem]

[0007] In order to solve the above problem, the invention of claim 1 is as follows: A traffic guidance system having one or more flying bodies capable of autonomous flight and a flying body control device that controls the flying bodies, The aircraft control device includes: a notification location selection means for selecting a notification location where a notification should be issued to a notification target on a route where traffic is expected to be obstructed by a traffic obstruction event, based on the location where the traffic obstruction event has occurred, map information, and route information; an instruction information transmitting means for transmitting instruction information to the flying object to cause the flying object to issue an alert to the target at the alert location; Equipped with The flying vehicle is Based on the received instruction information, the drone flies to the notification location and issues a notification to the notification target. The present invention provides a traffic guidance system characterized by the above.

[0008] In the invention of claim 1 having the above configuration, the aircraft control device selects a notification location where a notification should be made to a notification target on a route where traffic is expected to be blocked by a traffic obstruction event, based on the location of the traffic obstruction event due to a sudden accident, congestion due to construction, or the occurrence of a disaster, map information, and route information, and flies the aircraft to the selected notification location, where the aircraft issues a notification corresponding to the traffic obstruction event that has occurred. This makes it easier to avoid danger due to the traffic obstruction event and alleviates congestion. [Effects of the Invention]

[0009] According to the traffic guidance system of this invention, the aircraft control device flies the aircraft to an appropriate reporting location in response to a traffic obstruction event that has occurred, and has the aircraft issue a report corresponding to the traffic obstruction event that has occurred, thereby making it easier to avoid dangers caused by traffic obstructions and alleviating congestion. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram for explaining an overview of an embodiment of a traffic guidance system according to the present invention; [Figure 2] 10 is a diagram for explaining the procedure of a traffic guidance notification service in an embodiment of a traffic guidance system according to the present invention. FIG. [Figure 3] 1 is a block diagram showing an example of the configuration of an aircraft control device in an embodiment of a traffic guidance system according to the present invention. [Figure 4] FIG. 2 is a flowchart illustrating the operation of an aircraft control device in an embodiment of a traffic guidance system according to the present invention. [Figure 5] 1 is a diagram showing an example of the external configuration of an aircraft in an embodiment of a traffic guidance system according to the present invention; [Figure 6] 1 is a block diagram showing an example of the configuration of an aircraft in an embodiment of a traffic guidance system according to the present invention. [Figure 7]FIG. 2 is a flowchart illustrating the operation of an aircraft in the embodiment of the traffic guidance system according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of a traffic guidance system according to the present invention will be described with reference to the drawings.

[0012] [Outline of the traffic guidance system and flying object notification service according to the embodiment] 1 is a diagram illustrating an example of an outline of an air vehicle notification service provided by a traffic guidance system according to an embodiment. In the example of the air vehicle notification service described below, the traffic guidance system according to the embodiment is provided in an air vehicle notification service provider SA, and is configured to receive a report of a traffic obstruction event and cause the air vehicle to issue traffic guidance corresponding to the traffic obstruction event that has occurred.

[0013] The aircraft notification service provider SA that provides the aircraft notification service may be a public institution such as the police or a city hall, or it may be a specialized institution (organization) that provides the aircraft notification service by indirectly accepting reports of road obstruction events through emergency call destinations ES such as the police or a city hall, or by accepting reports of road obstruction events directly without going through the emergency call destination ES.

[0014] 1, in this embodiment, the traffic guidance system provided in an air vehicle notification service provider SA includes a report receiving unit 10 that receives reports of traffic obstruction events, an air vehicle 20 that actually provides the air vehicle notification service, and an air vehicle control device 30 that sends instruction information to the air vehicle 20. Note that the report receiving unit 10 may be incorporated into the air vehicle control device 30.

[0015] As described above, the report receiving unit 10 can handle both cases where reports are received directly from a mobile phone terminal such as a smartphone, and where reports are received indirectly through an emergency report destination ES such as the police or a city hall. In the example of Fig. 1, the report receiving unit 10 is configured to receive information about a road obstruction event through the emergency report destination ES.

[0016] In this example, the flying object 20 is an unmanned flying object known as a drone, and has the function of autonomous flight. In this example, the flying object 20 waits in a standby state at a base provided in the flying object notification service provider SA, where it can receive instruction information from the flying object control device 30.

[0017] In this example, the flying object 20 is equipped with a display unit 21 for issuing a traffic guidance alert in response to a traffic obstruction event using image information (including text information), and a speaker 22 for issuing the alert by emitting sound. Note that it is not essential for the alert to be issued by both displaying image information and emitting sound, and either one of these may be used. Therefore, it is not essential for the flying object 20 to be equipped with both the display unit 21 and the speaker 22 as in this example, and it is sufficient for the flying object 20 to be equipped with either one of these.

[0018] Although there may be only one flying object 20, in this example, multiple flying objects are provided to provide more detailed notifications. Furthermore, the flying object 20 may be equipped with a variety of display units 21, such as a large one equipped with a large display unit that allows display information to be perceived even by cars moving at high speeds, such as on a highway, or a small one equipped with a small display unit for pedestrians, etc.

[0019] The aircraft control device 30 accepts input of information about a traffic obstruction event in response to a report of a traffic obstruction event accepted by the report acceptance unit 10. The information about the traffic obstruction event may be input to the aircraft control device 30 by an operator who accepts the report at the report acceptance unit 10, based on the accepted report of the traffic obstruction event, or the information may be input by transferring the content of the report accepted by the report acceptance unit 10 from the report acceptance unit 10 to the aircraft control device 30.

[0020] The aircraft control device 30 selects a notification location where the aircraft 20 should issue a notification to the target of the notification, such as a car driver or a pedestrian, in response to a traffic obstruction event, and generates notification information to cause the aircraft to issue a notification in response to the traffic obstruction event that has occurred at the selected notification location.

[0021] In this case, if the input traffic obstruction event information includes notification location information and notification information, the aircraft control device 30 can select the input notification location as is and can use the input notification information as is. In this embodiment, even if the input traffic obstruction event information does not include notification location information or notification information, or in addition to the notification location information and notification information included in the input traffic obstruction event information, the aircraft control device 30 has the function of selecting a notification location and generating and issuing notification information based on the traffic obstruction event information that has been accepted as input.

[0022] The aircraft control device 30 also generates flight path information for directing the aircraft 20 to the selected notification location. The aircraft control device 30 then generates instruction information for the aircraft including the selected notification location, the generated notification information, and the generated flight path information, and transmits this to the aircraft 20.

[0023] In this case, when multiple notification locations are selected, the aircraft control device 30 generates notification information corresponding to each of the selected notification locations, generates flight path information for directing the aircraft to each notification location, and generates instruction information.Then, the aircraft control device 30 selects an aircraft 20 to be directed to each notification location, and transmits the corresponding instruction information to each of the selected aircraft 20.

[0024] When the aircraft 20 receives instruction information from the aircraft control device 30, it flies autonomously according to the flight path information contained in the instruction information, moves to the notification location, and uses the notification information to notify, in this example, by displaying an image on the display unit 21 and by emitting sound from the speaker 22.

[0025] Next, a flow from reporting the occurrence of a traffic obstruction event to notification by the flying object 20 will be described with reference to Figures 1 and 2. Figure 2 is a flowchart showing the flow of the notification service procedure.

[0026] 1, it is assumed that the traffic obstruction event is an event that a landslide has occurred, blocking road Ra with earth and sand, making it impassable. In the example described below, the police, city hall, etc. are set as emergency call destinations ES, and information about the traffic obstruction event is sent to the call reception unit 10 of the air vehicle alert service provider SA via these emergency call destinations ES.

[0027] In the example of Figure 1, a person HS who discovers a road obstruction caused by a landslide, where road Ra has been blocked by mud and sand and is therefore impassable, reports the occurrence of the road obstruction to an emergency contact point ES, such as the police or a city hall, using a mobile phone device TE, such as a smartphone, that the person carries.

[0028] The emergency call destination ES receives the report of the traffic obstruction event and obtains the type of traffic obstruction event, the location of the event, the scale of the event, and the time of the event (if the time of the event is unknown, the time of the report receipt may be used) (step T1 in Figure 2).

[0029] The emergency call destination ES then determines the danger points from the report of the traffic obstruction event based on the acquired information (Step T2). Here, the danger points include not only the location of the event, but also the roads leading to the location. The determination of the danger points is made based on the received report of the traffic obstruction event, by referring to map information and using the knowledge of a person in charge at the emergency call destination. Alternatively, a device such as a computer at the emergency call destination ES can be configured to register and store danger points in advance in correspondence with the type of traffic obstruction event that has occurred, the location of the traffic obstruction event, and the scale of the event, so that the device such as a computer can determine the danger points from the type of traffic obstruction event and the location of the traffic obstruction event that has been reported.

[0030] Next, the emergency call destination ES determines whether or not notification by the flying object 20 is necessary (step T3). This determination in step T3 may also be made based on the knowledge of a person in charge at the emergency call destination, or may be made by a device such as a computer at the emergency call destination ES.

[0031] If it is determined in step T3 that notification by the flying object 20 is unnecessary, notification by an alternative means or the like is performed (step T4).

[0032] Furthermore, if it is determined in step T3 that notification by the air vehicle 20 is necessary, the emergency call destination ES transmits information about the traffic obstruction event that has occurred to the call reception unit 10 of the air vehicle notification service provider SA (step T5). Here, the information about the traffic obstruction event that is transmitted to the call reception unit 10 of the air vehicle notification service provider SA may include the event type of the traffic obstruction event, the location where the traffic obstruction event occurred, the scale of the occurrence, and the time of occurrence (or the time the report was received), as well as information about the notification location where the air vehicle 20 is desired to notify and notification information that the air vehicle 20 is desired to notify.

[0033] 1, for example, the information on the traffic obstruction event that a landslide has occurred on road Ra (location of occurrence), blocking road Ra (scale of occurrence), and the notification locations (desired notification locations) P1, P2, and P3 on roads Rb, Rc, and Rd that are connected to road Ra via intersection In are sent from the emergency call destination ES to the notification receiving unit 10. In addition, information on the display image (including text) that the user wishes to be notified of and information on a voice message (desired notification information) may also be included in the information on the traffic obstruction event and sent from the emergency call destination ES to the notification receiving unit 10.

[0034] The report acceptance unit 10 receives information about the traffic obstruction event from the emergency report destination ES and transfers it to the aircraft control device 30 (step T6). In this case, the operator of the report acceptance unit 10 (the recipient of the traffic obstruction event information) transfers the traffic obstruction event information received by the report acceptance unit 10 to the aircraft control device 30 either as is or after selecting and appropriately modifying it. As a method of transfer, in this embodiment, the report acceptance unit 10 and the aircraft control device 30 are connected via a wire (e.g., a wired LAN (Local Area Network)) or wirelessly (e.g., a wireless LAN), and the information about the traffic obstruction event to be transferred is sent from the report acceptance unit 10 to the aircraft control device 30. Note that the method of transfer from the report acceptance unit 10 to the aircraft control device 30 may also be such that the operator of the report acceptance unit 10 inputs information using a user interface such as a keyboard of the aircraft control device 30.

[0035] In addition, if the aircraft control device 30 has a built-in notification reception unit 10, the above-mentioned reception processing in the notification reception unit 10 is executed in the aircraft control device 30, either with operator intervention or automatically without operator intervention, and the resulting information on the traffic obstruction event is used in the aircraft control device 30 to carry out the main processing of the aircraft control device 30 as described below.

[0036] The aircraft control device 30 generates aircraft instruction information based on the information on the traffic obstruction event received from the notification receiving unit 10, and transmits it to the aircraft 20 (step T7).

[0037] In this step T7, the aircraft control device 30 first selects a notification location where the aircraft 20 will make a notification, and generates flight path information for sending the aircraft 20 to the selected notification location. The selected notification locations include not only the desired notification locations described above, but also notification locations detected as a result of a search by the aircraft control device 30. In this case, if multiple notification locations are selected, flight path information for sending the aircraft 20 to each of the selected notification locations is generated.

[0038] Furthermore, the aircraft control device 30 generates notification information for issuing a notification at the selected notification location. This notification information includes the desired notification information included in the information on the road obstruction event received by the report receiving unit 10 and the notification information generated by the aircraft control device 30. In this case, if there are multiple notification locations, the aircraft control device 30 generates different notification information according to each notification location.

[0039] Then, the aircraft control device 30 transmits instruction information including the selected notification location, the generated flight path information, and the generated notification information to the aircraft 20. In this case, if there are multiple notification locations, the aircraft control device 30 selects an aircraft 20 to be sent to each notification location and transmits instruction information corresponding to each of the selected locations.

[0040] The aircraft 20 that has received the instruction information from the aircraft control device 30 flies and moves to the designated notification location using the flight path information included in the instruction information (step T8).

[0041] Then, when the flying object 20 arrives at the notification location, it uses the notification information included in the instruction information to perform notification by displaying an image and emitting a sound (step T9). Then, when the flying object 20 finishes the notification service, it returns to the base of the flying object notification service organization SA and waits until it receives the next instruction information from the flying object control device 30.

[0042] [Configuration example of aircraft control device 30] Next, a configuration example of the flying object control device 30 constituting the embodiment of the traffic guidance system described above will be described with reference to the drawings. Fig. 3 is a block diagram for explaining a configuration example of the flying object control device 3 of this embodiment.

[0043] The aircraft control device 30 of this embodiment is configured by connecting a control unit 301 consisting of a computer via a system bus 300 to a traffic obstruction event information receiving unit 302, a traffic obstruction event information analysis unit 303, a map and route information storage unit 304, a hazard map storage unit 305, a notification location selection unit 306, a notification information generation unit 307, a flight route information generation unit 308, a recommended flight airspace information storage unit 309, an instruction information generation unit 310, and a wireless communication unit 311.

[0044] In this example, the traffic obstruction event information input receiving unit 302 has a wired LAN or wireless LAN function, and acquires information on traffic obstruction events from the report receiving unit 10 connected to the wired LAN or wireless LAN, and stores it in an internal buffer memory.

[0045] The traffic obstruction event information analysis unit 303 analyzes the type of traffic obstruction event that has occurred, the location where the traffic obstruction event occurred, its scale, the time of occurrence (or the time of receipt of a report), and the location of hazardous areas, based on the traffic obstruction event information stored in the buffer memory of the traffic obstruction event information input reception unit 302. In this case, for the hazardous areas, only the hazardous area information included in the input traffic obstruction event information may be used, but in this embodiment, the hazardous areas are further determined using the map information in the map and route information storage unit 304 and the hazard map information in the hazard map storage unit 305, depending on the type of traffic obstruction event that has been determined.

[0046] The map and route information storage unit 304 stores map information and route information of the area where the flying object notification service provider SA provides notification services by flying the flying object 20. In this case, the route information includes not only route information for automobiles but also route information for pedestrians.

[0047] The hazard map storage unit 305 also stores hazard map information for areas where the air vehicle notification service provider SA provides notification services by flying the air vehicle 20. The map information, route information, and hazard map information do not need to be stored in advance, but may be acquired each time from a server providing map information and route information or a server providing hazard maps via the Internet based on information on the location of a traffic obstruction event or dangerous spot acquired by the traffic obstruction event information analysis unit 303, and stored in the map and route information storage unit 304 and the hazard map storage unit 305.

[0048] The traffic obstruction event information analysis unit 303 sends information on the type of traffic obstruction event, information on the scale of the event, and information on dangerous locations to the notification location selection unit 306. If the traffic obstruction event information received by the traffic obstruction event information input reception unit 302 includes information on a desired notification location, the information on the desired notification location is also sent from the traffic obstruction event information analysis unit 303 to the notification location selection unit 306.

[0049] If information about a desired notification location is included in the information sent from the traffic obstruction event information analysis unit 303, the notification location selection unit 306 selects the desired notification location as a notification location for the aircraft 20 to issue a notification. Then, the notification location selection unit 306 further selects notification locations for which notification by the aircraft 20 is required, based on the information on the occurrence location, danger location, and scale of occurrence from the traffic obstruction event information analysis unit 303, the map information and route information in the map and route information storage unit 304, and the hazard map information in the hazard map storage unit 305.

[0050] 1, the information about the road obstruction event that a landslide has occurred on road Ra and blocked road Ra is input to the notification location selection unit 306, and locations P1, P2, and P3 just before intersection In on roads Rb, Rc, and Rd that pass through intersection In connected to road Ra are selected as notification locations based on this information and the map information and route information in the map and route information storage unit 304. In addition, location P4 just before the junction with road Ra where the landslide has occurred on pedestrian road Re that is directly connected to road Ra between intersection In and the location of the landslide is also selected as a notification location.

[0051] As described above, in this example, locations P1 to P3 are included in the information about the road obstruction event entered as desired notification locations, so locations P1 to P3 selected using map information and route information are not used because they would be duplicates, but location P4, which does not overlap with any desired notification locations, is added as a notification location.

[0052] Furthermore, if the type of event that has occurred that blocks traffic is a disaster, the notification location selection unit 306 refers to the hazard map storage unit 305, and if a hazard map corresponding to the traffic obstruction caused by the disaster exists, detects a no-entry area for the traffic obstruction caused by the disaster. The notification location selection unit 306 then selects an effective notification location for issuing a notification prohibiting entry into the no-entry area. For example, the notification location may be selected to be a location near an intersection on a road leading to the no-entry area, just before the no-entry area, where a detour route is connected, so that a notification can be issued to encourage a detour without entering the no-entry area.

[0053] Furthermore, in this example, the notification location selection unit 306 also sets the height position of the flying object 20 that makes the image display easier to see for the target person at each notification location, and includes this in the information about the selected notification location. In this case, the height position of the flying object 20 is the height position at the notification location, and is therefore the height position obtained by adding the altitude of the notification location to the height of the flying object 20 at the notification location.

[0054] For example, if the notification location is on a highway, the notification aircraft 20 is positioned at a higher altitude than on an ordinary road so that the notification image can be seen from cars traveling at high speed. In this case, the notification aircraft 20 is equipped with a display unit 21 having a relatively large display screen. Also, if the notification location is on a pedestrian road, such as notification location P4 in the example of Figure 1, the notification aircraft 20 is positioned at a relatively low altitude so that the notification image can be provided to pedestrians. The notification aircraft 20 can also be equipped with a display unit 21 having a relatively small display screen.

[0055] The notification location selection unit 306 supplies information on the notification location selected as described above to the notification information generation unit 307, the flight path generation unit 308, and the instruction information generation unit 310.

[0056] If the information sent from the traffic obstruction event information analysis unit 303 includes desired notification information associated with a notification location, the notification information generation unit 307 adopts the desired notification information as notification information for the associated notification location.

[0057] The notification information generating unit 307 also generates notification information using the notification location information received from the notification location selecting unit 306, the event type and location information of the traffic obstruction event received through the traffic obstruction event information input receiving unit 302, and the map information and route information from the map and route information storage unit 304, and adds the generated notification information to the desired notification information. In this case, the notification information generating unit 307 prepares a template of display image information for traffic guidance according to, for example, the event type of the traffic obstruction event and the location of the notification location on the route (for example, just before a road branch point such as an intersection), and generates display image information for traffic guidance as notification information using the template. The same applies to audio information for traffic guidance, and generates audio information for notification of, for example, the event type and location of the traffic obstruction event that has occurred, and an accompanying traffic guidance message.

[0058] 1, the notification information generating unit 307 generates, as notification information, display image DP1 information notifying that a left turn is prohibited for notification location P1, display image DP2 information notifying that straight ahead is prohibited for notification location P2, and display image DP3 information notifying that a right turn is prohibited for notification location P3. Furthermore, for notification location P4, although not shown, the notification information generating unit 307 generates display image information notifying pedestrians that a right turn is prohibited, just like at notification location P3, as notification information for pedestrians.

[0059] Furthermore, if a detour route can be clearly indicated, the detour route can be presented on the display screen 21D to encourage the driver to use the detour route.

[0060] In the example of Figure 1, the notification information generating unit 307 generates notification information for each notification location P1 to P4, for example, in the form of a voice message indicating the type of traffic obstruction event, such as "The road heading in the direction of XX is impassable due to a landslide," and traffic guidance corresponding to the type of event.

[0061] In this example, the notification information generating unit 307 determines the notification time (notification duration) according to the type of event and the scale of the traffic obstruction event that has occurred. Note that the notification information generating unit 307 may be configured to continue issuing notifications to the aircraft 20 until the traffic obstruction event is resolved or eliminated without determining the notification time, and to send a return instruction to the aircraft 20 via the wireless communication unit 311 once the traffic obstruction event is resolved or eliminated.

[0062] The notification information (including the notification time) generated from the notification information generating unit 307 in the above manner is supplied to the instruction information generating unit 310.

[0063] The flight path generation unit 308 uses the map information and route information in the map and route information storage unit 304 and the recommended flight airspace information in the recommended flight airspace information storage unit 309 to generate flight path information for flying to the notification location selected by the notification location selection unit 306. In this example, the flight path information is formed by arranging information on spatial positions (point positions) determined by latitude, longitude, and altitude as a sequence of points along the flight path.

[0064] The recommended flight airspace information storage unit 309 stores information on recommended flight airspaces for flying and moving at a predetermined height above the ground while avoiding obstacles, in association with position information on a map.

[0065] The flight path generation unit 308 generates flight path information for directing the flying object 20 to each of the notified locations while referring to the recommended flight airspace information in the recommended flight airspace information storage unit 309. The flight path generation unit 308 then supplies the generated flight path information for each notified location to the instruction information generation unit 310.

[0066] The instruction information generation unit 310 generates instruction information for each notification location using notification information from the notification location selection unit 306, notification information from the notification information generation unit 307, and flight path information from the flight path generation unit 308. In this example, the instruction information generation unit 310 selects which of the multiple waiting aircraft 20 should go to which of the selected notification locations, and transmits the instruction information for each notification location to each of the corresponding selected aircraft 20 via the wireless communication unit 311.

[0067] The traffic obstruction event information input receiving unit 302, traffic obstruction event information analyzing unit 303, notification location selecting unit 306, notification information generating unit 307, flight path generating unit 308, and instruction information generating unit 310 in the aircraft control device 30 shown in Fig. 3 above can each be configured as a processing function unit that uses a software program, and each can be realized as software processing by providing a program that executes each function in the control unit 301. It goes without saying that instead of making all of the above units into processing functions using programs, some may be configured as hardware components.

[0068] Furthermore, the traffic obstruction event information analysis unit 303, the notification location selection unit 306, the notification information generation unit 307, and the flight path generation unit 308 may be configured as a cloud configuration in which the aircraft control device 30 sends necessary information to the cloud, and the aircraft control device 30 acquires the resulting information from the cloud. In that case, the map and route information storage unit 304, the hazard map storage unit 305, and the recommended flight airspace information storage unit 309 may be provided in the cloud, and do not need to be provided in the aircraft control device 30.

[0069] [Operation of the aircraft control device 30] Next, the flow of operation of the aircraft control device 30 having the above configuration will be described with reference to the flowchart in Fig. 4. Note that in the following explanation, the processing operation of each step in the flowchart in Fig. 4 will be described as a case where the control unit 301 executes the processing function units of the traffic obstruction event information input receiving unit 302, traffic obstruction event information analysis unit 303, notification location selection unit 306, notification information generation unit 307, flight path generation unit 308, and instruction information generation unit 310 as software programs.

[0070] As shown in FIG. 4, the control unit 301 monitors the reception of input of information about a traffic obstruction event (step S101), and when it determines that input of information about a traffic obstruction event has been received, it analyzes the received information about the traffic obstruction event, detects the event type, location, and scale of the traffic obstruction event that has occurred, and recognizes the included information about dangerous locations, information about desired notification locations, desired notification information, etc. (step S102).

[0071] Next, the control unit 301 selects a location for notification by the flying object 20 (step S103). As described above, the selected notification locations include the desired notification location, information on the occurrence location and dangerous location, and notification locations selected based on map and route information.

[0072] Next, the control unit 301 generates notification information for use in making a notification by the flying object 20 (step S104). As described above, the generated notification information includes the desired notification information included in the input information on the road obstruction event and the notification information generated by the flying object control device 30.

[0073] Next, the control unit 301 determines the notification time of the notification information according to the event type and scale of the traffic obstruction event that has occurred (step S105).

[0074] Next, the control unit 301 generates flight path information for directing the flying object 20 to each of the notified locations while referring to the recommended flight airspace information in the recommended flight airspace information storage unit 309 (step S106).

[0075] Next, the control unit 301 determines whether the flying object 20 can fly based on whether the environment is suitable for flying the flying object 20 (step S107). This determination of whether the flying object can fly is made, for example, by the flying object control device 30 acquiring current weather information via the Internet, based on the acquired weather information. For example, if the weather environment is determined to be such that strong winds are blowing at the notification location, making it difficult for the flying object 20 to notify by hovering, or that visibility is poor due to heavy rain or a snowstorm, making it difficult for the flying object 20 to notify by displaying information, it is determined that the flying object cannot fly.

[0076] When it is determined in step S107 that the flying object 20 is permitted to fly, the control unit 301 generates instruction information for each of the notification locations selected in step S103, including information on the notification location, the notification information generated in step S104, information on the notification time for each notification information determined in step S105, and flight path information created in step S106 (step S108).

[0077] After step S108, the control unit 301 determines each of the aircraft 20 to be sent to the notification location determined in step S103, and transmits instruction information for each notification location to each of the determined aircraft 20 (step S109), and then terminates this processing routine.

[0078] Also, when it is determined in step S107 that the flying object 20 cannot fly, the control unit 301 prompts the operator (user) of the flying object control device 30 to notify the operator (user) of the flying object control device 30 that the flying object 20 cannot move by air by an alternative means (step S110), and terminates this processing routine.

[0079] [Configuration example of aircraft 20] Fig. 5 is a diagram showing an example of the external configuration of the flying object 20. The flying object 20 in this example is configured to be able to autonomously fly and move through the air. Fig. 4 is a diagram showing the flying object 20 in this example as seen from the front.

[0080] The flying vehicle 20 in this example comprises an aerial flight mechanism 23 having a so-called quadcopter structure, and a drive control unit 24. The aerial flight mechanism 23 is driven and controlled by the drive control unit 24. As shown in Figure 5, the aerial flight mechanism 23 is configured by attaching a rotor mechanism 26 to each of the tips of four arms 25 (two arms are shown in Figure 5) extending from the drive control unit 24.

[0081] The rotor mechanism 26 is configured to rotate the rotor 262 by rotating a rotor shaft (not shown) using a motor drive unit 261, whose rotation speed and direction are controlled by a drive control signal from the drive control unit 24.

[0082] In this example, each of the four motor drive units 261 is independently controlled by a drive control signal from the drive control unit 24, allowing the aircraft 20 to perform various movement operations such as takeoff, landing, ascending, descending, turning, circling, moving forward, and moving backward, as well as to control the attitude, such as the tilt angle relative to the vertical direction, and the position of the hovering position.

[0083] In the flying vehicle 20 of this embodiment, a camera and various sensors (not shown), which will be described later, are attached integrally with the drive control unit 24, and a housing 27 is formed that houses a drive control device section including a control unit. In this example, the housing 27 is configured in an overall box-like shape. Two legs 28A and 28B are attached to the body 27 so as to face each other.

[0084] Above the four rotors 262, in a position that does not interfere with the rotation of the rotors 262, a display unit 21 having a display screen 21D is fixed to and supported by a support frame 29 that stands upright from the top surface of the housing 27 at the drive control unit 24 portion. In this example, the display unit 21 has a thin configuration made up of an LCD (Liquid Crystal Display). The display unit 21 may also be made up of a display using other display devices such as an organic EL (Electroluminescence). In the following description, the side toward which the display screen 21D of the display unit 21 faces is defined as the front of the flying object 20. In this example, a speaker 22 is provided on the front of the housing 27.

[0085] A drive control device is provided inside housing 27. Figure 6 is a block diagram showing an example of the configuration of the drive control device in flying vehicle 20 of this example. Note that flying vehicle 20 is equipped with a battery as a power source, but the battery is omitted in Figure 6.

[0086] As shown in Figure 6, the drive control device unit of the flying object 20 in this example is configured by connecting a wireless communication unit 202, a flight path information memory unit 203, a notification information memory unit 204, an aerial flight drive unit 205, a group of sensors 206, a current position detection unit 207, a flight control signal generation unit 208, an attitude control signal generation unit 209, a display control unit 210, and an audio output unit 211 to a control unit 201 consisting of a computer via a system bus 200.

[0087] The wireless communication unit 202 communicates wirelessly with the wireless communication unit 311 of the aircraft control device 30. In this embodiment, when the aircraft 20 is in a standby state, power is supplied from a battery to the control unit 201 and the wireless communication unit 202, and when the control unit 201 detects that instruction information has been received by the wireless communication unit 202, it supplies power from the battery to each unit of the aircraft 20 to start up the aircraft 20.

[0088] Then, under the control of the control unit 201, the flight path information storage unit 203 stores the information contained in the instruction information from the aircraft control device 30 received by the wireless communication unit 202, including the information on the notification location and flight path information, and the notification information storage unit 204 stores the notification information.

[0089] The aerial flight drive unit 205 supplies drive control signals to each of the motor drive units 261 of the rotary wing mechanism 26 of the aerial flight mechanism unit 23 under the control of the control unit 201 .

[0090] The sensor group 206 includes various sensors that acquire various information for controlling the flight movement and attitude of the flying object 20, such as a gyro sensor, a geomagnetic sensor, an altitude sensor, an obstacle sensor, and a camera.

[0091] The current position detection unit 207 includes, for example, a GPS (Global Positioning System) receiver, and detects the latitude, longitude, and altitude of the current position of the flying object 20. In order to obtain more accurate position information and to detect the current position after movement, the current position detection unit 207 also uses the gyro sensor, geomagnetic sensor, and altitude sensor of the sensor group 206.

[0092] Under the control of the control unit 201, the flight control signal generation unit 208 calculates the movement direction and movement distance to generate a flight drive signal for flight movement from the flight path information stored in the flight path information storage unit 203 and the position information of the current position detected by the current position detection unit 207. Then, based on the calculated direction and distance and using information from the gyro sensor, geomagnetic sensor, altitude sensor, etc. of the sensor group 206, the flight control signal generation unit 208 generates a flight control signal for flight movement from the position of the waiting base to the selected notification location, and supplies this to the aerial flight mechanism unit 23 via the aerial flight drive unit 205.

[0093] Upon receiving this flight control signal, the aerial flight mechanism unit 23 rotates and drives each of the four rotors 262. As a result, the flying object 20 moves by aerial flight from the base to the notified location.

[0094] Based on the outputs of sensors such as the gyro sensor, geomagnetic sensor, and altitude sensor of the sensor group 206, as well as the captured image of the camera, the attitude control signal generator 209 generates an attitude control signal that puts the flying object 20 into a hovering state at the notification location and appropriately controls the front orientation of the flying object 20. This attitude control signal controls the position and attitude of the flying object 20 so that the flying object 20 hovers and the orientation and position of the display screen 21D relative to the viewer of the notification display image are appropriate (whether the display screen 21D is directly facing the viewer, whether the height position is appropriate, etc.).

[0095] The display unit 21 is connected to the display control unit 210. The display control unit 210 displays a notification display image stored in the notification information storage unit 204 on the display screen 21D of the display unit 21 in accordance with the control of the control unit 201.

[0096] A speaker SP is connected to the audio output unit 211. Under the control of the control unit 201, the audio output unit 211 supplies the notification audio information stored in the notification information storage unit 204 to the speaker 22 to emit the audio.

[0097] The flight control signal generating unit 208 and the attitude control signal generating unit 209 in the drive control device unit of the flying body 20 shown in Figure 6 can each be configured as a processing function unit that uses a software program, and by providing a program that executes each function in the control unit 201, each can be realized as software processing.

[0098] [Flow of operations in the flying object 20] Next, the flow of operation of the flying object 20 having the above configuration will be explained with reference to the flowchart in Fig. 7. Note that, in the following explanation, the processing operations of each step in the flowchart in Fig. 7 will be explained assuming that the control unit 201 executes the processing function units of the flight control signal generation unit 208 and the attitude control signal generation unit 209 as software programs.

[0099] As shown in Figure 7, the control unit 201 of the aircraft 20 monitors the reception of instruction information from the aircraft control device 30 (step S201), and when it determines that instruction information has been received, analyzes the received instruction information and obtains information on the notification location, notification information, notification time information, and flight path information (step S202).

[0100] Next, the control unit 201 generates a flight control signal for moving in accordance with the flight path information, and starts flying toward the notified location (step S203).

[0101] Next, the control unit 201 determines whether or not the notification location has been reached (step S204), and if it determines that the notification location has been reached, it uses the acquired notification information to issue a notification by displaying an image or emitting a sound (step S205).

[0102] The control unit 201 then monitors the end of notification based on the fact that the notification time has expired or that notification of the end of the notification service has been received via the wireless communication unit (step S206). When it determines in step S206 that notification has ended, the control unit 201 returns to the base of the aircraft notification service provider SA by tracing back the route that follows the flight route information, and waits to receive instruction information for the next notification service (step S207), and ends this processing routine.

[0103] [Effects of the embodiment] According to the embodiment of the traffic guidance system described above, when a traffic obstruction occurs due to a sudden accident, traffic congestion caused by construction work, a disaster, or the like, the location where traffic obstruction occurred and traffic guidance is required can be set as a notification location, and an aircraft can be sent to the notification location to issue a notification by displaying an image or emitting an audio sound.

[0104] Therefore, even in places where electronic display boards are not installed, traffic guidance can be appropriately announced based on the occurrence of a traffic obstruction event, and by announcing detour information, it is expected that danger can be avoided and congestion can be alleviated.

[0105] Furthermore, even if one does not have a navigation device equipped with VICS (registered trademark), anyone can easily obtain traffic guidance information from the information reported by the aircraft.

[0106] [Other embodiments or modifications] In the above-described embodiment, the flying object used is a flying object called a quadcopter, but any flying object that can fly autonomously and provide traffic information can be used.

[0107] In the above embodiment, notification is performed by both image display and sound emission, but as mentioned above, notification may be performed by either image display or sound emission.

[0108] In the above-described embodiment, the aircraft is provided with a display unit for displaying images, and notifications are made using images. However, a group of small aircraft equipped with light-emitting units may be prepared, and each aircraft in the group may function similarly to a pixel on a display screen, so that images are displayed by the group of aircraft. In this case, instruction information is sent to a group of aircraft, causing the group of aircraft to go to a single notification location and make the notification. The notification information then causes the group of aircraft to make the notification by displaying an arrow guiding the user to a detour or by displaying text. [Explanation of symbols]

[0109] 10...report receiving unit, 20...aircraft vehicle, 30...aircraft vehicle control device, 21...display unit, 22...speaker, 302...traffic obstruction event information input receiving unit, 303...traffic obstruction event information analysis unit, 304...map and route information storage unit, 305...hazard map storage unit, 306...notification location selection unit, 307...notification information generation unit, 308...flight route generation unit, 309...recommended flight airspace information storage unit, 310...instruction information generation unit

Claims

1. A traffic guidance system having one or more flying bodies capable of autonomous flight and a flying body control device that controls the flying bodies, The aircraft control device includes: a notification location selection means for selecting a notification location where a notification should be issued to a notification target on a route where traffic is expected to be obstructed by a traffic obstruction event, based on the location where the traffic obstruction event has occurred, map information, and route information; an instruction information transmitting means for transmitting instruction information to the flying object to cause the flying object to issue an alert to the target at the alert location; Equipped with The flying vehicle is Based on the received instruction information, the drone flies to the notification location and issues a notification to the notification target. A traffic guidance system characterized by:

2. The notification location selection means of the aircraft control device selects different notification locations depending on the event type of the traffic obstruction event.

2. The traffic guidance system according to claim 1.

3. The aircraft control device generates different notification information depending on the event type of the traffic obstruction event and transmits the different notification information to the aircraft.

3. The traffic guidance system according to claim 1 or 2.

4. When there are a plurality of notification locations, the aircraft control device generates different notification information according to each of the plurality of notification locations and transmits the different notification information to the aircraft.

4. The traffic guidance system according to claim 1, wherein the traffic guidance system is a system for providing a traffic information to a user.

5. When the event type of the traffic obstruction event is a disaster, the aircraft control device detects a no-entry area based on a hazard map and selects the notification location that is effective for notifying that entry into the no-entry area is prohibited.

4. The traffic guidance system according to claim 1, wherein the traffic guidance system is a system for providing a traffic information to a user.

6. The aircraft control device sets a height position at which the aircraft will make the notification according to the type of the notification target, and causes the aircraft to make the notification at the set height position.

6. The traffic guidance system according to claim 1, wherein the traffic guidance system is a system for providing a traffic information to a user.

7. the aircraft control device sets a first altitude position when the notification target is a vehicle; If the target to be notified is a pedestrian, a second height position lower than the first height position is set.

7. The traffic guidance system according to claim 6.

8. The flying object includes a plurality of different flying objects, The aircraft control device selects a different aircraft depending on the selected notification location.

8. The traffic guidance system according to claim 1, wherein the traffic guidance system is a system for providing a traffic information to a user.

9. 1. A flying object control device in a traffic guidance system having one or more flying objects capable of autonomous flight and a flying object control device that controls the flying objects, a notification location selection means for selecting a notification location where a notification should be issued to a notification target on a route where traffic is expected to be obstructed by a traffic obstruction event, based on the location where the traffic obstruction event has occurred, map information, and route information; an instruction information transmitting means for transmitting instruction information to the flying object to cause the flying object to issue an alert to the target at the alert location; Equipped with The instruction information causes the flying object to fly to the notification location, and the flying object makes a notification using the notification information. An aircraft control device characterized by:

10. A traffic guidance system having one or more flying bodies capable of autonomous flight and a flying body control device that controls the flying bodies, comprising: a computer provided in the flying body control device; a notification location selection means for selecting a notification location where a notification should be issued to a notification target on a route where traffic is expected to be obstructed by the traffic obstruction event, based on the location where the traffic obstruction event has occurred, map information, and route information; an instruction information transmitting means for transmitting instruction information to the flying object to cause the flying object to issue an alert to the target at the alert location; A program for an aircraft control device to function as The instruction information causes the flying object to fly to the notification location, and the flying object makes a notification using the notification information. A program for an aircraft control device.

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