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

Abstract

To enable the generation of flight routes that comply with flight regulations when an aircraft is in flight. [Solution] The route correction unit 150 acquires route information from the route generation unit 120, along with information indicating the flight purpose. When the flight purpose of the aircraft 20 is to fly over a predetermined area, the route correction unit 150 corrects the flight route indicated by the route information. Specifically, the route correction unit 150 acquires information indicating at least one of buildings, facilities, regions, and terrains located within the aforementioned region, for example, from the information storage unit 110. Then, it corrects the route information using flight rule information indicating flight rules based on these buildings, facilities, regions, and terrains. The flight rule information is stored in the information storage unit 110.

Description

Technical Field

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

Background Art

[0002] In recent years, various technological developments have been made to automatically fly flying objects such as so-called drones. For example, Patent Document 1 describes setting a flight route of a flying object using map information.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The above-mentioned flying object may fly in a predetermined area. On the other hand, flight rules to be observed by the flying object may be set in the predetermined area.

[0005] As an example of the problem to be solved by the present invention, it is to enable a flying object to generate a flight route in accordance with flight rules.

Means for Solving the Problems

[0006] The invention according to claim 1 is a flight route processing device including a route correction unit that acquires route information indicating a flight route for a flying object to fly over a predetermined area, and corrects the route information using information indicating at least one of buildings, facilities, and terrain located in the area, and flight rule information indicating flight rules based on the buildings, facilities, and terrain.

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

[0008] The invention described in claim 7 is a program that causes a computer to function as a flight route processing device according to any one of claims 1 to 5. [Brief explanation of the drawing]

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

Embodiments for Carrying Out the Invention

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

[0011] (First Embodiment) FIG. 1 is a diagram showing the configuration of a flight control system according to the first embodiment. This flight control system includes an information processing apparatus 10 and an aircraft 20. The information processing apparatus 10 and the aircraft 20 communicate with each other via a communication line. At least a part of this communication line may be a public communication network. Also, at least a part of this communication line is preferably wireless communication. The number of aircraft 20 may be one or plural.

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

[0013] FIG. 2 is a diagram showing an example of the functional configuration of the information processing device 10. The information processing device 10 includes an information storage unit 110, a route generation unit 120, and an input / output unit 130. <000,0100><000,0101><000,0102>The information storage unit 110 stores the information necessary for generating the flight route of the flying object 20. These information include the flight route information set by the user (for example, route information composed of nodes and links (hereinafter referred to as node-link information)) and map information for generating an appropriate flight route. Further, these information may include map information and information indicating nodes and links for setting a flight route (hereinafter referred to as node-link information). Note that the node-link information may be stored as a part of the map information. <000,0103><000,0104><000,0105>A part of the map information is, for example, a correspondence between names indicating various structures and terrain and information indicating their positions (for example, latitude and longitude information or address information). The structures are, for example, various artificial structures such as buildings, bridges, roads, and railways. Another part of the map information is a correspondence between the names of facilities and place names and information indicating their positions (for example, latitude and longitude information or address information). Further, another part of the map information stores information indicating the state of the land in correspondence with information indicating the position of the land (for example, latitude and longitude information or address information). The state of the land is, for example, an urban area, a paddy field, a field, a forest, etc. <000,0106><000,0107><000,0108>Furthermore, other parts of the map information include information indicating the location and extent of no-fly zones (e.g., latitude and longitude information and address information). This no-fly zone information may be stored separately for each flight condition. The flight conditions include at least one of the time (e.g., start and end times of the flight), attributes of the aircraft 20, and the purpose of the flight. The time may also be associated with the day of the week and / or month. The attributes of the aircraft 20 are at least one of the aircraft type, serial number, and total weight. The total weight may be the weight of the aircraft 20 itself, the sum of the weight of the aircraft 20 and the weight of the cargo that the aircraft 20 is to carry, or both. The purpose of the flight may include, for example, patrol (at least one of security and inspection), surveying, surveillance, photography, sightseeing, and cargo transport. In the case of patrol, the flight route of the aircraft 20 is set to cover the area to be patrolled. The flight conditions may also include weather conditions at the time of flight. Weather conditions include at least one of the following: temperature, precipitation, atmospheric pressure, wind direction, wind speed, and sunshine duration per hour.

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

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

[0019] Furthermore, the link may include information indicating the direction of flight (the direction from which node to which node). In this case, during the route information generation process described later, the flight route will be set to follow the direction indicated by the link.

[0020] Furthermore, it is possible that the aircraft 20 frequently flies between two points. In this case, the information storage unit 110 may store the flight routes connecting these two points in advance. In this case, the flight route from point A to point B and the flight route from point B to point A may be designed so as not to overlap in a planar or three-dimensional manner. Doing so can suppress collisions between two aircraft 20 when multiple aircraft 20 are flying between two points simultaneously.

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

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

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

[0024] Figure 3 shows an example of the functional configuration of the aircraft 20. The aircraft 20 comprises a drive unit 210, a route acquisition unit 220, a route storage unit 230, an imaging unit 240, an analysis unit 250, and a control unit 260.

[0025] The drive unit 210 includes a drive system and various sensors for flying the aircraft 20. This drive system includes, for example, a propeller, a motor to rotate the propeller, and a battery that powers the motor. The various sensors mentioned above include a sensor for calculating the current position of the aircraft 20 (for example, a GPS sensor), a sensor for measuring the status of the motor, and a sensor for measuring the status of the battery (including the remaining charge).

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

[0027] The imaging unit 240 (image acquisition unit) images the area around the aircraft 20, for example, below it. The imaging unit 240 may operate continuously while the aircraft 20 is in flight, or it may operate only when the aircraft 20 meets predetermined conditions. An example of a predetermined condition is that the aircraft 20 is located within a predetermined distance from its destination. If the purpose of the aircraft 20's flight is patrol, the imaging unit 240 continuously images while the aircraft 20 is flying over the area it is to patrol. The frame rate of the images generated by the imaging unit 240 is, for example, between 0.5 frames / second and 60 frames / second, but is not limited to this range.

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

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

[0030] The aircraft 20 further includes an information storage unit 270 and an information generation unit 280. The information storage unit 270 stores the same information as the information storage unit 110 of the information processing device 10. The information storage unit 270 also stores multiple pieces of information indicating locations where the aircraft 20 may land (hereinafter referred to as landing candidate location information). The data structure of the map information is configured to include this information. This landing candidate location information indicates a location where the aircraft 20 should land in an emergency. The information generation unit 280 uses the information stored in the information storage unit 270 to generate information from the multiple landing candidate location information indicating a location that is closer to the aircraft 20's destination and where the aircraft 20 should land (hereinafter referred to as landing location information).

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

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

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

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

[0035] The storage device 408 stores program modules for realizing each functional element of the information processing device 10. The processor 404 reads these program modules into memory 406 and executes them to realize each function of the information processing device 10. The storage device 408 also functions as an information storage unit 110.

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

[0037] Figure 5 shows an example of the hardware configuration of the aircraft 20. The parts of the aircraft 20 excluding the drive unit 210 and the imaging unit 240 are implemented as an integrated circuit. This integrated circuit has a bus 502, a processor 504, a memory 506, a storage device 508, an input / output interface 510, and a network interface 512. These are the same as the bus 402, processor 404, memory 406, storage device 408, input / output interface 410, and network interface 412 shown in Figure 4. However, the input / output interface 510 is connected to the drive unit 210 and the imaging unit 240. In addition, the storage device 508 also functions as a root storage unit 230 and an information storage unit 270.

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

[0039] First, the route generation unit 120 of the information processing device 10 acquires the information necessary to generate a flight route (hereinafter referred to as setting information) (step S10). The setting information includes at least the current position information and destination information of the aircraft 20. Preferably, the setting information also includes information indicating the flight conditions of the aircraft 20. Examples of flight conditions are as described above.

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

[0041] The route generation unit 120 may change the flight route depending on the weather conditions during flight. These weather conditions include at least one of wind direction, temperature, and sunlight exposure. The route generation unit 120 obtains weather conditions from an external server. For example, if a straight flight route connecting the current position and the destination results in a headwind and the wind strength is expected to be above a certain threshold, the aircraft 20 may not be able to move forward, so the route generation unit 120 changes the flight route to a detour route. For example, the route generation unit 120 sets the detour route so as not to include a direction that is directly opposite to the wind direction. Also, if at least one of the temperature or sunlight exposure information is below a certain threshold, the battery capacity will decrease, so the route generation unit 120 makes the flight route as straight as possible.

[0042] Furthermore, the route generation unit 120 preferably selects nodes such that the angle formed by two adjacent links is greater than or equal to a reference value (for example, 90° or more).

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

[0044] Next, the route generation unit 120 corrects the flight path that the aircraft 20 should take by modifying the route information (step S30). Details of this process will be described later.

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

[0046] Figure 7 is a diagram illustrating a first example of the processing performed by the route generation unit 120 in step S30 of Figure 6. As described above, the route generation unit 120 generates route information by acquiring multiple nodes and creating links by connecting nodes that are adjacent to each other. However, in this state, as shown in Figure 7(A), the part of the link that connects to the node is a straight line, and as a result, when the aircraft 20 flies along the flight path indicated by the route information, the aircraft 20 will need to make a sharp turn near the node. On the other hand, when the aircraft 20 makes a sharp turn, it will need to slow down and come to a stop. In this case, the aircraft 20 will waste energy, and as a result, the flight distance will be shortened.

[0047] Therefore, the route generation unit 120 reduces energy consumption by avoiding deceleration or stopping during turns. Specifically, as shown in Figure 7(B), the connection between adjacent links in the flight path is made curved. For example, suppose the flight path includes a first node (e.g., node n2) and a first link (e.g., link L1) and a second link (e.g., link L2) connected to this node. The route generation unit 120 makes the intermediate section of the flight path, from the part corresponding to the first link to the part corresponding to the second link, curved. The curves used here are formed using, for example, at least one of a circular arc, an elliptical arc, a parabola, and a hyperbola, but are not limited to these.

[0048] Here, as shown in Figure 7(B), the route generation unit 120 may remove the first node (for example, node n2) from the modified flight route, or it may configure the modified flight route to pass through this first node. The route generation unit 120 may also make both ends of the first link and the second link curved, or it may make only one end curved. Furthermore, the route generation unit 120 may set the length and radius of curvature of the curved portion of the link end using the flight speed of the aircraft 20 or the weight of the aircraft 20. For example, if the aircraft 20 is heavy or flying at a high speed, the curved portion of the link end may be made longer.

[0049] Furthermore, the route generation unit 120 may perform the processing shown in Figure 7 if the angle formed by the first link and the second link (the smaller angle θ shown in Figure 7(A)) is below a reference value (for example, 135° or less). In addition, the route generation unit 120 may determine whether or not to perform the processing shown in Figure 7 depending on the flight conditions, either in place of or in addition to the angle condition described above. For example, the route generation unit 120 performs the processing shown in Figure 7 if the flight purpose is other than a specific purpose (for example, surveillance or photography).

[0050] As a result of the above processing, the flight path includes curved sections (for example, R1 and R2 in Figure 7(B)). The aircraft 20 flies along these curved sections as follows: First, the control unit 260 of the aircraft 20 sets the direction of travel and the turning angle of the aircraft 20 so as to follow the curved section. Next, the control unit 260 calculates a value obtained by multiplying the current speed of the aircraft 20 by the time (this time is, for example, stored in advance) from when the control unit 260 starts turning control until the aircraft 20 actually starts turning. Next, the control unit 260 sets the position where turning control should be started at a point one unit in front of the starting point of the curved section by the aforementioned value.

[0051] The control unit 260 then initiates turning control when the aircraft 20 reaches the position where turning control should begin. For example, the control unit 260 gradually applies rudder and appropriately applies ailerons and elevator to move (turn) along the curved section of the flight path.

[0052] In the above-described process, the route generation unit 120 preferably sets the minimum value of the radius of curvature of the intermediate section to be greater than or equal to the reference value. In this case, information for identifying the reference value is stored, for example, in the information storage unit 110. The reference value may be determined according to the attributes of the aircraft 20, or according to the above-described flight conditions, for example, according to the attributes or purpose of the aircraft 20.

[0053] For example, the above-mentioned reference value increases as the size of the aircraft 20 increases, and as the weight of the aircraft 20 (including any cargo, if any) increases. Also, the above-mentioned reference value increases as the flight speed of the aircraft 20 increases. For example, if the purpose of the aircraft 20's flight is cargo transport, the flight speed will be slower compared to when the purpose of the flight is patrol. Therefore, the above-mentioned reference value when the purpose of the aircraft 20's flight is cargo transport will be smaller compared to when the purpose of the aircraft 20's flight is patrol.

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

[0055] Figure 8 is a diagram illustrating a second example of the processing performed by the route generation unit 120 in step S30 of Figure 6. In this example, the information storage unit 110 stores information (hereinafter referred to as avoidance area information) for identifying points, buildings, or areas (hereinafter referred to as avoidance areas) that the aircraft 20 should avoid. The information storage unit 110 may store the avoidance area information separately for each of the above-mentioned flight conditions, or it may store the avoidance area information linked to the flight conditions to which it should be applied. Furthermore, the information storage unit 110 may store the avoidance area information separately for at least one of the time, day of the week, and season, or it may store the avoidance area information linked to at least one of the time, day of the week, and season to which it should be applied. The avoidance area information may also include information indicating the altitude at which the aircraft should avoid flying.

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

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

[0058] The points or areas that the aircraft 20 should avoid flying are, for example, designated private land, areas with heavy pedestrian traffic, roads with heavy vehicle traffic, roads narrower than the standard, designated facilities (cultural properties, railway facilities, gas stations), and at least one of areas where strong winds are expected. Furthermore, the points or areas indicated by the avoidance area information may also be at least one of railway lines, airports, ports, areas where events are held (e.g., event venues), specific facilities such as power plants, designated roads (e.g., expressways and main roads), and specific areas (e.g., densely populated areas). The designated roads mentioned above may be periodically modified based on traffic congestion information. Specifically, at least one of the congested portion of a road and the portion that is expected to become congested is set as at least part of the designated roads mentioned above. Here, traffic congestion information may be repeatedly obtained from an external server.

[0059] Figure 9 is a diagram illustrating a third example of the processing performed by the route generation unit 120 in step S30 of Figure 6. The information storage unit 110 stores data indicating the plan shape of a building (house shape data) in association with information indicating the location of the building (e.g., latitude and longitude information or address information). Furthermore, the information storage unit 110 may also store data indicating the height of the building or data indicating the three-dimensional shape in association with information indicating the location of the building. In addition, the avoidance area information may also include information indicating the altitude at which the aircraft should avoid flying. In these cases, the route generation unit 120 may modify the flight route in the height direction so that the aircraft 20 does not collide with the building (or avoids the altitude at which it should avoid flying). For example, as shown in Figure 9(A), depending on the height of the building β, the aircraft 20 may collide with the building β. In this case, the route generation unit 120 modifies the route information. For example, as shown in Figure 9(B), the route generation unit 120 changes the height of the flight route so that the aircraft 20 does not collide with the building β.

[0060] In this case, it is preferable for the route generation unit 120 to modify the route information so that the ascent angle θ of the aircraft 20 is less than or equal to a reference value. Specifically, the route generation unit 120 modifies the ascent angle θ by changing the ascent starting point of the aircraft 20.

[0061] Furthermore, if the height of building β is greater than or equal to a standard value, the route generation unit 120 may modify the route information to avoid building β on the horizontal plane. The process in this case is as explained with reference to Figure 8.

[0062] Furthermore, when the route generation unit 120 crosses a road that is expected to have heavy traffic (or a road that has been designated in advance), it may set the route so as to shorten the crossing distance, for example, by crossing the road at a right angle.

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

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

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

[0066] The node setting unit 140 then superimposes the routes indicated by each of the multiple flight history information (for example, routes R1, R2, and R3), as shown in Figure 11(A). It then recognizes the intersections of the multiple routes as nodes. Among the recognized nodes, it recognizes points that are not stored as nodes in the information storage unit 110 (for example, points labeled with the code N in Figure 11(B)) as new nodes (step S120) and stores them in the information storage unit 110 (step S140).

[0067] Furthermore, the node setting unit 140 recognizes lines connecting two adjacent nodes as links. Then, it recognizes lines among the recognized links that are not stored as links in the information storage unit 110 as new links (step S130) and stores them in the information storage unit 110 (step S140). In other words, the node setting unit 140 stores lines connecting the first node and the second node, which is adjacent to the first node in any route, as links in the information storage unit 110. Note that the lines registered as links are, for example, straight lines connecting two nodes, but they may also be curves. Also, these lines may be part of the actual route that the aircraft 20 flew. Furthermore, the links may also include the actual direction of flight.

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

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

[0070] Then, when the aircraft 20 arrives at its destination (step S230: Yes), the control unit 260 performs the landing process (step S240).

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

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

[0073] First, when the aircraft 20 arrives above the destination, the imaging unit 240 images the area below the aircraft 20 (step S242). This imaging timing is, for example, when the aircraft 20 arrives at the destination or thereafter. However, if the image includes the destination, the imaging unit 240 may image the area below the aircraft 20 immediately before the aircraft 20 arrives at the destination. Furthermore, the imaging unit 240 may continue to image the area below the aircraft 20 while the aircraft 20 is in flight.

[0074] The analysis unit 250 acquires the image captured by the imaging unit 240. The imaging unit 240 identifies the shape and location of the building by analyzing the acquired image (step S244). This identification is performed, for example, by feature matching processing. The shape of the building is, for example, at least one of the plan shape of the building and the plan shape of the structures on the exterior. The structures on the exterior are, for example, the entrance approach, the walkway leading to the entrance, the gate, the parking lot, the garden, the storage shed, and the fence.

[0075] For example, the analysis unit 250 determines the location and extent of the sidewalk leading to the entrance and the parking lot based on whether or not it is paved and the shape of the paved area. The analysis unit 250 may also determine the location and extent of the parking lot using the area of ​​the site that is adjacent to the road, in addition to the shape of the paved area as described above. Furthermore, the analysis unit 250 may determine the end of the sidewalk on the house side as the entrance. In addition, the analysis unit 250 may determine the extent of the garden based on the state of the plantings.

[0076] The analysis unit 250 then determines whether the shape and location of the building identified using the image match the map information stored in the information storage unit 270 (step S246). For example, if the map information includes house shape data, the analysis unit 250 determines whether the degree of agreement between this house shape data and the building shape is above a certain standard. If they match (step S246: Yes), the analysis unit 250 outputs information to the control unit 260 indicating this. The control unit 260 then lands the aircraft 20 at the location indicated by the pre-set landing position information (step S250).

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

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

[0079] In this embodiment, when selecting a landing position, a structure on the exterior of the building where the aircraft 20 should land is pre-set. This setting may be set, for example, by the person who requested the flight of the aircraft 20 (or the person who requested the transport if the aircraft 20 is transporting goods), or it may be set by default. The information storage unit 270 stores information that identifies this structure. For example, as shown in Figure 14, the information storage unit 270 stores at least one of the entrance 312 of the building 310, the garden 320, and the parking lot 330 as a landing position for the aircraft 20. The analysis unit 250 then identifies the location of this structure by analyzing the image and sets the identified location as a new candidate landing position. When the analysis unit 250 selects the parking lot 330 as the landing position 302, it preferably requires that no cars are parked there.

[0080] The information storage unit 270 may store multiple structures as locations where the aircraft 20 should land. In this case, the information storage unit 270 stores information that identifies each structure in association with information indicating priority, and also stores the conditions that the candidate landing location must satisfy. The analysis unit 250 then identifies the location of the structure in order of priority, and determines whether it satisfies the above conditions, setting the location of the first structure that satisfies these conditions as the new candidate landing location. As for the priority, for example, the space to the right of the entrance in the walkway in front of the entrance has the highest priority, followed by the space to the left of the entrance in the walkway in front of the entrance (if a suitable landing spot cannot be secured there), then the garden, and then the parking lot. However, regarding the parking lot, it is preferable not to land if there are cars parked there.

[0081] The conditions that must be met here include, for example, whether there is a predetermined area, which may be set according to the attributes of the aircraft 20 (e.g., type, size, or width).

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

[0083] Furthermore, at least one of the processes shown in step S244 and step S248 may be modified depending on the address of the destination of the aircraft 20. For example, if the destination of the aircraft 20 is in a suburban area (i.e., the boundaries of the site can be identified from the image and the area of ​​each site is greater than or equal to a standard value), the above process is performed on the entire site. On the other hand, if the destination is in an area where the distance between adjacent buildings is wide and the boundaries of each building's site are not expected to be identifiable from the image, the above process is performed on an area at a predetermined distance (e.g., within 20m, preferably within 10m) from the outer outline of the houses.

[0084] Furthermore, in areas where the distance between adjacent buildings is wide and the boundaries of each building's site are not expected to be identifiable from the image, the algorithm for identifying gardens and sidewalks may differ from the example described above. In addition, in such areas, the analysis unit 250 may select an area free of obstacles from an area at a predetermined distance from the house, and this selected area may be used as a candidate landing location.

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

[0086] Furthermore, the analysis unit 250 may, instead of, or in addition to, the processes shown in steps S244 and S246 described above, determine whether there are any objects (hereinafter referred to as "obstacles") that would hinder landing around the position indicated by the pre-set landing position information. In this case, if there are no obstacles, the process proceeds to step S250, and if there are obstacles, the process proceeds to step S248.

[0087] Furthermore, the analysis unit 250 may, instead of, or in addition to, the processes shown in steps S244 and S246 described above, determine whether the flatness of the position indicated by the pre-set landing position information meets the criteria. In this case, if the flatness meets the criteria, the process proceeds to step S250; if the flatness does not meet the criteria, the process proceeds to step S248. This process may be performed in addition to the process regarding the presence or absence of obstacles described above. In this case, the processes shown in steps S244 and S246 may also be performed.

[0088] Furthermore, if the analysis unit 250 cannot set a landing point even after performing the above-described processing, the control unit 260 may have the aircraft 20 return to the departure point. In addition, if the purpose of the aircraft 20's flight is to deliver cargo, after the aircraft 20 leaves the cargo and takes off, the imaging unit 240 may take a photograph of the cargo placed at the destination from above the destination and store the image as evidence of delivery.

[0089] Note that at least part of the process shown in Figure 13 (for example, the process shown in steps S244 and S246) or all of it may be performed by the information processing device 10. In this case, necessary information is transmitted and received between the information processing device 10 and the aircraft 20. When the process shown in Figure 13 is performed by the information processing device 10, in step S246, an image of the destination stored in the information storage unit 110 may be used instead of the house shape data. In this case, the house shape data is generated from the image of the destination stored in the information storage unit 110.

[0090] Figure 15 is a flowchart illustrating the emergency landing function of the aircraft 20. When the aircraft 20 determines that it cannot fly to its destination, it will make an emergency landing near its current location.

[0091] First, the control unit 260 of the aircraft 20 repeatedly acquires the detection values ​​of the sensors included in the drive unit 210 as status information indicating the state of the aircraft 20 (step S310). The status information includes, for example, values ​​to identify the remaining battery level of the aircraft 20 and values ​​to identify the state of the motors. Each time the control unit 260 acquires the status information, it determines whether the status information meets the criteria, that is, whether the aircraft 20 is capable of flight (step S320).

[0092] For example, the control unit 260 calculates the current position of the aircraft 20 using the detection value of the GPS sensor of the drive unit 210. Then, the control unit 260 uses this current position to calculate the remaining flight distance of the aircraft 20. Furthermore, the control unit 260 uses the remaining flight distance to calculate the remaining battery charge required for flight. If this value (or this value multiplied by a predetermined coefficient) is smaller than the measured battery charge, the control unit 260 determines that the aircraft 20 cannot fly to its destination. Here, the predetermined coefficient may be greater than 1 or less than 1.

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

[0094] Furthermore, if the control unit 260 detects that an abnormality has occurred in the motor, it will also determine that the aircraft 20 cannot fly to its destination.

[0095] If the control unit 260 determines that the aircraft 20 cannot fly to its destination (step S320: Yes), it performs an emergency landing procedure (step S330).

[0096] Figure 16 shows a detailed example of step S330 (emergency landing process) in Figure 15. In this process, the information generation unit 280 selects a landing candidate site from among the multiple landing candidate sites stored in the information storage unit 270 that is located within the flight distance of the aircraft 20 from the aircraft 20's current position, and outputs it to the control unit 260.

[0097] First, the control unit 260 calculates the current position of the aircraft 20 using the detection value of the GPS sensor of the drive unit 210 (step S332), and then calculates the flight distance of the aircraft 20 from the remaining battery charge (step S334). Note that if the control unit 260 has already calculated the current position of the aircraft 20 in step S320, step S332 may be omitted. Also, if the control unit 260 has already calculated the flight distance of the aircraft 20 in step S320, step S334 may be omitted.

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

[0099] If multiple landing candidate sites are selected, the information generation unit 280 may, for example, select the landing candidate site closest to the current position of the aircraft 20. Alternatively, if the information storage unit 270 stores landing candidate sites with associated priorities, the information generation unit 280 may select the landing candidate site to land at using these priorities. Specifically, the information generation unit 280 selects the landing candidate site with the highest priority. One factor determining priority is the presence or absence of charging facilities for the aircraft 20. For example, a landing candidate site with charging facilities for the aircraft 20 will have a higher priority.

[0100] The priority of potential landing sites is set in multiple stages, for example. Therefore, multiple landing sites with the same priority may be selected. In this case, the information generation unit 280 selects the landing site closest to the current position of the aircraft 20.

[0101] The control unit 260 then sets the landing candidate site selected by the information generation unit 280 as a new destination (step S338) and performs landing operations toward that location (step S340).

[0102] In step S338, the control unit 260 updates the route information. In this update process, the control unit 260 may perform route modifications as described using Figures 8 and 9. Specifically, the control unit 260 first makes the three-dimensional flight route from the current position of the aircraft 20 to the new destination a straight line. Next, the control unit 260 modifies the two-dimensional shape of the links constituting the route so that this flight route avoids the points, buildings, and areas indicated by the avoidance area information in a planar manner. Furthermore, if the avoidance area information also includes information indicating the height to be avoided, the control unit 260 modifies the three-dimensional shape of the links constituting the route so that the flight route avoids the no-fly zone in the height direction.

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

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

[0105] Furthermore, the route generation unit 120 of the information processing device 10 modifies the flight path indicated by the route information so that the aircraft 20 does not have to make sharp turns. Consequently, the number of times the aircraft 20 decelerates during flight is reduced, and as a result, the consumption of excess energy by the aircraft 20 can be suppressed. This prevents a reduction in the flight range of the aircraft 20.

[0106] Furthermore, in this embodiment, the aircraft 20 uses an image captured by the imaging unit 240 immediately before landing to determine the landing position within the destination. Therefore, the landing point of the aircraft can be controlled with high precision. In addition, the aircraft 20 can be landed safely and with a high probability.

[0107] Furthermore, if the aircraft 20 needs to land before reaching its destination, the control unit 260 of the aircraft 20 selects a landing candidate from a number of pre-set landing candidate locations that are within a flyable distance and sets this landing candidate location as the new destination. As a result, the aircraft 20 can land safely before reaching its destination.

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

[0109] The route correction unit 150 acquires route information from the route generation unit 120, along with information indicating the flight purpose. When the flight purpose of the aircraft 20 is to fly over a predetermined area, for example, to patrol, the route correction unit 150 corrects the flight route indicated by the route information. Specifically, the route correction unit 150 acquires information indicating at least one of the buildings, facilities, regions, and terrains located within the aforementioned region, for example, from the information storage unit 110. Then, it corrects the route information using flight rule information indicating flight rules based on these buildings, facilities, regions, and terrains. The flight rule information is stored in the information storage unit 110.

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

[0111] Furthermore, geographically, these include specific mountains, hills, rivers, and valleys.

[0112] Furthermore, flight regulations include restrictions on flying over certain altitudes. Here, the restriction may apply to flights below a certain altitude, flights above a certain altitude, or flights at all altitudes.

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

[0114] Each diagram in Figure 19 shows a second example of flight route correction by the route correction unit 150. In the example shown in Figure 19(A), area 340 includes railway tracks 342. Flying above railway tracks 342 is prohibited. Therefore, the route correction unit 150 corrects the flight route so as not to pass through the railway tracks 342. If railway tracks 342 penetrate area 340 as in Figure 19(A), the route correction unit 150 divides area 340 into two areas with railway tracks 342 as the boundary, as shown in Figure 19(B), and sets a flight route for each area. If the railway tracks pass under tunnels or overpasses (not shown), the flight route may be corrected to a route that crosses over the tunnels or overpasses. In this way, it is also possible to set a flight route without dividing the area.

[0115] In this case, the recommended number setting unit 160 outputs information indicating the recommended number of aircraft based on the modified flight route. For example, in the examples shown in each figure of Figure 19, area 340 is divided into two areas, and a flight route is set for each area. Therefore, monitoring area 340 is more efficient with two aircraft 20. In this case, the recommended number setting unit 160 obtains information from the route modification unit 150 indicating how many areas area 340 has been divided into, and outputs the number of divisions indicated by this information as the recommended number of aircraft 20. The output destination is, for example, a display connected to the information processing device 10, but it may also be a terminal owned by a specific person.

[0116] Furthermore, the route correction unit 150 may perform route corrections as described with reference to Figures 8 and 9. Specifically, the route correction unit 150 modifies the two-dimensional shape of the links constituting the route so that the flight path avoids the no-fly zone in a planar manner. If the no-fly zone is set in the height direction, the route correction unit 150 modifies the three-dimensional shape of the links constituting the route so that the flight path avoids the no-fly zone in the height direction.

[0117] Furthermore, the route correction unit 150 may incorporate a detour route into the flight route if it is possible to bypass the aforementioned buildings, facilities, and areas. For example, if the detour involves passing through a series of buildings and facilities in a zigzag pattern, requiring frequent direction corrections, power consumption efficiency will decrease, and the possibility of inaccurate flight will increase. In this case, the area will be temporarily designated as a no-fly zone, and the flight route will be modified to bypass the entire area. The following methods can be considered for setting a temporary no-fly zone. First, the route correction unit 150 detects cases where, for example, the user-set route frequently enters and exits a predetermined area at short intervals, or where the modified flight route results in many links where power consumption and other costs are higher than before the modification. Next, the route correction unit 150 sets a rectangular area of ​​a predetermined shape and size, or a circular area of ​​a predetermined size, centered on the building that first causes the no-fly zone in the relevant section, or the no-fly zone itself. Next, the route correction unit 150 considers a rectangle or circle as a temporary no-fly zone if the density of buildings that constitute a no-fly zone other than the central one, or the no-fly zone itself, is above a certain level. The shape and size of the rectangle and the size of the circle may vary depending on the characteristics of the aircraft being flown (e.g., a drone) (battery capacity and power consumption characteristics). Alternatively, instead of the rectangle or circle itself, an area within that range with a high degree of bias may be considered a temporary no-fly zone.

[0118] As described above, according to this embodiment, when the purpose of the aircraft 20 is to patrol the airspace above a predetermined area, the route correction unit 150 corrects the flight route based on the flight rules set for at least one of the buildings, facilities, regions, and terrains located within that area. As a result, the route information will show a more appropriate flight route. In addition, the flight route may be divided into multiple parts, in which case the recommended number setting unit 160 can output information indicating the recommended number of aircraft 20. In this embodiment, an example of a patrol route was used for explanation, but it is not limited to this and can be applied to setting flight routes for purposes such as cargo delivery and logistics.

[0119] The embodiments and examples described above with reference to the drawings are illustrative examples of the present invention, and various other configurations can also be adopted. [Explanation of symbols]

[0120] 10 Information Processing Devices 20 flying objects 110 Information storage section 120 Route generation unit 130 Input / output section 140 Node Configuration Section 150 Route Correction Section 160 Recommended number of units setting section 210 Drive unit 220 Route acquisition section 230 Root memory unit 240 Imaging Unit 250 Analysis Department 260 Control Unit 270 Information storage section 280 Information generation section 300 boundary line 302 Landing position 310 Buildings 312 Entrance 320 garden 330 Parking 340 areas 342 Railroad

Claims

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

Images