Takeoff and landing control system, takeoff and landing control method, and program

Abstract

To improve the safety of unmanned aerial vehicles taking off and landing at ports. [Solution] The takeoff and landing control system for an unmanned aerial vehicle (UAV) in a takeoff and landing area includes: a derivation unit that derives an entry position into the takeoff and landing area based on the position of the UAV in the vicinity of the takeoff and landing area; a determination unit that determines a terminal route between the entry position and the position where the UAV will land within the takeoff and landing area; and a control unit that reserves the space constituting the terminal route and occupies the space when the UAV lands within the takeoff and landing area.

Description

Technical Field

[0001] The present invention relates to a takeoff / landing control system, a takeoff / landing control method, and a program.

Background Art

[0002] In recent years, unmanned aerial vehicles (UAVs) such as drones have become widespread and are being used in various services. In the use of unmanned aerial vehicles, their safety is improved by considering various conditions such as flight areas, flight altitudes, and surrounding environments.

[0003] Unmanned aerial vehicles are flown along preset flight routes between areas. As the starting and ending points of such flight routes, ports for the takeoff and landing of unmanned aerial vehicles may be installed. At the port, since multiple unmanned aerial vehicles take off and land, it is required to appropriately manage and control the takeoff / landing order, standby positions, routes within the port, and the like.

[0004] For example, in Patent Document 1, it is disclosed that the landing position of a mobile terminal is set according to the type of the mobile terminal for the purpose of landing at an appropriate landing position in accordance with changes in events that may occur during flight along a flight route.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] With the recent proliferation of unmanned aerial vehicles (UAVs), a significant increase in the frequency of UAV takeoffs and landings at ports is expected. Therefore, safer and more efficient takeoff and landing control is required within and around the designated takeoff and landing areas. Furthermore, UAVs vary considerably in size and specifications, requiring takeoff and landing control tailored to each specific UAV within the port.

[0007] In view of the above issues, the present invention aims to improve the safety of takeoffs and landings of unmanned aerial vehicles at ports. [Means for solving the problem]

[0008] To solve the above problems, one embodiment of the present invention has the following configuration. That is, a takeoff and landing control system for an unmanned aerial vehicle in a takeoff and landing area, A derivation unit that derives the entry position into the takeoff and landing area based on the position of the unmanned aircraft in the vicinity of the takeoff and landing area, A determination unit that determines the terminal route between the aforementioned approach position and the position in the aforementioned takeoff and landing area where the unmanned aircraft will land, A control unit reserves the space constituting the terminal route and occupies the space when the unmanned aircraft lands within the takeoff and landing area, It has.

[0009] Another embodiment of the present invention has the following configuration: namely, a takeoff and landing control system for unmanned aerial vehicles in a takeoff and landing area, A deriving unit that derives the exit position from the first takeoff and landing area when the unmanned aircraft takes off, based on the flight path of the unmanned aircraft between the first takeoff and landing area from which the unmanned aircraft takes off and the second takeoff and landing area from which the unmanned aircraft lands, A determination unit that determines the terminal route between the exit position and the position where the unmanned aircraft is landing within the first takeoff and landing area, A control unit reserves the space constituting the terminal route and causes the unmanned aircraft to occupy the space when it takes off within the first takeoff and landing area, It has.

[0010] Another embodiment of the present invention has the following configuration: namely, a method for controlling the takeoff and landing of an unmanned aerial vehicle in a takeoff and landing area, A derivation step of deriving the entry position into the takeoff and landing area based on the position of the unmanned aircraft in the vicinity of the takeoff and landing area, A determination step of determining the terminal route between the aforementioned approach position and the position in the takeoff and landing area where the unmanned aircraft will land, A control step of reserving the space constituting the terminal route and causing the unmanned aircraft to occupy that space when it lands within the takeoff and landing area, It has.

[0011] Another embodiment of the present invention has the following configuration: namely, a method for controlling the takeoff and landing of an unmanned aerial vehicle in a takeoff and landing area, A derivation step of deriving the exit position from the first takeoff and landing area when the unmanned aircraft takes off, based on the flight route of the unmanned aircraft between the first takeoff and landing area from which the unmanned aircraft takes off and the second takeoff and landing area from which the unmanned aircraft lands, A determination step of determining the terminal route between the exit position and the position where the unmanned aircraft is landing within the first takeoff and landing area, A control step of reserving the space constituting the terminal route and causing the unmanned aircraft to occupy the space when it takes off within the first takeoff and landing area, It has.

[0012] Another embodiment of the present invention has the following configuration: namely, a program, Computers, A derivation unit that derives the entry position into the takeoff and landing area based on the position of the unmanned aircraft in the vicinity of the takeoff and landing area. A determination unit that determines the terminal route between the aforementioned approach position and the position in the takeoff and landing area where the unmanned aircraft will land. A control unit that reserves the space constituting the terminal route and causes the space to be occupied when the unmanned aircraft lands within the departure and arrival area. Function as.

[0013] Another aspect of the present invention has the following configuration. That is, a program that causes a computer to Based on the flight route of the unmanned aircraft between the first departure and arrival area from which the unmanned aircraft departs and the second departure and arrival area where the unmanned aircraft lands, a derivation unit that derives the exit position from the first departure and arrival area when the unmanned aircraft departs. A determination unit that determines a terminal route between the exit position and the position where the unmanned aircraft is landing within the first departure and arrival area. A control unit that reserves the space constituting the terminal route and causes the space to be occupied when the unmanned aircraft departs within the first departure and arrival area. Function as.

Advantages of the Invention

[0014] According to the present invention, it is possible to improve the safety of departure and arrival at the port of the unmanned aircraft.

Brief Description of the Drawings

[0015] [Figure 1] Schematic diagram showing a configuration example of a departure and arrival control system according to a first embodiment of the present invention [Figure 2] Block diagram showing a configuration example of a departure and arrival control server according to a first embodiment of the present invention [Figure 3] Block diagram showing a configuration example of an unmanned aircraft according to a first embodiment of the present invention [Figure 4] Conceptual diagram for explaining the configuration of a port according to a first embodiment of the present invention [Figure 5] Conceptual diagram for explaining the terminal route within a port according to a first embodiment of the present invention [Figure 6]Conceptual diagram illustrating the terminal route within a port according to the first embodiment of the present invention. [Figure 7] Conceptual diagram illustrating the terminal route within a port according to the first embodiment of the present invention. [Figure 8] Conceptual diagram illustrating the takeoff and landing of an unmanned aerial vehicle according to the first embodiment of the present invention. [Figure 9] Conceptual diagram illustrating the takeoff and landing of an unmanned aerial vehicle according to the first embodiment of the present invention. [Figure 10] Conceptual diagram illustrating the terminal route within a port according to the first embodiment of the present invention. [Figure 11] Conceptual diagram illustrating the flight route between ports according to the first embodiment of the present invention. [Figure 12] Conceptual diagram illustrating port monitoring according to the first embodiment of the present invention. [Figure 13] Conceptual diagram illustrating the topographic information of the flight area according to the first embodiment of the present invention. [Figure 14] Conceptual diagram illustrating the flight altitude inside and outside the port according to the first embodiment of the present invention. [Figure 15] Conceptual diagram illustrating the flight altitude within the port according to the first embodiment of the present invention. [Figure 16] Conceptual diagram illustrating the detour configuration around a port according to the first embodiment of the present invention. [Figure 17] Control sequence diagram during takeoff according to the first embodiment of the present invention [Figure 18] Control sequence diagram during landing according to the first embodiment of the present invention [Figure 19] Flowchart of terminal route determination process according to the first embodiment of the present invention [Figure 20] Flowchart of the terminal route activation process according to the first embodiment of the present invention [Figure 21] Flowchart of the deactivation process of terminal routes according to the first embodiment of the present invention [Modes for carrying out the invention]

[0016] Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings and other documents. The embodiments described below are merely examples for illustrating the present invention and are not intended to be interpreted as limiting the invention. Furthermore, not all configurations described in each embodiment are necessarily essential for solving the problems of the present invention. In each drawing, the same components are given the same reference numeral to indicate their correspondence. To avoid unnecessary redundancy and to facilitate understanding by those skilled in the art, some parts of the description may be omitted or simplified. For example, detailed explanations of already well-known matters or redundant explanations of substantially identical configurations may be omitted.

[0017] Furthermore, the embodiments described below assume a plurality of unmanned aerial vehicles (UAVs) and a plurality of takeoff and landing areas (hereinafter referred to as "ports") from which they can take off and land. The purpose of use of the UAVs is not particularly limited. For example, it may be for scheduled flights along predetermined flight routes between ports, or it may be for services such as parcel delivery. UAVs may be applied to a variety of fields and services. In addition, UAVs may be modified, adjusted, expanded, etc. as appropriate depending on the field or service to which they are applied.

[0018] <First Embodiment> [System Configuration] Figure 1 is a schematic diagram showing an example configuration of a takeoff and landing control system (operation system) according to the first embodiment of the present invention. In the takeoff and landing control system 1, the takeoff and landing control server 100, the unmanned aerial vehicle 200, and the cooperation system 300 are configured to communicate with each other via a network NW.

[0019] The takeoff and landing control server 100 is a device for controlling the takeoff and landing of unmanned aerial vehicles 200 at multiple pre-installed ports. The takeoff and landing control server 100 manages information on each of the multiple unmanned aerial vehicles 200, as well as spatial information of the flight area including the multiple ports. The takeoff and landing control server 100 also collects various information related to takeoff and landing control by sending and receiving data with the coordinating system 300.

[0020] Furthermore, some or all of the functions described later may be provided on the unmanned aerial vehicle 200 side or on the cooperating system 300 side that can be linked via a network NW. The takeoff and landing control server 100 may be configured on-premises using a general-purpose computer such as a workstation or personal computer, or it may be logically implemented by cloud computing. In this embodiment, for the sake of explanation, one takeoff and landing control server 100 is given as an example, but it is not limited to this and there may be multiple servers. In addition, the takeoff and landing control system 1 may be configured to include servers with different roles, such as an authentication server and a database server.

[0021] An unmanned aerial vehicle (UAV) 200 is an aircraft such as a drone that can fly a predetermined route under manual or automatic control. The type and specifications of the UAV 200 are not particularly limited. In the example in Figure 1, three UAVs 200a, 200b, and 200c are shown, but many more UAVs may be used. The specifications and functions of multiple UAVs 200 may differ or be the same. For convenience, they will be described collectively as UAV 200 here. When it is necessary to explain the same type of component separately, a subscript (a, b, ...) will be added.

[0022] The collaborative system 300 is an external system that functions in cooperation with the takeoff and landing control server 100 via a network NW. The collaborative system 300 may, for example, have the function of collecting information related to monitoring the area around the port, as described later, and providing it to the takeoff and landing control server 100. The collaborative system 300 may also provide information about the airframe of the unmanned aerial vehicle 200, or information about spatial voxels (hereinafter also simply referred to as "voxels") for defining the three-dimensional space, as described later. Although only one collaborative system 300 is shown, it is not limited to this configuration and may be composed of one or more devices depending on the function and service.

[0023] A network (NW) consists of the Internet, intranet, wireless LAN (Local Area Network), WAN (Wide Area Network), Bluetooth®, Wi-Fi®, mobile phone communication networks, etc. The communication standards and wired / wireless connections related to the network (NW) are not particularly limited, and a network (NW) may be composed of a combination of multiple communication standards.

[0024] Figure 2 is a block diagram showing an example of the functional configuration of the takeoff and landing control server 100 according to this embodiment. The takeoff and landing control server 100 is composed of a control unit 110, a storage unit 130, and a communication unit 140. Each part is configured to communicate with each other via an internal bus or the like.

[0025] The control unit 110 is responsible for controlling the operation of the takeoff and landing control server 100. The control unit 110 is composed of, for example, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), an NPU (Neural Network Processing Unit), etc., and provides various functions by reading and executing various programs and data stored in the memory unit 130. The control unit 110 functions as, for example, a data management unit 111, a data collection unit 112, a port setting unit 113, a flight route setting unit 114, a nearest contact extraction unit 115, a terminal route setting unit 116, a flight altitude setting unit 117, a space reservation unit 118, an obstacle detection unit 119, a port monitoring unit 120, a terrain information setting unit 121, a flight instruction unit 122, a display control unit 123, and a communication control unit 124.

[0026] The data management unit 111 manages the recording, retrieval, and updating of data in the various databases (hereinafter referred to as "DBs") configured in the storage unit 130. Examples of data managed in each DB will be described later.

[0027] The data collection unit 112 collects data from each of the multiple unmanned aerial vehicles 200 and the coordinating system 300, including data to be stored in the various databases (DBs) configured in the storage unit 130 and data necessary for processing. The data to be collected may be obtained by the takeoff and landing control server 100 querying an external device, or it may be periodically transmitted from an external device to the takeoff and landing control server 100.

[0028] The port configuration unit 113 sets information regarding the ports on which the unmanned aerial vehicle 200 will take off and land. Details of the port configuration will be described later.

[0029] The flight route setting unit 114 sets the flight route between ports on which the unmanned aerial vehicle 200 will fly. In this embodiment, the flight path of the unmanned aerial vehicle 200 between ports is referred to as the "flight route." The flight path of the unmanned aerial vehicle 200 within a port is referred to as the "terminal route." Examples of flight routes and terminal routes will be described later.

[0030] The nearest contact point derive unit 115 derives the nearest contact point based on the relationship between the position of the unmanned aerial vehicle 200 and the position of the port. The nearest contact point corresponds to the position for the unmanned aerial vehicle 200 to enter the port area during landing, or the position for it to exit the port during takeoff. Examples of nearest contact points will be described later.

[0031] The terminal route setting unit 116 sets the terminal route, which is the flight path of the unmanned aerial vehicle 200 within the port. The terminal route setting unit 116 sets the terminal route based on the nearest nearest contact derived by the nearest nearest contact derivation unit 115 and the location of the spot, which is the position where the unmanned aerial vehicle 200 takes off and lands within the port.

[0032] The flight altitude setting unit 117 sets the altitude at which the unmanned aerial vehicle 200 can fly (hereinafter referred to as "flight altitude"). The flight altitude varies depending on the area in which the unmanned aerial vehicle 200 flies (hereinafter also referred to as "flight area"), and is defined, for example, by the presence of targets or by a predetermined area (for example, inside or outside a port).

[0033] The space reservation unit 118 reserves voxels that constitute the terminal route set up within the port. An example of a reservation will be described later, but once the reserved voxel is occupied, it becomes possible for the unmanned aerial vehicle 200 to take off and land within the port by passing through that voxel.

[0034] The obstacle detection unit 119 determines whether there are obstacles within the port. In this embodiment, "obstacles" include all things that could hinder the flight of the unmanned aerial vehicle 200 through contact, approach, etc. Note that obstacle detection is not limited to within the port, but may be performed in the space in which the unmanned aerial vehicle 200 can fly.

[0035] The port monitoring unit 120 collects and monitors status information for each port. For example, the port monitoring unit 120 collects information in real time to determine weather conditions and human access to the port. Examples of monitoring will be described later using Figure 12 and other references.

[0036] The terrain information setting unit 121 collects and sets the area in which the unmanned aerial vehicle 200 can fly, as well as terrain information for that area. The terrain information may include, for example, latitude, longitude, altitude, elevation above sea level, terrain characteristics, and climate.

[0037] The flight instruction unit 122 provides flight instructions to the unmanned aerial vehicle 200. In this embodiment, in particular, regarding takeoffs and landings to and from ports, instructions to approach / exit ports, notification of terminal routes, and instructions to wait around ports may be transmitted and received as flight instructions.

[0038] The display control unit 123 performs display control related to the takeoff and landing control of the unmanned aerial vehicle 200. For example, the display control unit 123 configures a screen (not shown) that displays the real-time positions of multiple unmanned aerial vehicles 200, the flight routes assigned to the unmanned aerial vehicles 200, the locations of ports, etc. For example, the display control unit 123 may provide the aviation manager with UI (User Interface) screen data for display.

[0039] The communication control unit 124 controls communication with external devices (for example, an unmanned aerial vehicle 200 or a collaborative system 300) and transmits and receives data.

[0040] The memory unit 130 is a storage device for storing programs, data, etc., for executing various control processes and functions within the control unit 110. The memory unit 130 is composed of volatile / non-volatile storage devices such as RAM (Random Access Memory), ROM (Read Only Memory), HDD (Hard Disk Drive), and flash memory. The memory unit 130 includes a database (DB) for managing data corresponding to the functions described later.

[0041] Program 131 is a program corresponding to each function provided by the takeoff and landing control server 100 according to this embodiment. Program 131 may include various parameters and data required for control. Each part provided by the control unit 110 is realized by executing Program 131.

[0042] The spatial information DB132 manages voxels, defined in correspondence with the real space in which the unmanned aerial vehicle 200 can fly, as spatial information in three dimensions. An example of the configuration of voxels, which constitute spatial information, will be described later.

[0043] Port DB133 manages information on ports from which the unmanned aerial vehicle 200 can take off and land (hereinafter also referred to as "port information"). Port information may consist of, for example, the location and range of the port, information on the spots set up within the port, and information on the voxels set up in the port.

[0044] The unmanned aerial vehicle (UAV) DB134 manages information on UAVs 200 that take off from and land at the port (hereinafter also referred to as "UAV information"). The UAV information may consist of, for example, identification information, size, function, and administrator information for each UAV.

[0045] Route DB135 manages information on generated flight routes and / or terminal routes (hereinafter also referred to as "route information"). Route information may include, for example, waypoints such as departure point, arrival point, and waypoints, voxels that make up the route, and the status of the route. Information regarding the status of the route may include, for example, information on the reservation of voxels that make up the route, information on their occupancy status (enabled / deactivated), and history information on whether the route has been used or not.

[0046] The terrain information DB136 manages terrain information for the area where the unmanned aerial vehicle 200 can fly. The terrain information may include, for example, latitude, longitude, altitude, terrain shape, terrain characteristics, and information on landmarks and obstacles. Examples of terrain information will be described later.

[0047] The communication unit 140 is a communication interface for communicating with external devices via a network NW. The communication unit 140 may be configured to support multiple communication standards depending on the configuration of the network NW.

[0048] The above configurations of each component and database are merely examples and are not limiting. For example, multiple components or databases may be combined into one, or one component or database may be divided into multiple components. Furthermore, components corresponding to additional functions provided by the takeoff and landing control server 100 may be provided.

[0049] Figure 3 is a block diagram showing an example of the functional configuration of the unmanned aerial vehicle 200 according to this embodiment. The unmanned aerial vehicle 200 is composed of a control unit 210, a storage unit 220, a camera 230, a sensor 240, a communication unit 250, a drive unit 260, a battery 270, and an external IF (Interface) 280.

[0050] The control unit 210 is responsible for controlling the operation of the unmanned aerial vehicle 200. The control unit 210 is composed of, for example, a CPU (Central Processing Unit), a microcontroller, and dedicated circuits. The control unit 210 provides various functions by reading and executing various programs and data stored in the memory unit 220.

[0051] The memory unit 220 is a storage device for storing programs, data, and other information necessary for executing various control processes and functions of the control unit 210. The memory unit 220 is composed of volatile / non-volatile storage devices such as RAM (Random Access Memory), ROM (Read Only Memory), HDD (Hard Disk Drive), and flash memory.

[0052] Camera 230 is an imaging unit for capturing images of the area surrounding the unmanned aerial vehicle 200. The surrounding images may be still images or moving images. Furthermore, setting parameters for shooting, such as the shooting range, shooting direction, and shooting timing, may be adjustable as appropriate.

[0053] Sensor 240 is a detection unit for acquiring information about the surroundings of the unmanned aerial vehicle 200. Examples of sensors include inertial measurement units (IMUs) such as gyro sensors and accelerometers, position sensors using GNSS (Global Navigation Satellite System) such as GPS (Global Positioning System), barometric pressure sensors, ultrasonic sensors, and geomagnetic sensors.

[0054] The communication unit 250 is a communication interface for communicating with external devices via a network NW. The communication unit 250 may be configured to support multiple communication standards depending on the configuration of the network NW. Examples of external devices that communicate with the unmanned aerial vehicle 200 may be a take-off and landing control server 100 or a controller (not shown) for manually operating the unmanned aerial vehicle 200.

[0055] The drive unit 260 is the part that is driven when the unmanned aerial vehicle 200 performs flight maneuvers, and is operated under the control of the control unit 210. The drive unit 260 is composed of, for example, a propeller, a motor, an ESC (Electric Speed ​​Controller), etc. Multiple units of each component constituting the drive unit 260 may be provided depending on their specifications and functions.

[0056] Battery 270 is the power source for the unmanned aerial vehicle 200. Battery 270 may be configured to be removable. External IF280 is an interface for connecting to various devices, and may be an interface for connecting to external components, for example.

[0057] The unmanned aerial vehicle 200 according to this embodiment may have various sizes and structures depending on its specifications and functions. Therefore, the takeoff and landing control in this embodiment is performed assuming various variations of the unmanned aerial vehicle 200.

[0058] [Port Configuration] This section describes the ports used by the unmanned aerial vehicle 200 according to this embodiment for takeoff and landing. Multiple ports are pre-installed at various locations. The size and range of each port are not particularly limited and may differ from one another. In the figures used in the following description, a three-dimensional space is represented using a coordinate system with three axes (X, Y, and Z axes), and these axes correspond to each other. The origin of the coordinate system and the orientation of the axes are not particularly limited. Furthermore, the position information values ​​described later may be shown in absolute coordinates or relative coordinates.

[0059] Figure 4 is a conceptual diagram illustrating the overview of ports that are set as areas where the unmanned aerial vehicle 200 according to this embodiment can take off and land. Multiple ports are set, and their port information is managed in the port DB 133 of the takeoff and landing control server 100.

[0060] Figure 4(a) shows port 400 and area 410 outside of it. A flight route for the unmanned aerial vehicle 200 is set in area 410 outside of port 400. Port 400 and area 410 outside of it are each defined in a three-dimensional space using voxels. Within port 400, terminal routes within port 400 are set by combining voxels of a predetermined unit size. In the example in Figure 4(a), an example of port 400 with a size of X×Y×Z=6×5×5 is shown using voxels of a predetermined unit size. Multiple unit sizes of voxels are defined to define the position within port 400. The unit size of the voxels is switched according to the size of the unmanned aerial vehicle 200 taking off and landing. In other words, the terminal route corresponding to the unmanned aerial vehicle 200 is set using a voxel unit size that is adapted to the size of the unmanned aerial vehicle 200 taking off and landing at port 400.

[0061] As shown in Figure 4(b), one or more spots 402 are set within port 400. In the example in Figure 4(b), three spots 402a, 402b, and 402c are set. Spots 402 serve as takeoff and landing positions for the unmanned aerial vehicle 200. Separate spots may be provided for landing and for takeoff. In addition, conditions (size, etc.) for the unmanned aerial vehicle 200 that can take off and land may be set for each spot. In the example in Figure 4(b), circular spots are set, and these may be specified by parameters such as the latitude, longitude, altitude, and radius of the center position. Note that the shape of the spots is not limited to circles, and may be specified by any shape such as rectangles.

[0062] Figure 5 is a diagram illustrating the takeoff, landing, and terminal route of an unmanned aerial vehicle (UAV) 200 at port 400. Assume that the UAV 200 approaches port 400 by flying along a predetermined flight path and is positioned at a waiting position 411 (waypoint) around port 400. As shown in Figure 5(a), the nearest nearest point 403, which is the voxel closest to the waiting position 411, is identified from among the multiple voxels that make up port 400. Furthermore, the terminal route 405 from the nearest nearest point 403 to the landing position spot 402 is determined. The unit size of the voxel here is set based on the size of the waiting UAV 200, etc. In other words, a voxel unit size that can contain the UAV 200 is used. To put it another way, for smaller UAVs, a smaller voxel unit size is used to set the nearest nearest point 403 and terminal route 405.

[0063] Figure 5(b) shows an example of a terminal route 405 set up within port 400. Terminal route 405 is the flight path between spot 402 and nearest neighbor 403. Although Figure 5(a) uses landing as an example, terminal routes are set up similarly during takeoff. The nearest neighbor voxel during takeoff is determined based on the direction and relative position of the destination and flight path.

[0064] Figure 6 shows examples of the terminal route 405 shown in Figure 5 when viewed along the horizontal (X-axis) and vertical (Z-axis) directions. Figure 6(a) shows the terminal route 405 when port 400 is viewed vertically, with the voxels constituting the terminal route 405 shown in black. Figure 6(b) shows the terminal route 405 when port 400 is viewed horizontally, with the voxels constituting the terminal route 405 shown in black.

[0065] As shown in Figure 6, the voxels constituting the terminal route 405 set within port 400 and the voxels constituting the flight route set outside port 400 may have different unit sizes. In order to effectively utilize the space within port 400 when multiple unmanned aerial vehicles 200 take off and land, it is preferable to use voxels with smaller unit sizes within port 400. That is, the distance between unmanned aerial vehicles 200 may be closer within port 400. Therefore, in this embodiment, space reservation and voxel occupation control are performed within port 400. Details will be described later.

[0066] Figure 7 shows an example of a terminal route 405 configured within port 400. Figure 7(a) shows an example where two terminal routes 405a and 405b are configured. Using these terminal routes 405a and 405b, separate unmanned aerial vehicles 200 can land at spots within port 400. In this case, since the voxels that make up terminal routes 405a and 405b do not overlap, the two unmanned aerial vehicles 200 can land at spots within port 400 simultaneously using terminal routes 405a and 405b.

[0067] Figure 7(b) shows an example where an obstacle 406 exists within port 400, resulting in an overlap between the voxel in which the obstacle 406 is located and the voxels constituting terminal route 405c. In this case, terminal route 405c is unusable, and landing via terminal route 405c is impossible. Furthermore, the unmanned aerial vehicle 200 is controlled to prevent it from entering port 400 in a way that would utilize terminal route 405c.

[0068] Figure 8 is a schematic diagram illustrating takeoff from port 400. Figure 8 shows two terminal routes 405a and 405b, similar to those in Figure 7(a). As shown in Figure 8(a), the unmanned aerial vehicle 200a is configured to take off via terminal route 405a, and further, a flight route 412a is configured outside port 400 to connect to terminal route 405a. Upon the availability of terminal route 405a, the unmanned aerial vehicle 200a performs a takeoff maneuver. Then, as shown in Figure 8(b), the unmanned aerial vehicle 200a exits port 400 via terminal route 405a and proceeds along flight route 412a towards its destination (e.g., landing port).

[0069] Figure 9 is a schematic diagram illustrating landing at port 400. Similar to Figure 7(a), Figure 9 also has two terminal routes, 405a and 405b. As shown in Figure 9(a), the unmanned aerial vehicle (UAV) 200b has a flight route 412b set outside port 400 to reach port 400, and further, a terminal route 405b is set inside port 400 to connect to flight route 412b. The UAV 200b performs the landing operation when terminal route 405b becomes available. Until terminal route 405b becomes available, the UAV 200b waits at a waiting position within flight route 412b around port 400. Then, as shown in Figure 9(b), the UAV 200b enters port 400 and lands at the spot along terminal route 405b. As described above, multiple terminal routes, composed of non-overlapping voxels, can be used simultaneously. Therefore, for example, the takeoff operation of the unmanned aerial vehicle 200a shown in Figure 8 and the landing operation of the unmanned aerial vehicle 200b shown in Figure 9 may be performed simultaneously.

[0070] Figure 10 is a schematic diagram illustrating an example where voxels overlap across multiple terminal routes. Here, we will explain using an example viewed along the vertical direction of port 400. Figure 10(a) shows an example where two terminal routes 1002 and 1003 are configured, and the landing spot 1001a overlaps. In this case, the two terminal routes 1002 and 1003 are not made available simultaneously, but are controlled to become available one at a time in sequence.

[0071] Figure 10(b) shows a state where two terminal routes 1004 and 1005 are configured. Terminal route 1004 has spot 1001c as its landing location, and terminal route 1005 has spot 100b as its landing location. The two terminal routes 1004 and 1005 do not overlap in nearest neighbors or spots, but some of the voxels that make them up overlap. In this case, the two terminal routes 1004 and 1005 are not available simultaneously, but are controlled to become available one at a time sequentially.

[0072] Figure 11 is a schematic diagram illustrating the route of the unmanned aerial vehicle 200 between ports. Here, an example of a route for takeoff and landing from takeoff port 1100 to landing port 1110 is shown. Within takeoff port 1100, a terminal route is set up connecting spot 1101, waypoint 1102, and nearest neighbor 1103. Within landing port 1110, a terminal route is set up connecting nearest neighbor 1113, waypoint 1112, and spot 1111. Furthermore, between takeoff port 1100 and landing port 1110, a flight route is set up connecting takeoff port 1100 (nearest neighbor 1103) to waypoint 1120, waypoint 1121, waypoint 1122, and landing port 1110 (nearest neighbor 1113).

[0073] The unmanned aerial vehicle 200 takes off from spot 1101 at takeoff port 1100 when the terminal route set up at takeoff port 1100 becomes available. The unmanned aerial vehicle 200 then exits takeoff port 1100 via nearest neighbor 1103 along the terminal route set up within takeoff port 1100. After that, it flies along the flight route set up between takeoff port 1100 and landing port 1110 to a waiting position. This waiting position is set up around landing port 1110, and a waypoint 1122 at a predetermined distance from landing port 1110 may be used.

[0074] Then, in response to the availability of the terminal route set up for landing port 1110, the unmanned aerial vehicle 200 approaches landing port 1110 via nearest neighbor 1113 and lands at spot 1111 within landing port 1110 along the terminal route. Flight between ports and takeoffs and landings within ports are performed as shown in Figure 11.

[0075] Terminal routes used during takeoff and landing at ports are reserved in advance, with the voxels constituting the terminal route being associated with the unmanned aerial vehicle (UAV). When an UAV is granted permission to use the terminal route, it is controlled to occupy the voxels constituting that terminal route. Here, "occupation" means controlling it so that other UAVs cannot use it, resulting in exclusive control. This prevents collisions and contacts between UAVs. The order in which terminal routes are permitted may be based on the reservation order or on predetermined permission conditions.

[0076] Figure 12 is a conceptual diagram illustrating the monitoring of port 400. In this embodiment, equipment is installed to acquire information about the surrounding area of ​​port 400 in order to monitor port 400. For example, a camera 500 is installed to acquire images of port 400, and a sensor 600 is installed to acquire environmental information about port 400. The surrounding information acquired by the sensor 600 may include information such as wind speed, wind direction, precipitation, snow depth, temperature, humidity, weather, and radio wave conditions. The camera 500 and sensor 600 may be configured as part of the coordinating system 300.

[0077] Information acquired from these devices is provided to the takeoff and landing control server 100 via the network NW. This information may be provided periodically by the devices to the takeoff and landing control server 100, or the system may be configured to collect various information based on instructions from the takeoff and landing control server 100.

[0078] As described above, port 400 can be represented in three-dimensional space using voxels of multiple unit sizes. When monitoring port 400, for example, if entry of person 1202 into port 400 is detected, the use of voxels corresponding to the area where the entry occurred and the surrounding areas (e.g., areas 1203 and 1204) may be prohibited. In other words, areas that are unaffected or only slightly affected by person 1202's entry (e.g., area 1201 where a spot is set) may be made available for use. Furthermore, if the environmental information obtained by sensor 600 exceeds a predetermined threshold, the use of port 400 for takeoffs and landings may be prohibited. The scope of these prohibited uses, i.e., the range of voxels whose use is prohibited, may be adjusted based on the information obtained through monitoring and predetermined conditions.

[0079] In the example above, a configuration was shown in which multiple areas constituting a port are dynamically controlled as available or unavailable based on monitoring information. However, this is not the only configuration; areas that are always unavailable may also be set within the port. Such areas may be set to represent, for example, fixed objects placed within the port.

[0080] [Terrain information] Figure 13 is a conceptual diagram illustrating the topographic information and flight altitude of the flight area in which the unmanned aerial vehicle 200 will fly. Figure 13(a) shows an example in which map information 1300 corresponding to the flight area is divided into sections of a predetermined size. Each flight area is associated with topographic information such as latitude, longitude, altitude, range, and topographic characteristics. Furthermore, each flight area is associated with area information such as minimum and maximum flight altitude. The size of the sections used to divide the flight area is not particularly limited and may be adjusted according to topographic characteristics such as altitude differences within the range. In the example in Figure 13(a), the map information 1300 is shown to be divided using two different sizes of sections 1301 and 1302, indicated by dashed lines.

[0081] Figure 13(b) is a conceptual diagram showing the minimum and maximum flight altitudes for each flight area when the terrain is viewed horizontally. Figure 13(b) shows an example of three divided flight areas 1310a, 1310b, and 1310c. As shown in Figure 13(b), the terrain 1320, which corresponds to the ground surface, is not necessarily horizontal, and its altitude varies depending on the location. Therefore, in this embodiment, the maximum flight altitude 1311 and the minimum flight altitude 1312 are set according to the terrain of each flight area.

[0082] The maximum flight altitude 1311 indicates the highest altitude at which the unmanned aerial vehicle 200 can fly within the flight area. The minimum flight altitude 1312 indicates the lowest altitude at which the unmanned aerial vehicle 200 can fly within the flight area. The maximum flight altitude 1311 and minimum flight altitude 1312 may be set at predetermined heights from the ground surface. Furthermore, the set values ​​for the maximum flight altitude 1311 and minimum flight altitude 1312 may be adjusted depending on the shape of the ground surface, etc. In addition, the set values ​​for the maximum flight altitude 1311 and minimum flight altitude 1312 may be adjusted depending on the presence and arrangement of landmarks such as buildings included in each flight area.

[0083] Figure 14 is a conceptual diagram illustrating the setting of flight routes. Figure 14(a) shows examples of three flight areas 1400a, 1400b, and 1400c outside the port, each with a maximum flight altitude of 1401a-1401c and a minimum flight altitude of 1402a-1402c. In this example as well, terrain 1405 shows an example of a non-horizontal surface.

[0084] In each flight area, the flight route is controlled to be set at an altitude between the minimum and maximum flight altitudes. For example, flight route 1403 can be set as a flight route that passes through three flight areas 1400a, 1400b, and 1400c. On the other hand, flight routes that pass at altitudes lower than the minimum flight altitude, such as flight route 1404, cannot be set.

[0085] Figure 14(b) shows examples of three flight areas 1410a, 1410b, and 1410c within a port, each with a maximum flight altitude of 1411a-1411c and a minimum flight altitude of 1412a-1412c. The terrain 1415, for example, may not be level even at the location where the port is set.

[0086] In each flight area, the restriction on minimum flight altitude for takeoffs and landings at ports is lifted. Note that the maximum flight altitude may differ between flight areas with ports and those without. For example, in a flight area where a port is located, the maximum flight altitude may be set higher than the port's range. Also, in flight areas surrounding ports, an altitude range may be set for the position where the unmanned aerial vehicle 200 waits before entering the port.

[0087] In each flight area, when the unmanned aerial vehicle 200 takes off or lands, a terminal route is set up to connect the spot (the takeoff / landing position) with the nearest nearest voxel mentioned above, at altitudes below the maximum flight altitude of 1411. For example, when passing through flight area 1410a within a port, terminal route 1413 is set up. Similarly, when passing through flight areas 1410b and 1410c within a port, terminal route 1414 is set up.

[0088] Figure 15 is a conceptual diagram illustrating voxels corresponding to terminal routes. Here, we will explain using the example of terminal routes 1413 and 1414 shown in Figure 14(b). As shown in Figure 15(a), terminal routes 1413 and 1414 during takeoff and landing are set using voxels 1500a and 1500b. In this case, since it is assumed that the terrain is not horizontal, as in terrain 1415, the altitude during takeoff and landing, i.e., the voxel used as the terminal route, is adjusted according to the terrain information. Note that the altitude of the spot that will be the takeoff and landing position may be set with an allowable error for control during takeoff and landing, within a range that does not cause malfunctions, etc., according to the specifications of the unmanned aerial vehicle 200.

[0089] Furthermore, as shown in Figure 15(b), the takeoff and landing positions may be specified below the actual altitude of the terrain 1415. For example, errors may occur between the actual ground surface altitude and the calculated altitude due to factors such as detection errors in the sensors 240 of the unmanned aerial vehicle 200 or calculation errors when setting the terminal route. In such cases, the takeoff and landing positions may be adjusted based on the terrain information so that they are above the actual altitude of the terrain 1415. For example, if the specified landing position is position 1501, voxel 1500a is identified after being adjusted to position 1502 based on the terrain information. Similarly, if the specified takeoff position is position 1503, voxel 1500b is identified after being adjusted to position 1504 based on the terrain information. In other words, adjustments are made so that voxels corresponding to space below the ground surface are not set as voxels used as terminal routes. Whether or not adjustments to the voxels used as terminal routes, taking such topographic information (altitude) into account, may be determined based on the specifications of the unmanned aerial vehicle 200, or based on environmental information around the port.

[0090] In this embodiment, the terminal route setting for each port is performed by the takeoff and landing control server 100. Conversely, the flight route setting may be performed by the takeoff and landing control server 100 or by another server. When another server determines the flight route, it cooperates with the takeoff and landing control server 100 to share information such as the flight route and the waiting position before entering the port. Furthermore, the method for generating the flight route is not particularly limited, and any method may be used.

[0091] Figure 16 is a conceptual diagram illustrating an example of setting a flight route around a port. An unmanned aerial vehicle (UAV) may pass around ports where it does not take off or land (hereinafter referred to as "unused ports") in the area between its departure point and destination. In such cases, the UAV's flight route should be set to avoid the area around the unused port. For example, since other UAVs may be waiting around unused ports, this is useful in minimizing collisions with them.

[0092] For example, the range from the area defining port 1600 to a predetermined distance X1 is defined as the range where the standby position of unmanned aerial vehicles (UAVs) using port 1600 is set. In this case, UAVs that do not use port 1600 set their flight routes in an area outside the predetermined distance X1. In this example,

[0093] The flight path to avoid unused ports may be set to pass over the side of port 1600, as shown in flight path 1601a in Figure 16, or it may be set to pass over port 1600, as shown in flight path 1601b. Different X1 values ​​may be set for the top and side.

[0094] One method for generating flight routes that avoid unused ports is to set a high cost for the voxels corresponding to the unused port and its surrounding area. When setting the flight route from the origin to the destination, the system may be controlled to select from multiple candidate flight routes to achieve a low cost. The cost setting is not particularly limited; it should be set so that the cost of voxels within and around the unused port is relatively higher than the cost of other spatial voxels.

[0095] [Processing Sequence] The processing sequence according to this embodiment will be explained using Figures 17 and 18. The entity that executes each process shown in the processing sequence below executes the process in response to an external request or at a predetermined timing. Each process may be realized, for example, by the control units of each device shown in Figures 2 and 3 acting as parts that provide each function, but here, for the sake of simplicity, the processing entities will be described comprehensively.

[0096] (During takeoff) Figure 17 is a sequence diagram of the process when an unmanned aerial vehicle (UAV) 200 takes off from a takeoff port. This processing sequence may start when the UAV 200 is positioned in a spot within the takeoff port and its functions are activated. The process in Figure 17 is executed for each of the multiple UAVs 200 when each of them takes off from the takeoff port.

[0097] In step S1701, the unmanned aerial vehicle 200 notifies the takeoff and landing control server 100 of flight information. This flight information may include the identification information, position information, and detection information from the sensor 240 of the unmanned aerial vehicle 200.

[0098] In step S1702, the takeoff and landing control server 100 identifies the unmanned aerial vehicle 200 based on the flight information notified by the unmanned aerial vehicle 200. The information of the unmanned aerial vehicle 200 is registered in the unmanned aerial vehicle DB 134, and the takeoff and landing control server 100 can uniquely identify the unmanned aerial vehicle 200 by referring to this database.

[0099] In step S1703, the takeoff and landing control server 100 determines the takeoff port and landing port of the unmanned aerial vehicle 200 identified in step S1702. The takeoff port may be identified from the current position information of the unmanned aerial vehicle 200. The landing port may be a port that has been pre-set as the destination. Here, we will explain assuming a direct flight from the landing port to the destination takeoff port, but we are not limited to this. For example, if the aircraft is heading from the takeoff port to the final destination port via multiple ports (takeoff / landing), each port may be identified.

[0100] In step S1704, the takeoff and landing control server determines the flight route from the takeoff port identified in step S1703 to the landing port. The method for generating the flight route is not particularly limited, and any method may be used. For example, as explained using Figures 13 and 14, the flight route may be a route consisting of voxels that connect the departure point and destination in the shortest possible way, within the range of the minimum and maximum flight altitudes in each flight area. Alternatively, as described above, the flight route may be generated based on the costs set for the voxels that make up the flight area.

[0101] In step S1705, the takeoff and landing control server 100 determines the terminal route for takeoff from the takeoff port. Details of the terminal route determination process will be described later using Figure 19.

[0102] In step S1706, the takeoff and landing control server 100 makes a takeoff reservation by making a reservation for the voxels that make up the terminal route determined in step S1705. Since the terminal route is made up of multiple voxels, all of these multiple voxels are reserved so that they are occupied at the same time. At this time, the takeoff and landing control server 100 may determine whether there are any voxels with overlapping obstacles among the multiple voxels that make up the specified terminal route. In that case, if there are voxels with overlapping obstacles, the server may temporarily suspend the reservation or cancel the reservation and generate the terminal route again in step S1705.

[0103] In step S1707, the takeoff and landing control server 100 performs activation processing for the terminal route reserved in step S1706. Details of the terminal route activation processing will be described later with reference to Figure 20. In this embodiment, "activation" means that a certain unmanned aerial vehicle 200 occupies multiple voxels that constitute a terminal route within a port. As a result, these multiple voxels that constitute this activated terminal route become unavailable to other unmanned aerial vehicles. On the other hand, "deactivation" means that the activated state for a voxel is released, and it becomes unoccupied.

[0104] In step S1708, the takeoff and landing control server 100 issues a takeoff instruction to the unmanned aerial vehicle 200 in response to the activation of the terminal route in step S1707, i.e., the availability of the unmanned aerial vehicle 200 for use. This takeoff instruction includes terminal route information, such as the location of the voxels to be traversed and the nearest neighbor (exit position). If, after activating the terminal route, monitoring information from the takeoff port indicates that takeoff is not possible, or that the voxels become unavailable, the takeoff and landing control server 100 may send an instruction to abort the landing to the unmanned aerial vehicle 200. The monitoring information is collected from various devices installed around the port, as shown in Figure 12.

[0105] In step S1709, the unmanned aerial vehicle 200 performs flight control to exit the takeoff port along the terminal route, based on instructions from the takeoff and landing control server 100.

[0106] In step S1710, when the unmanned aerial vehicle 200 leaves the takeoff port, it notifies the takeoff and landing control server 100 of this fact. The unmanned aerial vehicle 200 and the takeoff and landing control server 100 may be configured to communicate periodically and send and receive flight information as needed. Subsequently, the unmanned aerial vehicle 200 flies along the flight route determined in step S1704 toward the landing port determined in step S1703.

[0107] In step S1711, the takeoff and landing control server 100, in response to receiving a notification from the unmanned aerial vehicle 200 in step S1710, performs a process to deactivate the voxel that the unmanned aerial vehicle 200 had occupied as a terminal route for takeoff. Details of the terminal route deactivation process will be described later with reference to Figure 21. Then, this processing flow ends.

[0108] (During landing) Figure 18 is a sequence diagram of the process when an unmanned aerial vehicle 200 lands at a landing port. This processing sequence may be initiated when the unmanned aerial vehicle 200 is flying along its flight path and approaching the vicinity of the landing port. The process in Figure 18 is executed for each of the multiple unmanned aerial vehicles 200 when each of them lands at a landing port.

[0109] In step S1801, the unmanned aerial vehicle 200 notifies the takeoff and landing control server 100 of flight information. This flight information may include the identification information, position information, and detection information from the sensor 240 of the unmanned aerial vehicle 200.

[0110] In step S1802, the takeoff and landing control server 100 identifies the unmanned aerial vehicle 200 based on the flight information notified by the unmanned aerial vehicle 200. The information of the unmanned aerial vehicle 200 is registered in the unmanned aerial vehicle DB 134, and the takeoff and landing control server 100 can uniquely identify the unmanned aerial vehicle 200 by referring to this database.

[0111] In step S1803, the takeoff and landing control server 100 identifies the landing port for the unmanned aerial vehicle 200, which was identified in step S1802. Furthermore, the takeoff and landing control server 100 also identifies the location of the spot within the landing port where the unmanned aerial vehicle 200 will land. The spot may be predetermined, or an available spot may be selected from among the spots of a suitable size within the landing port, based on the size of the unmanned aerial vehicle 200.

[0112] In step S1804, the takeoff and landing control server 100 instructs the unmanned aerial vehicle 200 to wait in the vicinity of the landing port. The waiting position here may be outside the landing port but within a predetermined range from the landing port. Furthermore, it is desirable that the waiting position be within a voxel that constitutes the flight path.

[0113] In step S1805, the unmanned aerial vehicle 200 performs standby control (hovering) at a predetermined position based on instructions from the takeoff and landing control server 100.

[0114] In step S1806, the takeoff and landing control server 100 determines the terminal route for landing at the landing port. Details of the terminal route determination process will be described later with reference to Figure 19.

[0115] In step S1807, the takeoff and landing control server 100 makes a landing reservation by making reservations for the voxels that constitute the terminal route determined in step S1806. Since the terminal route consists of multiple voxels, all of these voxels are reserved so that they are occupied at the same time. At this time, the takeoff and landing control server 100 may determine whether there are any voxels with overlapping obstacles among the multiple voxels that constitute the specified terminal route. In that case, if there are voxels with overlapping obstacles, the server may temporarily suspend the reservation, cancel the reservation, or prohibit the reservation, and then generate a new terminal route in step S1806.

[0116] In step S1808, the takeoff and landing control server 100 performs the terminal route activation process reserved in step S1807. Details of the terminal route activation process will be described later with reference to Figure 20.

[0117] In step S1809, the takeoff and landing control server 100 issues a landing instruction to the unmanned aerial vehicle 200 in response to the activation of the terminal route in step S1808, i.e., the availability of the unmanned aerial vehicle 200 for use. This landing instruction includes terminal route information, such as the location of the voxels to be traversed and the nearest approach point (approach position). If, after activating the terminal route, monitoring information from the landing port indicates that takeoff is not possible or that the voxels are unavailable, the takeoff and landing control server 100 may send an instruction to abort the takeoff to the unmanned aerial vehicle 200. The monitoring information is collected from various devices installed around the port, as shown in Figure 12.

[0118] In step S1810, the unmanned aerial vehicle 200 performs flight control to approach the landing port along the terminal route, based on instructions from the takeoff and landing control server 100.

[0119] In step S1811, when the unmanned aerial vehicle 200 approaches the landing port and lands at the designated spot, it notifies the takeoff and landing control server 100 of this fact. Alternatively, the unmanned aerial vehicle 200 and the takeoff and landing control server 100 may communicate periodically to send and receive flight information as needed. Afterward, the unmanned aerial vehicle 200 enters a waiting state at the spot.

[0120] In step S1812, the takeoff and landing control server 100, in response to receiving a notification from the unmanned aerial vehicle 200 in step S1811, performs a process to deactivate the voxel that the unmanned aerial vehicle 200 had occupied as a terminal route for landing. Details of the terminal route deactivation process will be described later with reference to Figure 21. Then, this processing flow ends.

[0121] In Figure 18, the processing sequence shows an example where the unmanned aerial vehicle 200 approaches the landing port, determines the terminal route, and then makes a landing reservation (step S1807). However, the configuration is not limited to this. For example, the unmanned aerial vehicle 200 may determine the terminal route to the destination landing port and make a landing reservation for that terminal route before takeoff. In such a case of advance reservation, the unmanned aerial vehicle 200 would make both a takeoff reservation and a landing reservation before takeoff.

[0122] When a landing reservation is made before takeoff, the nearest point of contact in the process of determining the terminal route at landing may be determined using any waypoint within the flight route set between the takeoff port and the landing port. For example, the nearest point of contact that constitutes the terminal route to be used at landing may be determined based on the positional relationship between waypoints set around the landing port and the landing port.

[0123] (Terminal route determination process) Figure 19 is a flowchart showing the flow of the terminal route determination process according to this embodiment. This process flow corresponds to step S1705 in Figure 17 and step S1806 in Figure 18. This process flow is realized, for example, by the control unit 110 of the takeoff and landing control server 100 reading and executing programs and various data stored in the storage unit 130. For the sake of simplicity, the processing entity is comprehensively described here as the takeoff and landing control server 100.

[0124] In step S1901, the takeoff and landing control server 100 obtains information about the unmanned aerial vehicle 200. This information includes at least the size of the unmanned aerial vehicle 200.

[0125] In step S1902, the takeoff and landing control server 100 determines the unit size of the voxels for configuring the terminal route within the port, based on the information of the unmanned aerial vehicle 200 acquired in step S1901. Multiple unit sizes are predetermined, and the determination can be made by selecting from among them. The determined voxel unit size is such that it can accommodate the unmanned aerial vehicle 200, while leaving a certain amount of margin. In order to efficiently utilize the space within the port for multiple unmanned aerial vehicles 200, it is desirable that the determined voxel unit size be as close as possible to the size of the unmanned aerial vehicle 200.

[0126] In step S1903, the takeoff and landing control server 100 identifies available voxels when the port is represented using voxels of the unit size determined in step S1902, based on the locations of unusable areas and obstacles within the port. For example, voxels corresponding to the locations of obstacles within the port are determined to be unusable. Information on obstacles and unusable areas within the port is to be updated as needed based on monitoring information.

[0127] In step S1904, the takeoff and landing control server 100 determines whether or not to determine a terminal route corresponding to the takeoff operation of the unmanned aerial vehicle 200. If it is a takeoff operation (step S1904: YES), the takeoff and landing control server 100 proceeds to step S1905. On the other hand, if it is not a takeoff operation, i.e., a landing operation (step S1904: NO), the takeoff and landing control server 100 proceeds to step S1907.

[0128] In step S1905, the takeoff and landing control server 100 determines the nearest voxel corresponding to the exit position from the takeoff port, based on the relative positional relationship between the current position of the unmanned aerial vehicle 200 (waiting position at the spot) and the flight route. The voxel determined here is the voxel when the three-dimensional space of the port is defined based on the unit size of the voxel determined in step S1902. The voxel determined here is selected from the voxels identified as available in step S1903.

[0129] In step S1906, the takeoff and landing control server 100 determines a terminal route consisting of multiple voxels that the unmanned aerial vehicle 200 will traverse from its current position to its nearest point of contact. The multiple voxels determined here are selected from the voxels identified as available in step S1903. At this time, as shown in Figure 15(b), the takeoff and landing positions of the unmanned aerial vehicle may be adjusted based on terrain information before the voxels are determined. Then, this processing flow ends, and the processing of the takeoff and landing control server 100 proceeds to step S1706 in Figure 17.

[0130] In step S1907, the takeoff and landing control server 100 determines the nearest voxel corresponding to the approach position to the landing port, based on the current position of the unmanned aerial vehicle 200 (waiting (hovering) position around the landing port) and the relative position of the landing port. The voxel determined here is the voxel when the three-dimensional space of the port is defined based on the unit size of the voxel determined in step S1902. The voxel determined here is selected from the voxels identified as available in step S1903. The nearest voxel may also be determined based on the position of the spot within the landing port.

[0131] In step S1908, the takeoff and landing control server 100 determines a terminal route consisting of multiple voxels that travel from the nearest contact point to the spot in the landing port. The multiple voxels determined here are selected from the voxels identified as available in step S1903. At this time, as shown in Figure 15(b), the takeoff and landing position of the unmanned aerial vehicle may be adjusted based on terrain information before the voxels are determined. Then, this processing flow ends, and the processing of the takeoff and landing control server 100 proceeds to step S1807 in Figure 18.

[0132] (Terminal root activation process) Figure 20 is a flowchart showing the flow of the terminal route activation process according to this embodiment. This process flow corresponds to step S1707 in Figure 17 and step S1808 in Figure 18. This process flow is realized, for example, by the control unit 110 of the takeoff and landing control server 100 reading and executing programs and various data stored in the storage unit 130. For the sake of simplicity, the processing entity is comprehensively described as the takeoff and landing control server 100. Before this process flow is started, the terminal route within the port for the unmanned aerial vehicle 200 is determined based on the processing sequences in Figures 17 and 18.

[0133] In step S2001, the takeoff and landing control server 100 obtains information on the terminal routes set for the port of interest. Since multiple unmanned aerial vehicles 200 take off and land at a single port, multiple terminal routes may be set to accommodate this. Therefore, in this step, the takeoff and landing control server 100 obtains information on all terminal routes set for the port from which the unmanned aerial vehicle 200 of interest will take off or land.

[0134] In step S2002, the takeoff and landing control server 100 acquires monitoring information related to the monitoring of the port of interest. The monitoring information may include, for example, current video images captured by the camera 500 and surrounding information acquired by the sensor 600, as shown in Figure 12.

[0135] In step S2003, the takeoff and landing control server 100 sets an unavailable area within the port of interest based on the monitoring information acquired in step S2002. The unavailable area may be defined, for example, using the smallest unit size among the voxel unit sizes that can be set in the port, or it may be defined using a unit size defined separately from voxels. Depending on the monitoring information, the entire port may be set as unavailable. In addition, the takeoff and landing control server 100 may update or remove the unavailable area setting in accordance with the update of the monitoring information. In other words, the usable range within the port may change between the time the terminal route is determined and the time the terminal route is activated. Therefore, the unavailable area may be switched based on the monitoring information according to the most recent state of the port.

[0136] In step S2004, the takeoff and landing control server 100 determines whether the terminal route used by the unmanned aerial vehicle 200 of interest for takeoff or landing passes through the unavailable area set in step S2003. In other words, it determines whether at least one of the voxels constituting the terminal route is located in the unavailable area. If it passes through the unavailable area (step S2004: YES), the takeoff and landing control server 100 returns to step S2002 and repeats the process. In this case, the terminal route cannot be used until the setting of the unavailable area through which the terminal route passes is removed. If it does not pass through the unavailable area (step S2004: NO), the takeoff and landing control server 100 proceeds to step S2005.

[0137] In step S2005, the takeoff and landing control server 100 determines whether at least some of the multiple voxels constituting the terminal route used by the unmanned aerial vehicle 200 of interest for takeoff or landing are activated, i.e., occupied, by another terminal route. If it is occupied by another terminal route (step S2005: YES), the takeoff and landing control server 100 returns to step S2001 and repeats the process. In this case, the terminal route cannot be used until the occupation by the other terminal route is released (deactivated). If it is not occupied by another terminal route (step S2005: NO), the takeoff and landing control server 100 proceeds to step S2006.

[0138] In step S2006, the takeoff and landing control server 100 determines whether at least some of the voxels constituting the terminal route used by the unmanned aerial vehicle 200 of interest for takeoff or landing are used by a preceding reservation terminal route. The preceding reservation terminal route here may be a terminal route that was reserved earlier in chronological order, or a terminal route with a higher priority set based on predetermined conditions. The method of setting priority is not particularly limited, but for example, it may be defined based on the size of the unmanned aerial vehicle 200, or it may be defined based on a pre-set purpose of takeoff and landing. If it is used by a preceding reservation terminal route (step S2006: YES), the takeoff and landing control server 100 returns to step S2001 and repeats the process. In this case, the terminal route cannot be used until the use of the preceding reservation terminal route is completed. If it is not used by a preceding reservation terminal route (step S2006: NO), the takeoff and landing control server 100 proceeds to step S2007. Furthermore, if there is no priority setting for reservations, or if prior reservations have been made as described above, and there is no need to consider preceding reservations, the processing in step S2006 may be omitted.

[0139] In step S2007, the takeoff and landing control server 100 activates multiple voxels constituting the terminal route so that they are occupied by the unmanned aerial vehicle 200 of interest. Specifically, parameters such as flags indicating that the voxels are occupied by the unmanned aerial vehicle 200 are associated with the data structure defining the voxels, and the takeoff and landing control server 100 may set the activation state for a specific unmanned aerial vehicle 200 by switching the value of these parameters. Then, this processing flow ends.

[0140] (Terminal root deactivation process) Figure 21 is a flowchart showing the flow of the terminal route deactivation process according to this embodiment. This process flow corresponds to steps S1711 in Figure 17 and S1812 in Figure 18. This process flow is realized, for example, by the control unit 110 of the takeoff and landing control server 100 reading and executing programs and various data stored in the storage unit 130. For the sake of simplicity, the processing entity is comprehensively described here as the takeoff and landing control server 100.

[0141] In step S2101, the takeoff and landing control server 100 acquires flight information of the unmanned aerial vehicle 200 of interest. The unmanned aerial vehicle 200 of interest here corresponds to the unmanned aerial vehicle occupying the terminal route of the port. The flight information may include the position information and attitude information of the unmanned aerial vehicle 200.

[0142] In step S2102, the takeoff and landing control server 100 determines, based on the flight information acquired in step S2101, whether the unmanned aerial vehicle 200 of interest has landed at the target spot via the terminal route. If it has landed at the spot (step S2102: YES), the takeoff and landing control server 100 proceeds to step S2106. This corresponds to the case where the unmanned aerial vehicle 200 has successfully landed at the landing port. On the other hand, if it has not landed at the spot (step S2102: NO), the takeoff and landing control server 100 proceeds to step S2103.

[0143] In step S2103, the takeoff and landing control server 100 determines, based on the flight information acquired in step S2101, whether the unmanned aerial vehicle 200 of interest has exited the port via the terminal route and the nearest contact. If it has exited the port (step S2103: YES), the takeoff and landing control server 100 proceeds to step S2106. This corresponds to the case where the unmanned aerial vehicle 200 successfully exited the takeoff port during takeoff. On the other hand, if it has not exited the port (step S2103: NO), the takeoff and landing control server 100 proceeds to step S2104.

[0144] In step S2104, the takeoff and landing control server 100 determines whether the unmanned aerial vehicle 200 of interest has made an emergency landing, based on the flight information acquired in step S2101. For example, the determination of whether an emergency landing has occurred may be made based on the state of the unmanned aerial vehicle 200, such as changes in its position and attitude. Furthermore, the takeoff and landing control server 100 may also determine contact with other unmanned aerial vehicles or unintended movement outside the port. If it is determined that the unmanned aerial vehicle 200 has made an emergency landing (step S2104: YES), the takeoff and landing control server 100 proceeds to step S2105. On the other hand, if it is determined that the unmanned aerial vehicle 200 has not made an emergency landing (step S2104: NO), the takeoff and landing control server 100 returns to step S2101 and repeats the process. In this case, it corresponds to the situation where the unmanned aerial vehicle 200 is flying within the port along the terminal route.

[0145] In step S2105, the takeoff and landing control server 100 performs error control processing in response to the unmanned aerial vehicle 200 making an emergency landing. The content of the error control processing is not particularly limited. For example, it may notify the user managing the unmanned aerial vehicle 200 or the operator that an emergency landing has occurred. Alternatively, the takeoff and landing control server 100 may identify the location where the unmanned aerial vehicle 200 made an emergency landing and set that location as an unusable area, as explained using Figure 12. After that, the takeoff and landing control server 100 proceeds to step S2106.

[0146] In step S2106, the takeoff and landing control server 100 deactivates multiple voxels that constitute the terminal route of interest. Specifically, parameters such as a flag indicating that the voxel is occupied by the unmanned aerial vehicle 200 are associated with the data structure that defines the voxel, and the takeoff and landing control server 100 may set the voxel to be in an inactive state for a given unmanned aerial vehicle 200 by switching the value of this parameter.

[0147] In step S2107, the takeoff and landing control server 100 records the deactivated terminal route as used. Information on used terminal routes may be managed as history information. Also, used terminal routes may be removed from the list of reserved terminal routes (not shown). Then, this processing flow ends.

[0148] In summary, this embodiment makes it possible to improve the safety of unmanned aerial vehicles taking off and landing at ports.

[0149] <Other Embodiments> Furthermore, in the present invention, the functions of one or more embodiments described above can also be realized by supplying a program or application to a system or device using a network or storage medium, and one or more processors in the computer of that system or device reading and executing the program.

[0150] Alternatively, it may be implemented by a circuit that performs one or more functions (for example, an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array)).

[0151] Although various embodiments have been described above with reference to the drawings, it goes without saying that this disclosure is not limited to these examples. It will be clear to those skilled in the art that various modifications, alterations, substitutions, additions, deletions, and equivalents can occur within the scope of the claims, and these will naturally fall within the technical scope of this disclosure. Furthermore, the components of the various embodiments described above can be combined arbitrarily without departing from the spirit of the invention.

[0152] Thus, the present invention is not limited to the embodiments described above. It is also intended and within the scope of protection to be provided for the combination of each configuration of the embodiments, as well as for modifications and applications by those skilled in the art based on the description in the specification and well-known technology.

[0153] As described above, the following matters are disclosed in this specification:

[0154] (Technology 1) A takeoff and landing control system (e.g., 1, 100) in a takeoff and landing area (e.g., 400) for an unmanned aerial vehicle (e.g., 200), Based on the position of the unmanned aircraft in the vicinity of the aforementioned takeoff and landing area, a derivation unit (e.g., 110, 115) derives an entry position (e.g., 403) into the aforementioned takeoff and landing area, A determination unit (e.g., 110, 116) that determines the terminal route (e.g., 405) between the approach position and the landing position (e.g., 402) of the unmanned aircraft within the takeoff and landing area, A control unit (e.g., 110, 118) reserves the space constituting the terminal route (e.g., 405) and causes the unmanned aircraft to occupy the space when it lands within the takeoff and landing area, A takeoff and landing control system having the following features. This configuration makes it possible to improve the safety of takeoffs and landings of unmanned aerial vehicles (UAVs) at ports, for example. In particular, it makes it possible to prevent collisions and contact with other UAVs during landing and to control the landing of UAVs to ensure they land at the appropriate time and along the appropriate route.

[0155] (Technology 2) A takeoff and landing control system (e.g., 1, 100) in a takeoff and landing area (e.g., 400) for an unmanned aerial vehicle (e.g., 200), Based on the flight path (e.g., 412) of the unmanned aircraft between a first takeoff / landing area (e.g., 1100) from which the unmanned aircraft takes off and a second takeoff / landing area (e.g., 1110) from which the unmanned aircraft lands, a derivation unit (e.g., 110, 115) derives the exit position (e.g., 403) of the unmanned aircraft when it takes off from the first takeoff / landing area, A determination unit (e.g., 110, 116) that determines the terminal route (e.g., 405) between the exit position and the position where the unmanned aircraft is landed within the first takeoff and landing area (e.g., 402), A control unit (e.g., 110, 118) reserves the space constituting the terminal route (e.g., 405) and causes the unmanned aircraft to occupy the space when it takes off within the first takeoff and landing area, A takeoff and landing control system having the following features. This configuration makes it possible to improve the safety of unmanned aerial vehicles (UAVs) taking off and landing at ports, for example. In particular, it makes it possible to prevent collisions and contact with other UAVs during takeoff and to control the takeoff of UAVs to be at the appropriate time and along the appropriate route.

[0156] (Technology 3) The takeoff and landing control system according to Technology 1 or Technology 2, wherein the space constituting the takeoff and landing area is represented by voxels of a predetermined unit size (e.g., 401). This configuration makes it possible, for example, to represent takeoff and landing areas using voxels of a predetermined unit size and to set terminal routes accordingly.

[0157] (Technology 4) The size of the voxels constituting the terminal route determined by the determination unit is set according to the size of the unmanned aerial vehicle, as described in Technology 3, for the takeoff and landing control system. This configuration makes it possible, for example, to represent terminal routes using voxels of a unit size corresponding to the size of the unmanned aerial vehicle. Therefore, it becomes possible to utilize the space within the port more efficiently for takeoff and landing control.

[0158] (Technology 5) The takeoff and landing control system according to Technology 1, wherein the approach position is the voxel among a plurality of voxels representing the takeoff and landing area that is closest to the position of the unmanned aircraft in flight around the takeoff and landing area. This configuration allows, for example, the system to identify the closest approach point to the landing port from the position of the unmanned aerial vehicle (UAV) attempting to land, and then set the terminal route accordingly. This enables approach to the landing port from a closer position.

[0159] (Technology 6) The takeoff and landing control system according to Technology 11, wherein the derivation unit derives the infiltration position when the unmanned aerial vehicle approaches within a predetermined range (for example, X1) from the takeoff and landing area. This configuration makes it possible to determine a more appropriate approach position by, for example, deriving the approach position to a landing port for an unmanned aerial vehicle that has approached the landing port to a certain distance.

[0160] (Technology 7) The takeoff and landing control system according to Technology 2, wherein the exit position is a voxel among a plurality of voxels representing the first takeoff and landing area that is located at a position connected to the flight route. This configuration allows, for example, aircraft to exit the landing port more efficiently and transition to their flight path.

[0161] (Technology 8) The takeoff and landing control system according to Technology 1, wherein the control unit terminates its occupation of the space constituting the terminal route in response to landing in the takeoff and landing area via the terminal route. This configuration makes it possible, for example, to more efficiently switch the allocation of terminal routes.

[0162] (Technology 9) The takeoff and landing control system according to Technology 2, wherein the control unit terminates its occupation of the space constituting the terminal route in response to the departure from the first takeoff and landing area via the terminal route. This configuration makes it possible, for example, to more efficiently switch the allocation of terminal routes.

[0163] (Technology 10) The system further includes instruction units (e.g., 110, 122) for giving flight instructions to the aforementioned unmanned aerial vehicle. The takeoff and landing control system according to Technology 1, wherein the instruction unit instructs the unmanned aircraft to wait in the vicinity of the takeoff and landing area until the control unit occupies the space constituting the terminal route. This configuration makes it possible, for example, to keep the unmanned aerial vehicle in a waiting position at an appropriate location until all the space constituting the terminal route of the landing port is occupied.

[0164] (Technology 11) The system further includes instruction units (e.g., 110, 122) for giving flight instructions to the aforementioned unmanned aerial vehicle. The takeoff and landing control system according to Technology 2, wherein the instruction unit instructs the unmanned aircraft to wait within the takeoff and landing area until the control unit occupies the space constituting the terminal route. This configuration makes it possible, for example, to keep the unmanned aerial vehicle in a waiting position at an appropriate location until all the space constituting the terminal route of the takeoff port is occupied.

[0165] (Technology 12) The system further includes detection units (for example, 110, 119) for detecting obstacles within the aforementioned takeoff and landing area. The takeoff and landing control system according to any one of the technologies 1 to 11, wherein the control unit, when it detects an obstacle within the takeoff and landing area, prohibits the occupation of terminal routes that overlap with the space where the obstacle is located. This configuration makes it possible to prevent contact or collision between obstacles and unmanned aerial vehicles within the port, for example, enabling safer takeoffs and landings.

[0166] (Technology 13) The detection units (e.g., 110, 119) that detect obstacles within the aforementioned takeoff and landing area are further described in the following way: The aforementioned determination unit, when it detects an obstacle within the takeoff and landing area, determines a terminal route that does not overlap with the space in which the obstacle is located, as described in any one of the technologies 1 to 11. This configuration makes it possible to prevent contact or collision between obstacles and unmanned aerial vehicles within the port, for example, enabling safer takeoffs and landings.

[0167] (Technology 14) A collection unit (for example, 110, 120) that collects information within and around the aforementioned takeoff and landing area, Based on the information collected by the collection unit, a setting unit (for example, 110, 120) sets unusable areas within the takeoff and landing area, It has, The aforementioned determination unit determines a terminal route that does not overlap with the space constituting the unusable area within the takeoff and landing area, as described in any one of the technologies 1 to 13. This configuration allows, for example, real-time monitoring of port status and configuration of available areas within a port. By configuring terminal routes within these available areas, safer takeoffs and landings become possible.

[0168] (Technology 15) The takeoff and landing control system according to any one of Techniques 1 to 14, wherein the control unit controls multiple terminal routes within the takeoff and landing area, whose constituent voxels do not overlap, to be simultaneously occupied by separate unmanned aerial vehicles. This configuration allows for more efficient takeoffs and landings by enabling, for example, the simultaneous use of multiple terminal routes configured on a single port.

[0169] (Technology 16) Multiple flight areas where the aforementioned unmanned aerial vehicle can fly have been established. Each of the aforementioned multiple flight areas is defined as having a maximum and minimum flight altitude at which the unmanned aircraft can fly. The decision unit determines the terminal route regardless of the minimum flight altitude in the flight area where the takeoff and landing area is installed, according to any one of the techniques 1 to 15 of the takeoff and landing control system. This configuration makes it possible to set the flight altitude range for unmanned aerial vehicles both inside and outside the port, while also allowing terminal routes to be set within the port without being restricted by the minimum flight altitude.

[0170] (Technology 17) For each of the multiple flight areas in which the aforementioned unmanned aerial vehicle can fly, altitude information of the ground surface is set. The aforementioned determination unit determines the terminal route by correcting the takeoff and landing position of the unmanned aircraft based on the altitude information, according to any one of the technologies 1 to 16. This configuration makes it possible, for example, to set flight routes for unmanned aerial vehicles and terminal routes within ports, taking into account the altitude of the ground surface.

[0171] (Technology 18) The system further includes a flight route setting unit (e.g., 110, 114) that determines the flight route between a first takeoff and landing area (e.g., 1100) and a second takeoff and landing area (e.g., 1110) for the aforementioned unmanned aerial vehicle. The flight route setting unit sets the flight route so that it passes through a space that is more than a predetermined distance (e.g., X1) away from a third takeoff and landing area (e.g., 1600) where the unmanned aircraft does not take off or land. The takeoff and landing control system according to Technology 1, wherein the space between the third takeoff and landing area and the predetermined distance is a space for an unmanned aerial vehicle to wait in the third takeoff and landing area until the terminal route within the third takeoff and landing area is occupied. This configuration makes it possible to suppress collisions and contacts of unmanned aerial vehicles (UAVs) around unused ports, for example. In particular, it makes it possible to suppress contact between UAVs waiting around a port and UAVs passing through the port.

[0172] (Technology 19) A method for controlling the takeoff and landing of an unmanned aerial vehicle (e.g., 200) in a takeoff and landing area (e.g., 400), A derivation step of deriving an entry position (e.g., 403) into the takeoff and landing area based on the position of the unmanned aircraft in the vicinity of the takeoff and landing area, A determination step of determining the terminal route (e.g., 405) between the approach position and the landing position (e.g., 402) of the unmanned aircraft within the takeoff and landing area, A control step of reserving the space constituting the terminal route (for example, 405) and causing the unmanned aircraft to occupy that space when it lands within the takeoff and landing area, A method for controlling takeoffs and landings. This configuration makes it possible to improve the safety of takeoffs and landings of unmanned aerial vehicles (UAVs) at ports, for example. In particular, it makes it possible to prevent collisions and contact with other UAVs during landing and to control the landing of UAVs to ensure they land at the appropriate time and along the appropriate route.

[0173] (Technology 20) A method for controlling the takeoff and landing of an unmanned aerial vehicle (e.g., 200) in a takeoff and landing area (e.g., 400), A derivation step of deriving the exit position (e.g., 403) of the unmanned aircraft when it takes off, based on the flight path (e.g., 412) of the unmanned aircraft between a first takeoff / landing area (e.g., 1100) from which the unmanned aircraft takes off and a second takeoff / landing area (e.g., 1110) from which the unmanned aircraft lands, A determination step of determining a terminal route (e.g., 405) between the exit position and the position (e.g., 402) where the unmanned aircraft is landing within the first takeoff and landing area, A control step of reserving a space (for example, 405) that constitutes the terminal route and causing the unmanned aircraft to occupy that space when it takes off within the first takeoff and landing area, A method for controlling takeoffs and landings. This configuration makes it possible to improve the safety of unmanned aerial vehicles (UAVs) taking off and landing at ports, for example. In particular, it makes it possible to prevent collisions and contact with other UAVs during takeoff and to control the takeoff of UAVs to be at the appropriate time and along the appropriate route.

[0174] (Technology 21) A computer (for example, 100), A derivation unit (e.g., 110, 115) that derives an entry position (e.g., 403) into the takeoff and landing area (e.g., 400) based on the position of the unmanned aerial vehicle (e.g., 200) in the vicinity of the takeoff and landing area (e.g., 400), A determination unit (e.g., 110, 116) that determines the terminal route (e.g., 405) between the approach position and the position (e.g., 402) where the unmanned aircraft will land within the takeoff and landing area, A control unit (e.g., 110, 118) reserves the space constituting the terminal route (e.g., 405) and causes the unmanned aircraft to occupy the space when it lands within the takeoff and landing area. A program designed to function as such. This configuration makes it possible to improve the safety of takeoffs and landings of unmanned aerial vehicles (UAVs) at ports, for example. In particular, it makes it possible to prevent collisions and contact with other UAVs during landing and to control the landing of UAVs to ensure they land at the appropriate time and along the appropriate route.

[0175] (Technology 22) A computer (for example, 100), A derivation unit (e.g., 110, 115) derives the exit position (e.g., 403) of the unmanned aerial vehicle (e.g., 400) when it takes off, based on the flight path (e.g., 412) of the unmanned aerial vehicle (e.g., 400) between a first takeoff / landing area (e.g., 1100) from which the unmanned aerial vehicle takes off and a second takeoff / landing area (e.g., 1110) from which the unmanned aerial vehicle lands. A determination unit (e.g., 110, 116) that determines the terminal route between the exit position and the position where the unmanned aircraft is landing within the first takeoff and landing area (e.g., 402), A control unit (e.g., 110, 118) reserves the space constituting the terminal route (e.g., 405) and causes the unmanned aircraft to occupy the space when it takes off within the first takeoff and landing area. A program designed to function as such. This configuration makes it possible to improve the safety of unmanned aerial vehicles (UAVs) taking off and landing at ports, for example. In particular, it makes it possible to prevent collisions and contact with other UAVs during takeoff and to control the takeoff of UAVs to be at the appropriate time and along the appropriate route. [Industrial applicability]

[0176] The present invention is useful, for example, as a device, system, or method for improving the safety of unmanned aerial vehicles taking off and landing at ports. [Explanation of symbols]

[0177] 1… Takeoff and landing control system 100... Takeoff and landing control server 110... Control Unit 111...Data Management Department 112...Data Collection Department 113...Port configuration section 114... Flight route setting section 115...Nearest point derivation part 116... Terminal Route Setting Section 117...Flight altitude setting section 118...Space Reservation Department 119... Obstacle detection unit 120...Port Monitoring Unit 121...Terrain Information Setting Section 122...Flight instruction section 123...Display Control Unit 124...Communication Control Unit 130...Storage section 131…Program 132…Spatial information DB 133...Port DB 134…Unmanned aerial vehicle DB 135... Root DB 136…Terrain information DB 140... Communications Department 200...Unmanned aerial vehicle 210... Control Unit 220...Storage section 230... Camera 240...Sensor 250... Communications Department 260…Drive unit 270... Battery 280...External IF 300... Integration System

Claims

1. A takeoff and landing control system for unmanned aerial vehicles in the takeoff and landing area, A derivation unit that derives the entry position into the takeoff and landing area based on the position of the unmanned aircraft in the vicinity of the takeoff and landing area, A determination unit that determines the terminal route between the aforementioned approach position and the position in the aforementioned takeoff and landing area where the unmanned aircraft will land, A control unit reserves the space constituting the terminal route and occupies the space when the unmanned aircraft lands within the takeoff and landing area, A takeoff and landing control system having the following features.

2. A takeoff and landing control system for unmanned aerial vehicles in the takeoff and landing area, A deriving unit that derives the exit position from the first takeoff / landing area when the unmanned aircraft takes off, based on the flight path of the unmanned aircraft between the first takeoff / landing area from which the unmanned aircraft takes off and the second takeoff / landing area from which the unmanned aircraft lands, A determination unit that determines the terminal route between the exit position and the position where the unmanned aircraft is landed within the first takeoff and landing area, A control unit reserves the space constituting the terminal route and occupies the space when the unmanned aircraft takes off within the first takeoff and landing area, A takeoff and landing control system having the following features.

3. The takeoff and landing control system according to claim 1 or 2, wherein the space constituting the takeoff and landing area is represented by voxels of a predetermined unit size.

4. The takeoff and landing control system according to claim 3, wherein the size of the voxels constituting the terminal route determined by the determination unit is set according to the size of the unmanned aircraft.

5. The takeoff and landing control system according to claim 1, wherein the approach position is the voxel among a plurality of voxels representing the takeoff and landing area that is closest to the position of the unmanned aircraft in flight around the takeoff and landing area.

6. The takeoff and landing control system according to claim 1, wherein the derivation unit derives the approach position when the unmanned aircraft approaches within a predetermined range from the takeoff and landing area.

7. The takeoff and landing control system according to claim 2, wherein the exit position is a voxel among a plurality of voxels representing the first takeoff and landing area that is located at a position connected to the flight route.

8. The takeoff and landing control system according to claim 1, wherein the control unit terminates its occupation of the space constituting the terminal route in response to landing in the takeoff and landing area via the terminal route.

9. The takeoff and landing control system according to claim 2, wherein the control unit terminates its occupation of the space constituting the terminal route in response to the departure from the first takeoff and landing area via the terminal route.

10. The system further includes a control unit that provides flight instructions to the aforementioned unmanned aerial vehicle. The takeoff and landing control system according to claim 1, wherein the instruction unit instructs the unmanned aircraft to wait in the vicinity of the takeoff and landing area until the control unit occupies the space constituting the terminal route.

11. The system further includes a control unit that provides flight instructions to the aforementioned unmanned aerial vehicle. The takeoff and landing control system according to claim 2, wherein the instruction unit instructs the unmanned aircraft to wait within the takeoff and landing area until the control unit occupies the space constituting the terminal route.

12. The system further includes a detection unit for detecting obstacles within the aforementioned takeoff and landing area. The takeoff and landing control system according to claim 1 or 2, wherein the control unit, when it detects an obstacle within the takeoff and landing area, prohibits the occupation of a terminal route that overlaps with the space where the obstacle is located.

13. The system further includes a detection unit for detecting obstacles within the aforementioned takeoff and landing area. The takeoff and landing control system according to claim 1 or 2, wherein the determination unit, when it detects an obstacle within the takeoff and landing area, determines a terminal route that does not overlap with the space in which the obstacle is located.

14. A collection unit that collects information within and around the aforementioned takeoff and landing area, Based on the information collected by the aforementioned collection unit, a setting unit sets an area within the aforementioned takeoff and landing area that is unavailable for use, It has, The departure and arrival control system according to claim 1 or 2, wherein the determination unit determines a terminal route that does not overlap with the space constituting the unusable area within the departure and arrival area.

15. The takeoff and landing control system according to claim 1 or 2, wherein the control unit controls multiple terminal routes within the takeoff and landing area, whose constituent voxels do not overlap, to be simultaneously occupied by separate unmanned aerial vehicles.

16. Multiple flight areas where the aforementioned unmanned aerial vehicle can fly have been established. Each of the aforementioned multiple flight areas is defined as having a maximum and minimum flight altitude at which the unmanned aircraft can fly. The takeoff and landing control system according to claim 1 or 2, wherein the determination unit determines the terminal route regardless of the minimum flight altitude in the flight area where the takeoff and landing area is installed.

17. For each of the multiple flight areas in which the aforementioned unmanned aerial vehicle can fly, altitude information of the ground surface is set. The takeoff and landing control system according to claim 1 or 2, wherein the determination unit corrects the takeoff and landing position of the unmanned aircraft based on the altitude information and determines the terminal route.

18. The system further includes a flight route setting unit that determines the flight route between the first takeoff / landing area and the second takeoff / landing area for the aforementioned unmanned aerial vehicle. The flight route setting unit sets the flight route of the unmanned aircraft so that it passes through a space that is at a distance greater than a predetermined distance from the third takeoff and landing area where the unmanned aircraft does not take off or land. The takeoff and landing control system according to claim 1, wherein the space between the third takeoff and landing area and the predetermined distance is a space for another unmanned aerial vehicle to wait for a terminal route within the third takeoff and landing area to be occupied.

19. A method for controlling the takeoff and landing of unmanned aerial vehicles in a takeoff and landing area, A derivation step of deriving the entry position into the takeoff and landing area based on the position of the unmanned aircraft in the vicinity of the takeoff and landing area, A determination step of determining the terminal route between the aforementioned approach position and the position in the takeoff and landing area where the unmanned aircraft will land, A control step of reserving the space constituting the terminal route and causing the unmanned aircraft to occupy that space when it lands within the takeoff and landing area, A method for controlling takeoffs and landings.

20. A method for controlling the takeoff and landing of unmanned aerial vehicles in a takeoff and landing area, A derivation step of deriving the exit position from the first takeoff and landing area when the unmanned aircraft takes off, based on the flight route of the unmanned aircraft between the first takeoff and landing area from which the unmanned aircraft takes off and the second takeoff and landing area from which the unmanned aircraft lands, A determination step of determining the terminal route between the exit position and the position where the unmanned aircraft is landed within the first takeoff and landing area, A control step of reserving the space constituting the terminal route and causing the unmanned aircraft to occupy the space when it takes off within the first takeoff and landing area, A method for controlling takeoffs and landings.

21. Computers, A derivation unit that derives the entry position into the takeoff and landing area based on the position of the unmanned aircraft in the vicinity of the takeoff and landing area. A determination unit that determines the terminal route between the aforementioned approach position and the position in the takeoff and landing area where the unmanned aircraft will land. A control unit that reserves the space constituting the terminal route and occupies the space when the unmanned aircraft lands within the takeoff and landing area. A program designed to function as such.

22. Computers, A deriving unit that derives the exit position from the first takeoff / landing area when the unmanned aircraft takes off, based on the flight path of the unmanned aircraft between the first takeoff / landing area from which the unmanned aircraft takes off and the second takeoff / landing area from which the unmanned aircraft lands. A determination unit that determines the terminal route between the exit position and the position where the unmanned aircraft is landed within the first takeoff and landing area. A control unit that reserves the space constituting the terminal route and occupies the space when the unmanned aircraft takes off within the first takeoff and landing area. A program designed to function as such.

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