Aircraft Control System

Abstract

To provide a flight body control system that can make a flight body fly based on a safe flight route.SOLUTION: A flight body control system, which makes a flight body 10 fly along a flight route to be set around facilities within a monitor area, and is for the purpose of reviewing the facility, comprises: a flight management unit 32; a flight impact information acquisition unit 28; a review keeping appropriateness / non-appropriateness determination unit 29; a route generation necessary / non-necessary determination unit 24; and a route generation unit 31. The review keeping appropriateness / non-appropriateness determination unit 29 is configured to, when flight impact information acquired by the flight impact information acquisition unit 28 is flight keeping non-appropriateness information indicating that the flight body 10 should not be caused to fly along the current flight route, determine not to keep the review in a state where the flight body 10 is caused to fly along the current flight route. The flight impact information is at least any one of meteorological information, wind information and disaster information.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an aircraft control system that flies an aircraft along a flight route set around equipment within a monitoring area to inspect the equipment. [Background technology]

[0002] In order to maintain the soundness of infrastructure facilities such as gas production plants and power plants, it is essential to inspect the various equipment installed in these facilities. In recent years, attempts have been made to use so-called drones when inspecting large-scale facilities such as infrastructure facilities.

[0003] For example, Patent Document 1 proposes an unmanned aerial vehicle and a flight control method thereof that monitors a monitoring area by inspecting facilities installed in the monitoring area.

[0004] This flight control method includes steps such as flying the unmanned aerial vehicle along a preset flight route to inspect equipment, detecting leakage objects leaking from equipment using a sensor installed on the unmanned aerial vehicle, determining a danger area where it is dangerous for the unmanned aerial vehicle to fly if it is determined that a leakage object has leaked, setting a new flight route that avoids the determined danger area, and flying the unmanned aerial vehicle along the newly set flight route.

[0005] According to this flight control method, in the event of a leak from the leakage target, the unmanned aerial vehicle can be flown along a new flight route that avoids dangerous areas where the flight of the unmanned aerial vehicle is unsafe. Therefore, for example, if the leakage target is an explosive gas, even if the unmanned aerial vehicle does not have an explosion-proof structure, the unmanned aerial vehicle can be configured to not cause a gas explosion and can safely inspect equipment even if the leakage target leaks. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2019-202682 A Summary of the Invention [Problem to be solved by the invention]

[0007] However, when inspecting equipment at large facilities such as infrastructure facilities using aircraft, if the weather worsens during the inspection or a natural disaster such as an earthquake occurs, there is a risk that the aircraft will fall on the equipment or enter an area where explosive gas is present, causing a serious disaster.

[0008] Therefore, if an event occurs during inspection that could affect the flight of the aircraft, it is essential to fly the aircraft along a safe route, taking into consideration the impact of the event on the aircraft.

[0009] The present invention has been made in consideration of the above-mentioned circumstances, and has an object to provide an aircraft control system that can fly an aircraft along a safe flight route. [Means for solving the problem]

[0010] The characteristic configuration of the aircraft control system according to the present invention for achieving the above object is as follows: An aircraft control system for flying an aircraft along a flight route set around a facility in a surveillance area and inspecting the facility, A flight management unit that manages the flight of the aircraft; A flight influence information acquisition unit that acquires flight influence information that affects the flight of the aircraft; An inspection continuation determination unit that determines whether to continue the inspection by flying the aircraft along the current flight route based on the flight influence information acquired by the flight influence information acquisition unit; a route generation necessity determination unit that determines whether to generate an avoidance flight route as the flight route that avoids a dangerous area where a problem occurs or is likely to occur due to the intrusion of the flying object; a route generating unit that generates the avoidance flight route based on route generation information when the route generation necessity determining unit determines that the avoidance flight route is to be generated, The inspection continuation determination unit determines not to continue the inspection with the aircraft flying along the current flight route when the flight impact information acquired by the flight impact information acquisition unit is flight continuation impossible information indicating that the aircraft cannot be flown along the current flight route, The route generation necessity determination unit determines to generate the avoidance flight route when the inspection continuation determination unit determines not to continue the inspection with the aircraft flying along the flight route, The flight impact information is at least one of weather information transmitted from an external source, weather information obtained by a simulation, wind information regarding wind direction and wind speed within the monitoring area, and disaster information transmitted from an external source; an avoidance area setting unit that sets an avoidance area into which the flying object may fall or is likely to fall, an aircraft position detection unit for detecting the position of the aircraft; a wind direction and wind speed detection unit for detecting a wind direction and a wind speed within the monitoring area; and an aircraft acceleration derivation unit that derives the acceleration of the aircraft, the avoidance area setting unit sets the avoidance area around the danger area based on a detection result by the flying object position detection unit, a derivation result by the flying object acceleration derivation unit, a detection result by the wind direction and wind speed detection unit, a weight of the flying object, and a wind-receiving area of ​​the flying object; The route generation information includes the danger area and the avoidance area set by the avoidance area setting unit.

[0011] According to the above characteristic configuration, when flight impact information (weather information, wind information, and disaster information) related to weather and disasters that may affect the flight of the aircraft indicates that flight cannot be continued, it is determined not to continue inspection while the aircraft is flying along the current flight route. Then, it is determined that an avoidance flight route needs to be generated, and the avoidance flight route is generated, and the aircraft can be flown along this avoidance flight route. The avoidance area is set around the danger area based on the detection results from the flying object position detection unit, the derived results from the flying object acceleration derivation unit, the detection results from the wind direction and speed detection unit, the flying object's weight, and the flying object's wind-receiving area. This allows the avoidance area to be set with high accuracy.In addition, the danger area and the avoidance area are used to generate the avoidance flight route. Therefore, the avoidance flight route generated by the route generation unit is a route that is unlikely to cause the aircraft to fall into the danger area even if it falls while flying along the avoidance flight route. Therefore, it is possible to fly the aircraft along a safe flight route, taking into account events that affect the flight of the aircraft.

[0012] In this application, "flying an aircraft" is a concept that includes both flying the aircraft by automatic control by a flight management unit, and flying the aircraft by remote control by a pilot.

[0013] A further characteristic configuration of the aircraft control system according to the present invention is The non-flight continuation information is any one of rainfall information, snowfall information, and dense fog information as meteorological information, strong wind information as wind information, and hazardous disaster information as disaster information.

[0014] The rainfall information, snowfall information, dense fog information, strong wind information, and hazard disaster information are information related to events that are highly likely to affect the flight of the aircraft. Therefore, according to the above characteristic configuration, when an event that is highly likely to affect the flight of the aircraft occurs, it is possible to determine not to continue the inspection while the aircraft is flying along the current flight route, and to determine that an avoidance flight route needs to be generated, thereby generating an avoidance flight route. In other words, according to the above characteristic configuration, it is possible to fly the aircraft along a safe flight route, taking into account events that affect the flight of the aircraft.

[0019] A further characteristic configuration of the aircraft control system according to the present invention is A predicted fall area calculation unit that calculates a predicted fall area of ​​the flying object; a fall area determination unit that determines whether the predicted fall area calculated by the predicted fall area calculation unit is within the dangerous area, The flight management unit: When the fall area determination unit determines that the predicted fall area is within the danger area, approach avoidance measures are taken to prevent the flying object from approaching the danger area.

[0020] According to the above characteristic configuration, if a situation occurs during flight where the predicted fall area is within the danger area, approach avoidance measures can be taken to prevent the flying object from approaching the danger area. Therefore, even if a situation occurs in which the flying object actually falls, the possibility of the flying object falling into the danger area can be reduced.

[0021] Further, a further characteristic configuration of the aircraft control system according to the present invention is The approach avoidance response is a response in which the aircraft is automatically steered along the avoidance flight route generated by the route generation unit while modifying the avoidance flight route so that the aircraft does not approach the danger area.

[0022] During the flight of the aircraft, a situation may occur in which the predicted fall area falls within the danger area due to strong winds starting to blow, etc. According to the above characteristic configuration, the aircraft can be flown by automatic control along an avoidance flight route that is corrected so that the predicted fall area does not enter the danger area. Therefore, the aircraft can be flown while preventing the aircraft from approaching the danger area. For example, when the aircraft is flown by remote control by a pilot, switching to automatic control along the corrected avoidance flight route can prevent the aircraft from approaching the danger area due to a pilot's erroneous operation, etc. Therefore, the aircraft can be flown while preventing the aircraft from approaching the danger area.

[0023] An example of a manner in which an avoidance flight route may be modified to stay as close as possible to the avoidance flight route generated by the route generation unit, while modifying the portion of the avoidance flight route where the predicted fall area of ​​the aircraft falls within the danger area, away from the danger area.

[0024] Claim 7 Further, a further characteristic configuration of the aircraft control system according to the present invention is A control device configured to be able to transmit and receive commands related to remote control of the aircraft is provided, The approach avoidance response is a response that imposes restrictions on the remote control of the aircraft by the pilot so that the aircraft does not approach the danger area.

[0025] According to the above characteristic configuration, if a situation occurs in which the predicted fall area falls within a danger area while the aircraft is flying under remote control by the pilot, the remote control is restricted. Therefore, even if the pilot mistakenly performs an operation that brings the aircraft closer to the danger area, the operation is restricted, and the aircraft can be prevented from approaching the danger area, and the aircraft can be flown so as not to approach the danger area.

[0026] Further, a further characteristic configuration of the aircraft control system according to the present invention is an aircraft position detection unit for detecting the position of the aircraft; a wind direction and wind speed detection unit for detecting a wind direction and a wind speed within the monitoring area; and an aircraft acceleration derivation unit that derives the acceleration of the aircraft, The predicted fall area calculation unit calculates the predicted fall area based on the detection results from the flying object position detection unit, the derivation results from the flying object acceleration derivation unit, the detection results from the wind direction and speed detection unit, the weight of the flying object, and the wind-receiving area of ​​the flying object.

[0027] According to the above characteristic configuration, the predicted fall area can be calculated with high accuracy.

[0028] Further, a further characteristic configuration of the aircraft control system according to the present invention is The flight management unit flies the aircraft by automatic pilot along the avoidance flight route generated by the route generation unit.

[0029] According to the above characteristic configuration, the aircraft can be flown by automatic control along an avoidance flight route.

[0030] Further, a further characteristic configuration of the aircraft control system according to the present invention is A control device configured to be able to transmit and receive commands related to remote control of the aircraft is provided, The flight management unit presents the avoidance flight route generated by the route generation unit to the pilot through the control device.

[0031] According to the above characteristic configuration, the pilot can safely fly the aircraft by remotely controlling it along the avoidance flight route that has been presented to him / her.

[0032] Further, a further characteristic configuration of the aircraft control system according to the present invention is The route generation unit The avoidance flight route is generated as either a return flight route for returning to the landing site or the pilot, or an inspection continuation flight route for continuing inspection.

[0033] According to the above characteristic configuration, depending on the situation, a return flight route can be generated to return the aircraft, or an inspection continuation flight route can be generated to continue inspection while avoiding dangerous areas.

[0034] Further, a further characteristic configuration of the aircraft control system according to the present invention is The route generation unit The return flight route is generated as either a first return flight route that travels from the current location to the takeoff and landing site along the original flight route, or a second return flight route that travels from the current location to the pilot via a route different from the first return flight route.

[0035] When returning the aircraft, if the aircraft is returned to the takeoff and landing site along the original flight route, the existing flight route can be used, and the flight route can be generated relatively easily. However, there are cases where the original flight route or the takeoff and landing site becomes a dangerous area and the aircraft cannot be returned to the takeoff and landing site along the original flight route, or there are cases where the aircraft needs to be retrieved quickly due to high urgency, but returning the aircraft to the takeoff and landing site along the original flight route takes too much time. According to the above characteristic configuration, depending on the situation, a first return flight route for returning along the original flight route, or a second return flight route for returning via a different route can be generated.

[0036] Further, a further characteristic configuration of the aircraft control system according to the present invention is a situation information acquisition unit that acquires information regarding a situation in which the dangerous area needs to be set; The present invention is characterized in that it comprises a danger area setting unit which sets the danger area based on the situation information acquired by the situation information acquisition unit.

[0037] According to the above characteristic configuration, when a situation occurs that requires the setting of a dangerous area, the dangerous area can be set.

[0038] Further, a further characteristic configuration of the aircraft control system according to the present invention is The situation information acquisition unit acquires at least one of the damage status of the facility, and the fire status and flood status within the monitoring area.

[0039] According to the above characteristic configuration, in the event of damage to equipment or a fire or flooding occurring within the monitored area, the location of the damaged equipment or the location where the fire or flooding is occurring can be set as a danger area. [Brief description of the drawings]

[0040] [Figure 1] 1 is a diagram showing an overview of an aircraft control system according to an embodiment of the present invention; [Diagram 2]1 is a diagram showing a schematic configuration of an aircraft control system according to an embodiment of the present invention; [Diagram 3] FIG. 13 is a diagram showing an example of a dangerous area. [Figure 4] FIG. 13 is a diagram showing an example of an avoidance area. [Diagram 5] 11 is a diagram showing an example in which the position of a predicted fall area changes. FIG. [Figure 6] FIG. 13 is a diagram showing an example of a case where part of a landing area is within a danger area. [Figure 7] FIG. 2 is a diagram showing an example of an inspection continuation flight route. [Figure 8] FIG. 2 is a diagram showing an example of a first return flight route. [Figure 9] FIG. 2 is a diagram showing an example of a second return flight route. [Figure 10] 11 is a flowchart for explaining a processing flow in the aircraft control system. [Figure 11] 11 is a flowchart for explaining a processing flow in the aircraft control system. [Figure 12] 11 is a flowchart for explaining a processing flow in the aircraft control system. [Figure 13] 11 is a flowchart for explaining a processing flow in the aircraft control system. [Figure 14] 11 is a flowchart for explaining a processing flow in the aircraft control system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0041] Hereinafter, an aircraft control system according to an embodiment of the present invention will be described with reference to the drawings.

[0042] [Overview of the Aircraft Control System] The aircraft control system of this embodiment is a system for flying an aircraft 10 along a flight route set around facility B within a monitoring area A to inspect facility B, as shown in Figure 1, and acquires flight impact information, and if the flight impact information indicates that flight cannot be continued, generates an avoidance flight route Ra that avoids the dangerous area D, and flies the aircraft 10 along the generated avoidance flight route Ra instead of the existing flight route Re.

[0043] In this embodiment, the monitoring area A is a gas-related plant, but is not limited thereto, and large-scale facilities such as infrastructure facilities such as power plants can be widely monitored areas. The existing flight route Re is a route for inspecting the equipment B, and is set in advance according to the number, type, and location of the equipment B to be inspected. In this embodiment, it is set in advance for inspecting one equipment B. The dangerous area D includes both an area that is set in advance around the equipment B depending on the type of the equipment B and the presence or absence of people and vehicles, and an area that is set by the dangerous area setting unit 23 as described later. The existing flight route Re and the avoidance flight route Ra are set and generated so that the flying object 10 passes through a position at least a predetermined distance away from the equipment B so as not to enter the dangerous area D.

[0044] [Configuration of the aircraft control system] As shown in Figures 1 and 2, the aircraft control system in this embodiment comprises an aircraft 10 flying within a monitoring area A, a management server 20 that controls the aircraft 10 from the outside, and a control device 40 capable of remotely controlling the aircraft 10, and signals related to various information and operation commands can be sent and received between the aircraft 10, the management server 20, and the control device 40.

[0045] In addition, three anemometers 17a, 17b, and 17c (wind direction and speed detection units) are installed in the monitoring area A to detect the wind direction and speed in the monitoring area A. Signals related to various information can be transmitted and received between the anemometers 17a, 17b, and 17c and the management server 20 and the control device 40.

[0046] As shown in Figure 2, the aircraft 10 is equipped with a satellite positioning receiver 12 (aircraft position detection unit) for detecting the position of the aircraft 10, an acceleration sensor 13 (aircraft acceleration derivation unit) for deriving the acceleration of the aircraft 10, an aircraft side communication unit 14 capable of wireless communication with the management server 20 and the control device 40, and an aircraft side control unit 15 that performs various information processing.

[0047] The satellite positioning receiver 12 receives signals from a global positioning satellite system and transmits positioning data indicating the position (planar position and altitude) of the aircraft 10 based on the received signals to the aircraft side control unit 15. Note that the global positioning satellite system in this embodiment is not particularly limited as long as it is capable of generating positioning data indicating the planar position and altitude of the aircraft 10.

[0048] The acceleration sensor 13 derives the acceleration of the flying object 10 and transmits it to the flying object control unit 15 .

[0049] The aircraft communication unit 14 is configured to perform various communications with the communication units 21, 42 provided in the management server 20 and the control device 40, respectively.

[0050] The aircraft control unit 15 includes a functional unit that calculates the spatial coordinates of the aircraft 10 over time based on the positioning data generated by the satellite positioning receiver 12, generates position information including the calculated spatial coordinates and time, a functional unit that calculates the speed of the aircraft 10 based on the detection data by the acceleration sensor 13, and a functional unit that controls operating units such as rotors required for the aircraft to fly. In other words, the aircraft control unit 15 includes memories such as ROM and RAM that store programs corresponding to each functional unit, and a CPU that executes these programs, and the functions of each functional unit are realized by the CPU executing the programs. The same applies to the server control unit 22 and the device control unit 43 described later.

[0051] Thus, in this embodiment, the satellite positioning receiver 12 serving as an aircraft position detection unit and the acceleration sensor 13 serving as an aircraft acceleration derivation unit are provided in the aircraft 10.

[0052] 2, each anemometer 17a, 17b, 17c installed in monitoring area A includes a detection unit that detects wind direction and wind speed, and a communication unit that transmits wind direction and wind speed information to management server 20 and control device 40. According to the anemometers 17a, 17b, 17c, the detected wind direction and wind speed are transmitted as wind direction and wind speed information to management server 20 and control device 40 as appropriate.

[0053] 2, the management server 20 includes a server-side communication unit 21 capable of wireless communication with the flying object 10 and the piloting device 40, and a server-side control unit 22 that performs various information processing. The server-side communication unit 21 has a configuration similar to that of the flying object communication unit 14, and performs various communications with the communication units 14, 42 of the flying object 10 and the piloting device 40.

[0054] The server-side control unit 22 includes a flight impact information acquisition unit 28, a status information acquisition unit 34, a danger area setting unit 23, a continuation of inspection determination unit 29, a route generation necessity determination unit 24, a predicted fall area calculation unit 25, an avoidance area setting unit 26, a fall area determination unit 27, a route generation unit 31, a flight management unit 32, and a memory unit 33.

[0055] The flight impact information acquisition unit 28 is a functional unit that acquires flight impact information that affects the flight of the flying object 10. The flight impact information is any one of weather information transmitted from outside, weather information obtained by simulation, wind information related to the wind direction and wind speed within the monitoring area A, and disaster information transmitted from outside. Specifically, the flight impact information acquisition unit 28 in this embodiment acquires information transmitted from an external information service and the results of a simulation performed based on the information as weather information and disaster information, and acquires wind direction and wind speed information obtained by the anemometers 17a, 17b, and 17c as wind information.

[0056] The situation information acquisition unit 34 is a functional unit that acquires information (situation information) relating to a situation that requires the setting of a danger area D, and in this embodiment, acquires as the situation information at least information relating to the damage status of the facility B, and any one of the fire status and flood status within the monitoring area A. Specifically, the situation information acquisition unit 34 in this embodiment acquires information relating to the damage status, fire status, and flood status based on images from cameras permanently installed within the monitoring area A, detection results from gas sensors, flame detectors, and low temperature detectors, and contact from personnel at the facility.

[0057] The danger area setting unit 23 is a functional unit that sets the danger area D. Specifically, the danger area setting unit 23 in this embodiment can set the danger area D based on the information acquired by the situation information acquisition unit 34. In this case, the danger area D is set to a location where the damaged facility B is located or a location where a fire or flooding has occurred. That is, in this embodiment, the danger area D is an area that is set in advance around the facility B depending on the type of the facility B, and an area that is set by the danger area setting unit 23. Note that FIG. 3 shows an example of the danger area D that is composed of an area that is set in advance around the facility B and an area that is set around a location where part of the facility B is damaged. In FIG. 3, the symbol Ba indicates a damaged member of the facility B.

[0058] The inspection continuation determination unit 29 is a functional unit that determines whether to continue the inspection by flying the aircraft 10 along the current flight route (the existing flight route Re or, if an inspection continuation flight route Rc has been generated, the inspection continuation flight route Rc) based on the flight influence information acquired by the flight influence information acquisition unit 28. When the flight influence information acquired by the flight influence information acquisition unit 28 is flight continuation impossible information indicating that the aircraft cannot be flown along the current flight route, the inspection continuation determination unit 29 determines not to continue the inspection with the aircraft 10 flying along the current flight route. Specifically, in this embodiment, the inspection continuation determination unit 29 determines not to continue the inspection with the aircraft 10 flying along the current flight route when the flight influence information acquired by the flight influence information acquisition unit 28 is at least one of rainfall information, snowfall information, and dense fog information as meteorological information, strong wind information as wind information, and hazardous disaster information as disaster information. An example of precipitation information is information informing that it is raining or about to rain, an example of snowfall information is information informing that it is snowing or about to snow, an example of dense fog information is information informing that fog has occurred which prevents sufficient visibility, an example of strong wind information is information informing that winds are blowing at a speed of 5 m / s or more, and an example of hazardous disaster information is information indicating that there is a possibility of damage to facility B, fire, or flooding.

[0059] The route generation necessity determination unit 24 is a functional unit that determines whether to generate an avoidance flight route Ra as a flight route to avoid a dangerous area. When the inspection continuation determination unit 29 determines not to continue the inspection with the flying object 10 flying along the flight route (the existing flight route Re, or the inspection continuation flight route Rc if the inspection continuation flight route Rc has been generated), the route generation necessity determination unit 24 determines to generate the avoidance flight route Ra. That is, the route generation necessity determination unit 24 determines to generate the avoidance flight route Ra when it is raining (or there is a possibility of it raining), when it is snowing (or there is a possibility of it snowing), when a wind is blowing at a predetermined wind speed or higher, when fog that does not ensure sufficient visibility is generated, or when a disaster occurs such as damage to the facility B or a fire or flooding occurring in the monitoring area A.

[0060] The predicted fall area calculation unit 25 is a functional unit that calculates the predicted fall area E of the flying body 10. In this embodiment, the predicted fall area calculation unit 25 calculates the predicted fall area E based on the position information, speed, weight, and wind-receiving area of ​​the flying body 10, as well as wind direction and speed information. Note that the weight and wind-receiving area of ​​the flying body 10 are appropriately used from those pre-stored in the memory unit 33. In this way, in this embodiment, multiple pieces of information are used when calculating the predicted fall area E, so that the predicted fall area E can be calculated with high accuracy.

[0061] Here, the predicted fall area E can be calculated using the following formulas 1 to 3. In formula 1, F is the air resistance experienced by the aircraft 10, ρ is the wind density, C is the resistance coefficient, (vu) is the relative speed, and A is the wind-receiving area of ​​the aircraft 10, in formula 2, a is the acceleration of the aircraft 10, m is the weight of the aircraft 10, and in formula 3, t is the time (seconds), and L is the horizontal distance traveled by the aircraft 10 in t seconds. (Formula 1) F = ρC(vu) 2 ×A / 2 (Formula 2) a=F / m (Formula 3) L=(at 2 ) / 2

[0062] Specifically, the predicted fall area calculation unit 25 of this embodiment calculates the predicted fall area E based on the altitude of the flying object 10 and the acceleration derived by the acceleration sensor 13, based on the above formula 3. That is, the predicted fall area calculation unit 25 calculates t in the above formula 3 based on the altitude of the flying object 10 for at least one of the cases of free fall and the case where air resistance is taken into account, and then calculates the distance that the flying object 10 will move horizontally based on formula 3. Then, the predicted fall area calculation unit 25 calculates the predicted fall point directly below the point on the ground where the flying object 10 has moved by the calculated horizontal distance, and calculates the surrounding area as the predicted fall area E. Note that the predicted fall area calculation unit 25 of this embodiment calculates the predicted fall area E at regular intervals until the flying object 10 flying along the avoidance flight route Ra returns to a predetermined location. In this embodiment, the acceleration obtained by the acceleration sensor 13 is influenced by the parameters of the above formulas 1 and 2, and the position information, weight and wind receiving area, and wind direction and wind speed information are substantially used in the calculation of the predicted fall area E.

[0063] The avoidance area setting unit 26 is a functional unit that sets an avoidance area F where the flying object 10 may fall or is at risk of falling into the danger area D. In this embodiment, the avoidance area setting unit 26 sets the avoidance area F based on the position information, acceleration, weight, and wind-receiving area of ​​the flying object 10, as well as wind direction and speed information. In this manner, in this embodiment, a plurality of pieces of information are used when setting the avoidance area F, so that the avoidance area F can be set with high accuracy. As with the calculation of the predicted fall area E, the weight and wind-receiving area of ​​the flying object 10 are appropriately used from those previously stored in the memory unit 33.

[0064] Specifically, in this embodiment, the avoidance area setting unit 26 sets the avoidance area F around the danger area D and the no-entry area C as an avoidance area F, where the predicted fall area E calculated based on the above formulas 1 to 3 overlaps at least with the danger area D or the no-entry area C when the aircraft 10 flies under the conditions (the altitude, wind speed, wind direction, etc. of the aircraft 10) at the time of setting the avoidance area F. The predicted fall area E calculated to set the avoidance area F is calculated based on the position information, acceleration, and wind direction and speed information of the aircraft 10 at the time of setting the avoidance area F.

[0065] More specifically, the avoidance area F set by the avoidance area setting unit 26 in this embodiment is set around the danger area D set by the danger area setting unit 23, as shown in Fig. 4. For example, Fig. 4 illustrates an example of an avoidance area F that is set when a wind W (arrow in Fig. 4) with a predetermined wind speed is blowing from the upper left diagonally to the lower right diagonally as viewed from the paper surface. In this case, since the flying object 10 is likely to be swept downwind by the wind W, the avoidance area F is set so that it becomes larger diagonally upwards and to the left of the danger area D as viewed from the paper surface.

[0066] In this embodiment, as described below, the avoidance area F set by the avoidance area setting unit 26 is used as route generation information, and the avoidance flight route Ra is generated by the route generation unit 31. That is, the avoidance flight route Ra generated by the route generation unit 31 is a route that makes it difficult for the aircraft 10 flying along the avoidance flight route Ra to fall into the danger area D even if it falls. Therefore, according to the aircraft control system of this embodiment, it is possible to fly the aircraft 10 along a safe route that makes it difficult for the aircraft 10 to enter the danger area D even if it falls.

[0067] The fall area determination unit 27 is a functional unit that determines whether the predicted fall area E calculated by the predicted fall area calculation unit 25 is within the danger area D. For example, as shown in FIG. 5, while the flying object 10 is flying along the avoidance flight route Ra, the wind direction and wind speed may change from when the avoidance area F was set (see FIG. 4), and the predicted fall area E may end up being located within the danger area D despite flying outside the avoidance area F. In such a case, the fall area determination unit 27 determines that the predicted fall area E is within the danger area D.

[0068] The return destination determination unit 30 is a functional unit that determines either the departure and arrival site P or the pilot H as the return destination of the flying object 10. Specifically, the return destination determination unit 30 in this embodiment determines whether the departure and arrival site P is within the danger area D, and when it is determined that it is not within the danger area D, it determines the departure and arrival site P as the return destination. On the other hand, when it is determined that the departure and arrival site P is within the danger area D, it determines the pilot H as the return destination. For example, as shown in FIG. 6, if a part of the departure and arrival site P is flooded and the danger area D is set in the part of the departure and arrival site P, the flying object 10 will enter the danger area D when it returns to the departure and arrival site P. Therefore, when the departure and arrival site P is not within the danger area D, the return destination is set to the departure and arrival site P, and when it is within the danger area D (in the case of the state shown in FIG. 6), the return destination is set to the pilot H.

[0069] The route generating unit 31 is a functional unit that generates the avoidance flight route Ra based on the route generation information when the route generation necessity determining unit 24 determines that the avoidance flight route Ra is to be generated. In this embodiment, the route generating unit 31 generates the avoidance flight route Ra based on the avoidance area F, the position (planar position and altitude) of the flying object 10, wind direction and wind speed information, and the route that the flying object 10 has flown (if the flying object 10 is flying an existing flight route Re, the existing flight route Re; if the flying object 10 is flying an avoidance flight route Ra, the avoidance flight route Ra) as the route generation information in addition to the danger area D. In addition, when generating the avoidance flight route Ra, the route generating unit 31 refers to the position coordinates of the facility B, etc. from the 3D map based on the 3D map stored in advance in the storage unit 33, and uses the position coordinates as the route generation information.

[0070] Specifically, the route generation unit 31 in this embodiment generates, as the avoidance flight route, either one of a return flight route Rr returning to the takeoff and landing site P and an inspection continuation flight route Rc continuing the inspection, and further generates, as the return flight route Rr, either one of a first return flight route Rr1 from the current location to the takeoff and landing site P along the original flight route, and a second return flight route Rr2 from the current location to the pilot H along a route different from the first return flight route Rr1. The original flight route is the portion from the takeoff and landing site P to the current location among the routes flown so far (the existing flight route Re if the existing flight route Re was flown, or the avoidance flight route Ra if the avoidance flight route Ra was flown). FIGS. 7 to 9 show examples of the inspection continuation flight route Rc, the first return flight route Rr1, and the second return flight route Rr2 generated when a fire breaks out in the shaded portion and the area where the fire breaks out is also set as the danger area D. In addition, Figures 7 to 9 illustrate a case where point X on the existing flight route Re is the starting point of each flight route Rc, Rr1, and Rr2, and the avoidance area F is not shown, but the inspection continuation flight route Rc, the first return flight route Rr1, and the second return flight route Rr2 are naturally generated as routes that pass outside the avoidance area F when the avoidance area F is set.

[0071] In this embodiment, which of the inspection continuation flight route Rc, the first return flight route Rr1, and the second return flight route Rr2 to generate is determined based on the input by the pilot H to the server-side control unit 22 regarding whether or not to continue the inspection, the return destination determined by the return destination determination unit 30, and the like. For example, if the pilot H determines to continue the inspection and inputs that to the server-side control unit 22, it is determined to generate the inspection continuation flight route Rc. Also, if the pilot H determines not to continue the inspection and inputs that to the server-side control unit 22, if the departure and arrival site P is not within the dangerous area D and the departure and arrival site P has been determined as the return destination, it is determined to generate the first return flight route Rr1, and if the departure and arrival site P is within the dangerous area and the pilot H has been determined as the return destination, it is determined to generate the second return flight route Rr2.

[0072] In this way, in this embodiment, the route generation unit 31 can determine which of the inspection continuation flight route Rc, the first return flight route Rr1, and the second return flight route Rr2 is optimal to generate, and then generate the optimal flight route for inspection or return while avoiding the dangerous area D.

[0073] The flight management unit 32 is a functional unit that manages the flight of the aircraft 10. In this embodiment, the flight management unit 32 appropriately changes between flying the aircraft by autopilot along the avoidance flight route Ra generated by the route generation unit 31 or the predefined existing flight route Re, and presenting the avoidance flight route Ra or the existing flight route Re to the pilot H through the piloting device 40, based on the input to the server-side control unit 22 by the pilot H, the judgment result of the fall area judgment unit 27, etc. For example, when the pilot H inputs to the server-side control unit 22 that the inspection of the facility B is to be performed by the automatic control of the aircraft 10, the flight management unit 32 appropriately transmits a signal related to the automatic control of the aircraft 10 to the aircraft 10, and causes the aircraft 10 to fly by automatic control. On the other hand, when the equipment B is inspected by flying the aircraft 10 mainly through remote control by the pilot H, the flight management unit 32 presents the existing flight route Re to the pilot H before the inspection begins so that the pilot H flies the aircraft 10 along the existing flight route Re, and when the avoidance flight route Ra is generated by the route generation unit 31, the flight management unit 32 presents the avoidance flight route Ra to the pilot H so that the pilot H flies the aircraft 10 along the avoidance flight route Ra.

[0074] Furthermore, in the present embodiment, when the fall area determination unit 27 determines that the predicted fall area E is within the danger area D, the flight management unit 32 takes an approach avoidance measure to prevent the aircraft 10 from approaching the danger area D. In this manner, since the flight management unit 32 is configured to take an approach avoidance measure, if an incident occurs in which the predicted fall area E becomes within the danger area D during flight, the approach avoidance measure can be taken to prevent the aircraft 10 from approaching the danger area D. Therefore, even if an incident occurs in which the aircraft 10 actually falls, the possibility of the aircraft 10 falling into the danger area D can be reduced.

[0075] The approach avoidance response is a response in which the aircraft 10 is automatically steered along the avoidance flight route Ra while modifying the avoidance flight route Ra generated by the route generation unit 31 so that the aircraft 10 does not approach the danger area D. In this embodiment, when the avoidance flight route Ra is not generated, the currently flying flight route (i.e., the existing flight route Re) is modified and the aircraft 10 is automatically steered along the flight route. In this way, even when the aircraft 10 is being flown by remote control by the pilot H, the avoidance flight route Ra and the existing flight route Re are modified and the automatic steering is switched to along the modified flight routes Ra and Re, so that the approach of the aircraft 10 to the danger area D caused by the pilot H's erroneous operation or the like can be prevented and the aircraft 10 can be flown.

[0076] The storage unit 33 is a functional unit that stores various information. In this embodiment, the storage unit 33 pre-stores the existing flight route Re, a 3D map of the monitoring area, the size of a danger area D pre-set around the facility B, information about the flying object 10 (weight and wind-receiving area), and the like. The storage unit 33 also appropriately stores the positions and sizes of the danger area D and avoidance area F set by the danger area setting unit 23, the generated avoidance flight route Ra, and the like.

[0077] As shown in FIG. 1 and FIG. 2, the control device 40 includes a display unit 41 capable of displaying predetermined information, a device-side communication unit 42 capable of wireless communication with the management server 20 and the flying object 10, a functional unit for displaying predetermined information on the display unit 41, a functional unit for remotely controlling the flying object 10, and a device-side control unit 43 having a functional unit for executing functions for performing various operations required for the control device 40. The device-side communication unit 42 has a configuration similar to that of the flying object communication unit 14 and the server-side communication unit 21, and performs various communications with the flying object 10 and the communication units 14, 21 of the management server 20. In addition, in this embodiment, the device-side control unit 43 of the control device 40 includes a functional unit (not shown) that generates position information of the control device 40 based on positioning data generated by a satellite positioning receiver (not shown) provided in the control device 40. The generated position information is then transmitted to the management server 20.

[0078] In this embodiment, the display unit 41 displays a two-dimensional map or a three-dimensional map of the monitoring area A, the avoidance flight route Ra transmitted from the server-side control unit 22, the positions and ranges of the danger area D and the avoidance area F, an operation screen required for remote control, an input screen for transmitting to the server-side control unit 22 whether or not to continue the inspection, and the like.

[0079] [Processing flow of the aircraft control system] Next, the processing flow of the aircraft control system having the above configuration will be described with reference to Fig. 10 to Fig. 14. In the following, an example will be described in which the aircraft 10 is flown by automatic control by the flight management unit 32 to inspect facility B. Also, it is assumed that areas in the monitoring area A where explosive gas (or flammable gas) is handled and areas where the falling of the aircraft 10 may affect facility B are set as dangerous areas D in advance.

[0080] First, the aircraft 10 starts flying along the existing flight route Re (step #1). Next, it is determined whether flight impact information has been acquired (step #2). If flight impact information has been acquired (step #2: Yes), the process proceeds to step #3. If flight impact information has not been acquired (step #2: No), the aircraft 10 continues flying along the currently flying flight route (step #4), and the process proceeds to step #32.

[0081] If flight impact information has been acquired, it is determined whether the flight impact information is weather information, wind information, or disaster information (step #3).

[0082] If it is determined that the flight impact information is weather information (step #3: weather information), the inspection continuation decision unit 29 decides whether the weather information is any of rainfall information, snowfall information, and dense fog information that are flight continuation impossible information (step #5). If it is determined that the weather information is any of rainfall information, snowfall information, and dense fog information (step #5: Yes), the route generation necessity decision unit 24 decides that it is necessary to generate an avoidance flight route Ra. If it is determined that it is necessary to generate an avoidance flight route Ra, the avoidance area setting unit 26 sets an avoidance area F based on the position information, speed, weight, and wind-receiving area of ​​the aircraft 10, and wind direction and wind speed information (step #6), and then it is determined whether the takeoff and landing site P is within the danger area D (step #7). If the takeoff and landing site P is not within the danger area D (step #7: No), the route generation unit 31 decides to generate a first return flight route Rr1 (step #8), and the first return flight route Rr1 is generated as the avoidance flight route Ra (step #10). On the other hand, if the takeoff / landing site P is within the danger area D (step #7: Yes), the route generation unit 31 determines to generate a second return flight route Rr2 (step #9), and the second return flight route Rr2 is generated as the avoidance flight route Ra (step #10). If it is determined that the weather information does not indicate that flight cannot be continued (step #5: No), the route generation necessity determination unit 24 determines that there is no need to generate an avoidance flight route Ra, and flight is continued along the currently flown flight route (step #11), and the process proceeds to step #32.

[0083] Also, if it is determined that the flight impact information is wind information (step #3: wind information), the inspection continuation possibility determination unit 29 determines whether the wind information is strong wind information as flight continuation impossible information (step #12). Then, if it is determined that the wind information is strong wind information (step #12: Yes), the route generation necessity determination unit 24 determines that it is necessary to generate an avoidance flight route Ra. If it is determined that it is necessary to generate an avoidance flight route Ra, the avoidance area setting unit 26 sets an avoidance area F based on the position information, speed, weight, and wind-receiving area of ​​the aircraft 10, and wind direction and wind speed information (step #13), and then it is determined whether the takeoff and landing site P is within the danger area D (step #14). Then, if the takeoff and landing site P is not within the danger area D (step #14: No), the route generation unit 31 determines that the first return flight route Rr1 is to be generated (step #15), and the first return flight route Rr1 is generated as the avoidance flight route Ra (step #17). On the other hand, if the takeoff / landing site P is within the danger area D (step #14: Yes), the route generation unit 31 determines to generate a second return flight route Rr2 (step #16), and the second return flight route Rr2 is generated as the avoidance flight route Ra (step #17). Also, if it is determined that the wind information is not information that prohibits flight continuation (step #12: No), the route generation necessity determination unit 24 determines that there is no need to generate an avoidance flight route Ra, and flight is continued along the currently flown flight route (step #18), and the process proceeds to step #32.

[0084] On the other hand, if the flight impact information is determined to be disaster information (step #3: disaster information), the inspection continuation determination unit 29 determines whether the disaster information is hazardous disaster information that makes flight impossible (step #19). If the disaster information is determined to be hazardous disaster information (step #19: Yes), the route generation necessity determination unit 24 determines that it is necessary to generate an avoidance flight route Ra, and the process proceeds to step #20. On the other hand, if the disaster information is determined to not be information that makes flight impossible (step #19: No), the route generation necessity determination unit 24 determines that it is not necessary to generate an avoidance flight route Ra, and flight along the currently flown flight route is continued (step #30), and the process proceeds to step #32.

[0085] In step #20, it is determined whether or not it is necessary to set a danger area D different from the danger area D that is preset around facility B. If it is determined that it is necessary to set a danger area D (step #20: Yes), the danger area setting unit 23 sets a danger area D based on the damage status of facility B and the occurrence of a fire or flood in the monitoring area A (step #21), and the process proceeds to step #22. On the other hand, if it is determined that it is not necessary to set a danger area D (step #20: No), the process proceeds to step #22. In step #21, the danger area D is reset so as to include the area that needs to be set due to the damage to facility B and the fire or flood in the monitoring area A, and the danger area D that is preset around facility B.

[0086] In step #22, the avoidance area F is set by the avoidance area setting unit 26 based on the position information, speed, weight, and wind-receiving area of ​​the flying object 10, as well as wind direction and speed information, and the process proceeds to step #23.

[0087] In step #23, the pilot H decides whether to continue the inspection. For example, if it is determined that it is necessary to check the damage situation in order to prevent the damage caused by the disaster from spreading, the pilot H decides to continue the inspection. On the other hand, if there is no such circumstance, the pilot H decides not to continue the inspection in consideration of safety. Then, if it is determined that the inspection will not be continued (step #23: No), the route generation unit 31 decides to generate a return flight route Rr (step #24). On the other hand, if it is determined that the inspection will be continued (step #25: Yes), the route generation unit 31 decides to generate an inspection continuation flight route Rc (step #25), and the inspection continuation flight route Rc is generated as an avoidance flight route Ra (step #29).

[0088] If it is determined that the return flight route Rr is to be generated, the route generation unit 31 then determines whether the departure and arrival site P is within the danger area D (step #26). If the departure and arrival site P is not within the danger area D (step #26: No), the route generation unit 31 determines that the first return flight route Rr1 is to be generated (step #27), and the first return flight route Rr1 is generated as the avoidance flight route Ra (step #29). On the other hand, if the departure and arrival site P is within the danger area D (step #26: Yes), the route generation unit 31 determines that the second return flight route Rr2 is to be generated (step #28), and the second return flight route Rr2 is generated as the avoidance flight route Ra (step #29).

[0089] After the avoidance flight route Ra is generated, the flight management unit 32 starts flying the aircraft 10 along the avoidance flight route Ra (i.e., one of the flight routes selected from the inspection continuation flight route Rc, the first return flight route Rr1, and the second return flight route Rr2) (step #31), and then proceeds to step #32.

[0090] When the flight of the aircraft 10 along the avoidance flight route Ra is started or when the flight along the current flight route is continued, the fall prediction area calculation unit 25 calculates the fall prediction area E (step #32). Next, the fall area determination unit 27 determines whether the calculated fall prediction area E is within the danger area D (step #33). Then, when it is determined that the fall prediction area E is within the danger area D (step #33: Yes), the flight management unit 32 flies the aircraft 10 along the avoidance flight route Ra (or the existing flight route Re) by automatic pilot while correcting the avoidance flight route Ra (if the avoidance flight route Ra has not been generated, the existing flight route Re) (step #34), and proceeds to step #36. On the other hand, when it is determined that the fall prediction area E is not within the danger area D (step #33: No), the flight management unit 32 continues the flight of the aircraft 10 along the avoidance flight route Ra (or the existing flight route Re) (step #35), and proceeds to step #36.

[0091] In step #36, the flight management unit 32 determines whether the aircraft 10 has landed. If it is determined that the aircraft 10 has landed (step #36: Yes), the process ends. On the other hand, if it is determined that the aircraft 10 has not landed (step #36: No), the process returns to step #2 and continues to execute the processes from step #2 onward.

[0092] As described above, according to the aircraft control system of this embodiment, when flight impact information (weather information, wind information, and disaster information) relating to weather and disasters that may affect the flight of the aircraft 10 is flight non-continuation information (rainfall information, snowfall information, dense fog information, strong wind information, and dangerous disaster information), it is determined not to continue inspection with the aircraft 10 flying along the current flight route, and an avoidance flight route Ra (inspection continuation flight route Rc, first return flight route Rr1, and second return flight route Rr2) is generated, and the aircraft 10 can be flown along the avoidance flight route Ra. Therefore, taking into account events that may affect the flight of the aircraft 10, the aircraft 10 can be flown along a safe flight route.

[0093] [Another embodiment] [1] In the above embodiment, the flight management unit 32 appropriately switches between flying the aircraft 10 by autopilot and presenting the avoidance flight route Ra or the existing flight route Re to the pilot H, but this is not limited to the above. For example, the aircraft 10 may always be flown by autopilot, or a predetermined flight route may always be presented to the pilot H.

[0094] [2] In the above embodiment, the avoidance flight route Ra is any one of the inspection continuation flight route Rc, the first return flight route Rr1, and the second return flight route Rr2, but this is not limited to this and is not particularly limited as long as it is a flight route that avoids the dangerous area D.

[0095] [3] In the above embodiment, when the flight impact information is meteorological information or wind information, the inspection continuation flight route Rc is not generated, but the present invention is not limited to this. For example, when the meteorological information or wind information is flight continuation impossible information (rainfall information, snowfall information, dense fog information, and strong wind information), the pilot H may determine whether or not to continue the inspection, as in the case where the flight impact information is disaster information, and when it is determined that the inspection should be continued, it may determine that the inspection continuation flight route Rc is generated, and when it is determined that the inspection should not be continued, it may determine that the first return flight route Rr1 or the second return flight route Rr2 is generated.

[0096] [4] In the above embodiment, the flight impact information includes meteorological information, wind information, and disaster information, but this is not limited to this. For example, the flight impact information may include only meteorological information, only wind information, or only disaster information.

[0097] [5] In the above embodiment, the flight continuation impossible information is at least one of rainfall information, snowfall information, and dense fog information as meteorological information, strong wind information as wind information, and dangerous disaster information as disaster information, but is not limited thereto. For example, as long as the information indicates that the flying object 10 cannot fly, it may be other than rainfall information, snowfall information, dense fog information, strong wind information, and dangerous disaster information, or it may be only one of the five pieces of information.

[0098] [6] In the above embodiment, the status information is information regarding the damage status of facility B, and either a fire status or a flood status within monitoring area A, but this is not limited to this, and the status information may be information regarding a status other than these, so long as it is information regarding a status that requires the setting of danger area D.

[0099] [7] In the above embodiment, the return destination of the second return flight route Rr2 is the pilot H, but this is not limited thereto, and it is also possible to generate a second return flight route Rr2 whose return destination is the departure and arrival site P if the departure and arrival site P is not within the danger area D. Scenario for determining to generate a second return flight route Rr2 whose return destination is the departure and arrival site P includes a case where a danger area D is set on the original flight route on the premise that the departure and arrival site P is not within the danger area D, or a case where the flight distance is shorter in returning to the departure and arrival site P than in returning to the pilot H.

[0100] [8] In the above embodiment, the server-side control unit 22 is provided with the flight influence information acquisition unit 28, the situation information acquisition unit 34, the danger area setting unit 23, the inspection continuation decision unit 29, the route generation necessity decision unit 24, the fall prediction area calculation unit 25, the avoidance area setting unit 26, the fall area decision unit 27, the route generation unit 31, the flight management unit 32, and the memory unit 33, but some or all of these functional units may be provided by the aircraft-side control unit 15 or the equipment-side control unit 43. For example, a configuration may be adopted in which the aircraft-side control unit 15 and the equipment-side control unit 43 share the functions of all of the functional units provided by the server-side control unit 22, and the inspection of the facility B may be performed by the aircraft 10 and the control device 40 without providing a management server 20.

[0101] [9] In the above embodiment, the approach avoidance response is to automatically fly the aircraft 10 along the avoidance flight route Ra or the existing flight route Re while modifying the avoidance flight route Ra generated by the route generating unit 31 or the predefined existing flight route Re, but the approach is not limited to this. For example, the approach avoidance response may be to restrict the remote control of the aircraft 10 by the pilot H so that the aircraft 10 does not enter the danger area D by using a geofence or the like. In this case, if a situation occurs in which the predicted fall area E is within the danger area D while the aircraft 10 is being flown by the pilot H through remote control, a restriction is imposed on the remote control. Therefore, even if the pilot H mistakenly performs an operation that brings the aircraft 10 close to the danger area D, the operation is restricted, and the approach of the aircraft 10 to the danger area D can be prevented, and the aircraft 10 can be flown as close to the danger area D as possible.

[0102]

[10] In the above embodiment, the system is configured to include a satellite positioning receiver 12, an acceleration sensor 13, anemometers 17a, 17b, 17c, a situation information acquisition unit 34, a danger area setting unit 23, an avoidance area setting unit 26, a predicted fall area calculation unit 25, and a fall area determination unit 27, but the system may not include some or all of these.

[0103]

[11] In the above embodiment, the acceleration derived by the acceleration sensor 13 provided on the flying object 10 is used when calculating the predicted drop area E, but this is not limited to this. For example, when the acceleration cannot be obtained from the acceleration sensor 13, the acceleration may be calculated based on the above formulas 1 and 2, and the predicted drop area E may be calculated using this calculated acceleration. In this case, the speed of the flying object 10 can be calculated, for example, based on the position information of the flying object 10, and more specifically, it can be calculated from the moving distance of the flying object 10 and the time required to move the distance.

[0104]

[12] In the above embodiment, when the route generating unit 31 generates the avoidance flight route Ra, the 3D map stored in the storage unit 33 is used, but this is not limited to the above. For example, a 3D map obtained from an external source via a telecommunication line may be used. Also, the avoidance flight route Ra may be generated without using a 3D map.

[0105]

[13] In the above embodiment, one facility B in the monitoring area A is inspected, but the present invention is not limited to this, and two or more facilities may be inspected simultaneously. In this case, the existing flight route Re is set so that all the facilities can be inspected simultaneously.

[0106]

[14] In the above embodiment, three anemometers 17a, 17b, and 17c are installed, but the number of anemometers is not particularly limited.

[0107]

[15] In the above embodiment, the planar position and altitude of the aircraft 10 are acquired using a global positioning satellite system, but this is not limited to the above. For example, the planar position of the aircraft 10 may be acquired using a global positioning satellite system, and the altitude of the aircraft 10 may be acquired by providing an air pressure sensor or ultrasonic sensor on the aircraft 10. Alternatively, only the planar position of the aircraft 10 may be acquired.

[0108] The configurations disclosed in the above embodiments (including other embodiments) can be applied in combination with configurations disclosed in other embodiments, provided that no contradiction arises. Furthermore, the embodiments disclosed in this specification are illustrative, and the embodiments of the present invention are not limited thereto, and can be appropriately modified within the scope that does not deviate from the purpose of the present invention. [Industrial Applicability]

[0109] The present invention can be applied to an aircraft control system that flies an aircraft along a predetermined flight route to inspect equipment. [Explanation of symbols]

[0110] 10: Flying object 12: Satellite positioning receiver (aircraft position detection unit) 13: Acceleration sensor (aircraft acceleration deriving part) 17a, 17b, 17c: Wind direction and speed meter (wind direction and speed detection section) 23: Danger area setting section 24: Route generation necessity determination unit 25: Fall prediction area calculation section 26: Avoidance area setting section 27: Fall area determination unit 28: Flight impact information acquisition section 29: Inspection continuation decision section 30: Return destination determination department 31: Route generation section 32:Flight Management Department 34: Situation information acquisition unit 40: Control equipment A: Surveillance area B: Equipment D: Danger area E: Fall prediction area F: Avoidance Area P: Departure and arrival point H: Pilot Re: Existing flight routes Ra: Evasive flight route Rc: Inspection continuation flight route Rr: Return flight route Rr1: First return flight route Rr2: Second return flight route

Claims

1. An aircraft control system for flying an aircraft along a flight route set around a facility in a surveillance area and inspecting the facility, A flight management unit that manages the flight of the aircraft; A flight influence information acquisition unit that acquires flight influence information that affects the flight of the aircraft; An inspection continuation determination unit that determines whether to continue the inspection by flying the aircraft along the current flight route based on the flight influence information acquired by the flight influence information acquisition unit; a route generation necessity determination unit that determines whether to generate an avoidance flight route as the flight route that avoids a dangerous area where a problem occurs or is likely to occur due to the intrusion of the flying object; a route generating unit that generates the avoidance flight route based on route generation information when the route generation necessity determining unit determines that the avoidance flight route is to be generated, The inspection continuation determination unit determines not to continue the inspection with the aircraft flying along the current flight route when the flight impact information acquired by the flight impact information acquisition unit is flight continuation impossible information indicating that the aircraft cannot be flown along the current flight route, The route generation necessity determination unit determines to generate the avoidance flight route when the inspection continuation determination unit determines not to continue the inspection with the aircraft flying along the flight route, The flight impact information is at least one of weather information transmitted from an external source, weather information obtained by a simulation, wind information regarding wind direction and wind speed within the monitoring area, and disaster information transmitted from an external source; An avoidance area setting unit that sets an avoidance area into which the flying object may fall or is likely to fall, an aircraft position detection unit for detecting the position of the aircraft; a wind direction and wind speed detection unit for detecting a wind direction and a wind speed within the monitoring area; and an aircraft acceleration derivation unit that derives the acceleration of the aircraft, the avoidance area setting unit sets the avoidance area around the danger area based on a detection result by the flying object position detection unit, a derivation result by the flying object acceleration derivation unit, a detection result by the wind direction and wind speed detection unit, a weight of the flying object, and a wind-receiving area of ​​the flying object; An aircraft control system, wherein the route generation information includes the danger area and the avoidance area set by the avoidance area setting unit.

2. The aircraft control system of claim 1 , wherein the flight continuation impossibility information is any one of rainfall information, snowfall information and dense fog information as meteorological information, strong wind information as wind information, and hazardous disaster information as disaster information.

3. A predicted fall area calculation unit that calculates a predicted fall area of ​​the flying object; a fall area determination unit that determines whether the predicted fall area calculated by the predicted fall area calculation unit is within the dangerous area, The flight management unit: An aircraft control system as described in claim 1 or 2, wherein when the fall area determination unit determines that the predicted fall area is within the danger area, an approach avoidance measure is taken to prevent the aircraft from approaching the danger area.

4. The aircraft control system of claim 3, wherein the approach avoidance response is a response in which the aircraft is automatically flown along the avoidance flight route generated by the route generation unit while modifying the avoidance flight route so that the aircraft does not approach the danger area.

5. A control device configured to be able to transmit and receive commands related to remote control of the aircraft is provided, 4. The flying object control system according to claim 3, wherein the approach avoidance response is a response that restricts a pilot from remotely controlling the flying object so that the flying object does not approach the danger area.

6. an aircraft position detection unit for detecting the position of the aircraft; a wind direction and wind speed detection unit for detecting a wind direction and a wind speed within the monitoring area; and an aircraft acceleration derivation unit that derives the acceleration of the aircraft, An aircraft control system as described in any one of claims 3 to 5, wherein the predicted fall area calculation unit calculates the predicted fall area based on the detection results of the aircraft position detection unit, the derivation results of the aircraft acceleration derivation unit, the detection results of the wind direction and wind speed detection unit, the weight of the aircraft, and the wind-receiving area of ​​the aircraft.

7. The aircraft control system according to any one of claims 1 to 6, wherein the flight management unit flies the aircraft by automatic pilot along the avoidance flight route generated by the route generation unit.

8. A control device configured to be able to transmit and receive commands related to remote control of the aircraft is provided, The aircraft control system according to any one of claims 1 to 7, wherein the flight management unit presents the avoidance flight route generated by the route generation unit to a pilot through the control device.

9. The route generation unit An aircraft control system as described in any one of claims 1 to 8, which generates, as the avoidance flight route, either a return flight route returning to the takeoff and landing site or the pilot, or an inspection continuation flight route continuing inspection.

10. The route generation unit The aircraft control system of claim 9, wherein the return flight route is generated as either a first return flight route from the current location to the takeoff and landing site along the original flight route, or a second return flight route from the current location to the pilot via a route different from the first return flight route.

11. a situation information acquisition unit that acquires information regarding a situation in which the dangerous area needs to be set; An aircraft control system as described in any one of claims 1 to 10, further comprising a danger area setting unit that sets the danger area based on situation information acquired by the situation information acquisition unit.

12. The aircraft control system according to claim 11 , wherein the status information acquisition unit acquires at least one of the damage status of the facility, and a fire status and a flood status within the monitoring area.

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