Aircraft Control System

Abstract

To provide a flight body control system that can make a flight body fly based on a safer flight route.SOLUTION: A flight body control system, which makes a flight body 10 fly along a flight route to be set outside an approach prohibition area set around facilities within a monitor area, and is for the purpose of reviewing the facility, comprises: a flight management unit 32; a flight body location detection unit 12; a wind direction / wind velocity detection units 17a, 17b and 17c; area-side gas detection units 16a, 16b and 16c; a danger area setting unit 23; a route generation necessary / non-necessary determination unit 24; and a route generation unit 31.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 outside a no-entry area defined around equipment within a monitored 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 facilities that handle explosive gases, such as gas production plants, using an aircraft, there is a risk that an explosion could occur and cause a serious disaster if the aircraft enters an area where explosive gas is present, so it is essential to fly the aircraft as safely as possible.

[0008] Here, by flying the aircraft along a flight route that avoids dangerous areas, as in the flight control method described in the above-mentioned Patent Document 1, the inspection of the facility can be carried out relatively safely.

[0009] However, in this flight control method, whether or not the leakage target has leaked is determined based on the detection result of a sensor provided in the flying object. In general, there is a limit to the distance at which a sensor can detect a leakage target. Therefore, when the flying object is flying at a high altitude, even if the leakage target leaks near the ground, the leakage target cannot be detected, that is, there is a risk of detection failure. If detection failure occurs, it is not possible to set a flight route that avoids dangerous areas, and there is a risk of the flying object entering the dangerous area (i.e., if the leakage target is an explosive gas, an area where the explosive gas exists or may exist).

[0010] In other words, the flight control method described in Patent Document 1 has room for improvement in terms of flying an aircraft more safely.

[0011] 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 safer flight route. [Means for solving the problem]

[0012] 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 outside a no-entry area defined around a facility in a monitoring area and inspecting the facility, comprising: A flight management unit that manages the flight of the aircraft; 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; an area-side gas detection unit provided within the monitoring area and configured to detect explosive gas; a danger area setting unit that sets a danger area where an explosive atmosphere exists or where there is a possibility that an explosive atmosphere exists based on a detection result by the area side gas detection unit; a route generation necessity determination unit that determines whether to generate an avoidance flight route as the flight route that avoids the dangerous area; 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; an aircraft-side gas detection unit that is provided on the aircraft and detects explosive gas, the route generation information including a detection result by the aircraft position detection unit, a detection result by the wind direction and wind speed detection unit, and the danger area set by the danger area setting unit, The dangerous area setting unit is configured to detect the danger of the air vehicle side gas detection unit and the area side gas detection unit. the information on the explosive gas transmitted from the wind direction and wind speed detection unit; Based on this, Simulate how the explosive gas will spread in the future The point is to set the danger area.

[0013] According to the above characteristic configuration, by providing an area-side gas detection unit provided within the monitored area, even if an explosive gas leak occurs within the monitored area at a location that cannot be detected by the aircraft-side gas detection unit, the area-side gas detection unit can detect the explosive gas. Furthermore, by providing an aircraft-side gas detection unit in addition to the area-side gas detection unit, even if a malfunction occurs in either the area-side gas detection unit or the aircraft-side gas detection unit, or if an explosive gas leak occurs at a location that cannot be detected by either one, the explosive gas can be detected by the other gas detection unit. Therefore, based on this detection result, a dangerous area is determined as route generation information. Based on the explosive gas information transmitted from the aircraft gas detection unit and the area gas detection unit, and the wind direction and wind speed information transmitted from the wind direction and wind speed detection unit, a simulation is performed to determine how the explosive gas will spread in the future. Once this is set, an avoidance flight route is generated to avoid the dangerous area, allowing the aircraft to fly more safely than ever before.

[0014] 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.

[0017] A further characteristic configuration of the aircraft control system according to the present invention is an avoidance area setting unit that sets an avoidance area in which the flying object falls or is likely to fall into the danger area or the no-entry area, The avoidance area set by the avoidance area setting unit is one of the route generation information. the law of nature, The aircraft acceleration derivation unit derives the acceleration of the aircraft, The avoidance area setting unit sets the avoidance area around the danger area and the no-entry area based on the detection result by the flying object position detection unit, the derivation result by the flying object acceleration derivation unit, the detection result by the wind direction and wind speed detection unit, the weight of the flying object, and the wind-receiving area of ​​the flying object. It's at the point.

[0018] According to the above characteristic configuration, The avoidance area is set around the danger area and the no-entry area based on the detection results of the flying object position detection unit, the derived results of the flying object acceleration derivation unit, the detection results of the wind direction and wind 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.To generate the avoidance flight route, the detection results from the aircraft position detection unit, the detection results from the wind direction and speed detection unit, the set danger area, and the set avoidance area are used. Therefore, the avoidance flight route generated by the route generation unit is a route that makes it difficult for the aircraft to fall into a danger area or a no-entry area even if it falls while flying along the avoidance flight route. Therefore, according to the above characteristic configuration, it is possible to fly the aircraft along a safe route that makes it difficult for it to enter a danger area or a no-entry area.

[0021] Further, 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 danger area or the no-entry area set by the danger area setting unit, The flight management unit: When the fall area judgment unit judges that the predicted fall area is within the danger area or the no-entry area, approach avoidance measures are taken to prevent the flying object from approaching the danger area or the no-entry area.

[0022] According to the above characteristic configuration, if an incident occurs during flight in which the predicted fall area becomes within a danger area or a no-entry area, approach avoidance measures can be taken to prevent the aircraft from approaching the danger area or no-entry area. Therefore, even if an incident occurs in which the aircraft actually falls, the possibility of the aircraft falling within the danger area can be reduced.

[0023] 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 or the no-entry area.

[0024] During the flight of the aircraft, a situation may occur in which the predicted fall area becomes a dangerous area or a prohibited area due to strong winds starting to blow, etc. According to the above-mentioned 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 dangerous area or the prohibited area, so that the aircraft can be flown while preventing it from approaching the dangerous area or the prohibited area. For example, if 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 dangerous area or the prohibited area due to a pilot's erroneous operation, etc. Therefore, the aircraft can be flown while preventing it from approaching the dangerous area or the prohibited area.

[0025] 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 area in which the aircraft will fall is within a danger area or a no-entry area, away from the danger area or the no-entry area.

[0026] 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 or the no-entry area.

[0027] According to the above characteristic configuration, if a situation occurs in which the predicted fall area is within a danger area or a no-entry area while the aircraft is flying by remote control by the pilot, restrictions are imposed on the remote control. Therefore, even if the pilot mistakenly performs an operation that brings the aircraft close to the danger area or the no-entry area, the operation is restricted, and the approach of the aircraft to the danger area or the no-entry area can be prevented, and the aircraft can be flown so as not to approach the danger area or the no-entry area.

[0028] Further, a further characteristic configuration of the aircraft control system according to the present invention is The aircraft acceleration derivation unit 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.

[0029] According to the above characteristic configuration, the predicted fall area can be calculated with high accuracy.

[0030] 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.

[0031] According to the above characteristic configuration, the aircraft can be flown more safely than ever before by automatically piloting it along an avoidance flight route.

[0032] 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.

[0033] According to the above characteristic configuration, the aircraft can be flown more safely than ever before by a pilot who has been presented with an avoidance flight route and remotely controlling the aircraft along the avoidance flight route.

[0034] 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.

[0035] According to the above characteristic configuration, if explosive gas is detected by the gas detection unit while the aircraft is inspecting equipment within a monitored area, a return flight route can be generated to return the aircraft, or a continuation inspection flight route can be generated to continue the inspection while avoiding dangerous areas, depending on the situation.

[0036] 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 takeoff and landing site or to the pilot via a route different from the first return flight route.

[0037] When returning the aircraft, if the aircraft is returned to the takeoff / 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 a dangerous area is set on the original flight route or at the takeoff / landing site, making it impossible to return to the takeoff / landing site along the original flight route, or where there is a high urgency and the aircraft needs to be retrieved quickly, but returning to the takeoff / landing site along the original flight route would take 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 route different from the original flight route, can be generated.

[0038] Further, a further characteristic configuration of the aircraft control system according to the present invention is a return destination determination unit that determines either the landing site or the pilot as a return destination of the aircraft, The route generation unit The return destination determined by the return destination determination unit is set as the return destination of the second return flight route.

[0039] According to the above characteristic configuration, the return destination of the second return flight route can be determined.

[0040] Further, a further characteristic configuration of the aircraft control system according to the present invention is The return destination determination unit, determining whether the arrival / departure point is within the danger area based on the danger area set by the danger area setting unit; If it is determined that the aircraft is not within the danger area, the aircraft determines the landing site as the return destination; If it is determined that the vehicle is within the danger area, the pilot is determined as the return destination.

[0041] According to the above characteristic configuration, the return destination of the second return flight route can be appropriately determined, and a safer avoidance flight route can be generated. [Brief description of the drawings]

[0042] [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 in which a danger area is set to include a departure and arrival 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 in which the return destination is a takeoff / landing site. [Figure 10] FIG. 2 is a diagram showing an example of a second return flight route in which the return destination is the pilot. [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. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0043] Hereinafter, an aircraft control system according to an embodiment of the present invention will be described with reference to the drawings.

[0044] [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 outside a no-entry area C defined around equipment B within a monitored area A, as shown in Figure 1, to inspect equipment B. In the event of an explosive gas leak within the monitored area A, the system generates an avoidance flight route Ra that avoids dangerous area D where an explosive atmosphere exists or is likely to exist, and flies the aircraft 10 along the generated avoidance flight route Ra instead of the existing flight route Re.

[0045] In this embodiment, the monitoring area A is a gas-related plant that handles explosive gas, but is not limited thereto, and facilities that handle explosive gas can be a wide range of monitoring 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, and in this embodiment, is set in advance for inspecting one equipment B. The no-entry area C is set in advance around the equipment B depending on the type of the equipment B. The existing flight route Re and the avoidance flight route Ra are set and generated so that the aircraft 10 passes through a position at least a predetermined distance away from the equipment B so as not to enter the no-entry area C.

[0046] [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.

[0047] In addition, three area-side gas sensors 16a, 16b, 16c (area-side gas detection units) that detect explosive gases and three anemometers 17a, 17b, 17c (wind direction and speed detection units) that detect wind direction and wind speed within the monitored area A are installed, and signals related to various information can be sent and received between the area-side gas sensors 16a, 16b, 16c and the anemometers 17a, 17b, 17c and the management server 20 and the control device 40.

[0048] As shown in Figure 2, the aircraft 10 is equipped with an aircraft-side gas sensor 11 (aircraft-side gas detection unit) that detects explosive gas, 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 that can wirelessly communicate with the management server 20 and the control device 40, and an aircraft-side control unit 15 that performs various information processing.

[0049] The aircraft-side gas sensor 11 transmits detection data based on the type of the detected explosive gas to the aircraft-side control unit 15. Incidentally, explosive gases include methane, etc. contained in city gas, ammonia, fluorocarbons, etc., and the aircraft-side gas sensor 11 in this embodiment is configured to be able to distinguish between methane, etc. contained in city gas, ammonia, and fluorocarbons.

[0050] 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.

[0051] The acceleration sensor 13 derives the acceleration of the flying object 10 and transmits it to the flying object control unit 15 .

[0052] 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.

[0053] The aircraft side 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, and a functional unit that identifies the type of explosive gas based on the detection data of the aircraft side gas sensor 11 and generates gas information, as well as a functional unit that controls operating units such as the rotor required for the flight of the aircraft 10. In other words, the aircraft side control unit 15 includes memories such as ROM and RAM that store programs corresponding to each functional unit, and a CPU that executes the programs, and the functions of each functional unit are realized by the CPU executing the programs. The same applies to the server side control unit 22 and the device side control unit 43 described later. The above gas information, as well as the position information and acceleration of the aircraft 10 are transmitted to the management server 20 and the control device 40 as appropriate.

[0054] Thus, in this embodiment, the aircraft side gas sensor 11 as the aircraft side gas detection unit, the satellite positioning receiver 12 as the aircraft position detection unit, and the acceleration sensor 13 as the aircraft acceleration derivation unit are provided on the aircraft 10.

[0055] 2, each of the area-side gas sensors 16a, 16b, and 16c provided in the monitoring area A includes a sensor unit for detecting gas, a control unit for generating gas information, and a communication unit for transmitting the gas information to the management server 20 and the control device 40. The area-side gas sensors 16a, 16b, and 16c transmit detection data based on the type of explosive gas detected to the control unit, identify the type of explosive gas based on the detection data, and generate gas information. The generated gas information is then transmitted to the management server 20 and the control device 40 as appropriate.

[0056] 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.

[0057] 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.

[0058] The server-side control unit 22 includes a danger area setting unit 23, 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 return destination determination unit 30, a route generation unit 31, a flight management unit 32, and a memory unit 33.

[0059] The danger area setting unit 23 is a functional unit that sets a danger area D based on the detection results of at least one of the aircraft side gas sensor 11 and the three area side gas sensors 16a, 16b, and 16c. Specifically, the danger area setting unit 23 in this embodiment sets the danger area D based on gas information transmitted from the aircraft side gas sensor 10 or the area side gas sensors 16a, 16b, and 16c, and wind direction and wind speed information transmitted from the wind direction and wind speed gauges 17a, 17b, and 17c, when an explosive gas is detected by the aircraft side gas sensor 11 or one of the three area side gas sensors 16a, 16b, and 16c. More specifically, the danger area setting unit 23 sets the danger area D by simulating how the explosive gas will diffuse in the future based on the type of explosive gas and the wind direction and wind speed around the location where the explosive gas is detected. Note that FIG. 3 shows an example of the danger area D that is set when an explosive gas is detected by the area side gas sensor 16a. 3 shows an example of a danger area D that is set when a wind W (arrow in FIG. 3) is blowing at a predetermined speed from the upper left to the lower right on the paper. In this case, the explosive gas detected by the area-side gas sensor 16a is likely to be carried downwind by the wind W and to be easily diffused, so the danger area D is set so as to become larger diagonally downward to the right on the paper, centered on the area-side gas sensor 16a.

[0060] 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 the danger area D. For example, when an explosive gas is detected and a danger area D is set, the route generation necessity determination unit 24 determines to generate an avoidance flight route Ra when the danger area D exists ahead of the currently flown flight route (the existing flight route Re or the avoidance flight route Ra if an avoidance flight route has already been generated). In other words, the route generation necessity determination unit 24 of this embodiment determines not to generate an avoidance flight route Ra when an explosive gas is not detected or when an explosive gas is detected but the set danger area D does not exist ahead of the currently flown flight route. As will be described later, in this embodiment, since an avoidance area F is set around the danger area D and the no-entry area C, it determines to generate an avoidance flight route Ra when the avoidance area F exists ahead of the currently flown flight route.

[0061] 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, acceleration, weight, and wind-receiving area of ​​the flying body 10, as well as wind direction and wind 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.

[0062] 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

[0063] 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.

[0064] The avoidance area setting unit 26 is a functional unit that sets an avoidance area F where the flying object 10 will fall or is at risk of falling into the danger area D or the no-entry area C. 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.

[0065] 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.

[0066] More specifically, the avoidance area setting unit 26 in this embodiment is set around the danger area D set by the danger area setting unit 23 and the predefined no-entry area C, as shown in Fig. 4. For example, Fig. 4 illustrates an avoidance area F that is set when a wind W (arrow in Fig. 4) with a predetermined wind speed is blowing diagonally from the upper left to the lower right 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 toward the upper left side of the danger area D and the no-entry area C as viewed from the paper surface.

[0067] 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 to fall into the danger area D or the no-entry area C 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 or the no-entry area C even if it falls.

[0068] 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 or the no-entry area C set by the danger area setting unit 23. 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 or the no-entry area C 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 or the no-entry area C.

[0069] 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 based on the danger area D set by the danger area setting unit 23, and when it is determined that the departure and arrival site P is not within the danger area D, it determines the departure and arrival site P as the return destination, and when it is determined that the departure and arrival site P is within the danger area, it determines the pilot H as the return destination. For example, as shown in FIG. 6, when the danger area D is set by the danger area setting unit 23 to include the departure and arrival site P, the flying object 10 will enter the danger area D when returning 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. In this way, according to the return destination determination unit 30, the return destination can be appropriately determined, so that a safer avoidance flight route Ra can be generated in the route generation unit 31.

[0070] The route generating unit 31 is a function 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 route generation information, such as the position (planar position and altitude) of the flying object 10, wind direction and wind speed information, and danger area D, as well as the route that the flying object 10 has flown (if flying on an existing flight route Re, the existing flight route Re; if flying on an avoidance flight route Ra, the avoidance flight route Ra), the avoidance area F, and the return destination. In addition, when generating the avoidance flight route Ra, the route generating unit 31 refers to the position coordinates of the facility B and the like from the 3D map stored in advance in the storage unit 33, and uses this as the route generation information.

[0071] Specifically, the route generation unit 31 in this embodiment generates, as the avoidance flight route Ra, either a return flight route Rr returning to the takeoff / landing site P or the pilot H, or an inspection continuation flight route Rc continuing the inspection, and further generates, as the return flight route Rr, either a first return flight route Rr1 heading from the current location to the takeoff / landing site P along the original flight route, or a second return flight route Rr2 heading from the current location to the takeoff / landing site P or the pilot H along a route different from the first return flight route Rr1. Note that, in Figs. 7 to 10, examples of the inspection continuation flight route Rc, the first return flight route Rr1, the second return flight route Rr2P whose return destination is the takeoff / landing site P, and the second return flight route Rr2H whose return destination is the pilot H are shown. Also, in Figs. 7 to 10, a case is illustrated in which point X on the existing flight route Re is the starting point of each flight route Rc, Rr1, Rr2P, and Rr2H. Furthermore, although the avoidance area F is not shown in Figures 7 to 10, the inspection continuation flight route Rc, the first return flight route Rr1, the second return flight route Rr2P whose return destination is the takeoff and landing site P, and the second return flight route Rr2H whose return destination is the pilot H are naturally generated as routes that pass outside the avoidance area F when the avoidance area F is set.

[0072] In addition, which of the inspection continuation flight route Rc, the first return flight route Rr1, and the second return flight route Rr2 is generated 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 presence or absence of a danger area D and an avoidance area F on the original flight route. 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 determines not to continue the inspection and inputs that to the server-side control unit 22, if the return destination is determined to be the pilot H, it is determined to generate the second return flight route Rr2H whose return destination is the pilot H. On the other hand, if the return destination is determined to be the takeoff / landing site P, if the danger area D or the avoidance area F does not exist on the original flight route, it is determined to generate the first return flight route Rr1, and if the danger area D or the avoidance area F exists on the original flight route, it is determined to generate the second return flight route Rr2P whose return destination is the takeoff / landing site P. In this embodiment, since an avoidance area F is set around the danger area D and the no-entry area C, a decision is made as to which return flight route Rr1, Rr2P to generate based on whether or not an avoidance area F exists on the original flight route. The original flight route is the portion of the route flown so far (the existing flight route Re if the aircraft was flying on the existing flight route Re, or the avoidance flight route Ra if the aircraft was flying on the avoidance flight route Ra) from the takeoff / landing point P to the current location.

[0073] In this way, in this embodiment, the route generation unit 31 determines which of the inspection continuation flight route Rc, the first return flight route Rr1, and the two second return flight routes Rr2P, Rr2H is optimal to generate, and then generates the optimal flight route for inspection or return while avoiding the dangerous area D.

[0074] 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.

[0075] 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 or the forbidden area C, the flight management unit 32 takes an approach avoidance measure to prevent the aircraft 10 from approaching the danger area D or the forbidden area C. In this manner, since the flight management unit 32 is configured to take an approach avoidance measure, if an incident occurs during flight in which the predicted fall area E is within the danger area D or the forbidden area C, the approach avoidance measure can be taken to prevent the aircraft 10 from approaching the danger area D or the forbidden area C. 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 or the forbidden area C can be reduced.

[0076] 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 or the no-entry area C. 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 or the no-entry area C caused by the pilot H's erroneous operation or the like can be prevented, and the aircraft 10 can be flown.

[0077] The storage unit 33 is a functional unit that stores various information. In this embodiment, the storage unit 33 stores in advance a database that compiles information such as the existing flight route Re, a 3D map of the monitored area, the size of the no-entry area C defined in the facility B, information about the flying object 10 (weight and wind-receiving area), and the specific gravity of explosive gas relative to air. The storage unit 33 also appropriately stores the positions and sizes of the set danger area D and avoidance area F, the generated avoidance flight route Ra, and the like.

[0078] 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.

[0079] In this embodiment, the display unit 41 displays a two-dimensional map or three-dimensional map of the monitoring area A, the avoidance flight route Ra transmitted from the server-side control unit 22, a warning screen notifying the occurrence of an explosive gas leak, 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.

[0080] [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. 11 and Fig. 12. In the following, the case where the aircraft 10 is flown by automatic control by the flight management unit 32 to inspect the facility B will be described as an example.

[0081] First, the flying object 10 starts flying along the existing flight route Re (step #1). Next, it is determined whether or not explosive gas is detected by the flying object gas sensor 11 or the area side gas sensors 16a, 16b, 16c (step #2). If explosive gas is detected (step #2: Yes), an alert is issued (step #3). On the other hand, if explosive gas is not detected (step #2: No), the flight continues along the currently flying flight route (step #4), and the process proceeds to step #19. In this embodiment, "an alert is issued" means, for example, that a warning screen is displayed on the display unit 41 of the control device 40 to notify that explosive gas has been detected, or an alarm sound is issued from the control device 40.

[0082] After the alert is issued, a danger area D is set by the danger area setting unit 23 based on gas information obtained from the detection results of the gas sensors 11, 16a, 16b, and 16c that have detected explosive gas and wind direction and speed information obtained from the detection results of the anemometers 17a, 17b, and 17c (step #5).

[0083] Next, the avoidance area F is set by the avoidance area setting unit 26 based on the position information, acceleration, weight, and wind-receiving area of ​​the flying object 10, as well as wind direction and speed information (step #6).

[0084] Next, the route generation necessity determination unit 24 determines whether or not there is an avoidance area F ahead of the currently flown flight route (step #7). If it is determined that there is no avoidance area F ahead of the currently flown flight route (step #7: No), flight along the currently flown flight route continues (step #4), and the process proceeds to step #19. On the other hand, if it is determined that there is an avoidance area F ahead of the currently flown flight route (step #7: Yes), the process proceeds to step #8.

[0085] In step #8, the pilot H judges whether to continue the inspection. For example, if an explosive gas leak is confirmed, and if the leak is due to equipment damage caused by a disaster or the like, and if the pilot H judges that it is necessary to check the damage situation from the viewpoint of preventing the damage from spreading, the pilot H judges to continue the inspection. On the other hand, if there is no such circumstance, the pilot H judges not to continue the inspection in consideration of safety. Then, if it is judged that the inspection will not be continued (step #8: No), the route generation unit 31 judges to generate a return flight route Rr (step #9). On the other hand, if it is judged that the inspection will be continued (step #8: Yes), the route generation unit 31 judges to generate an inspection continuation flight route Rc (step #15), and the inspection continuation flight route Rc is generated as an avoidance flight route Ra (step #16).

[0086] When 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 #10). When it is determined that the departure and arrival site P is within the danger area D (step #10: Yes), it is determined that the second return flight route Rr2H whose return destination is the pilot H is to be generated (step #11), and the second return flight route Rr2H is generated as the avoidance flight route Ra (step #16). On the other hand, when it is determined that the departure and arrival site P is not within the danger area D (step #10: No), it is determined whether or not there is an avoidance area F on the route flown (step #12). Then, when it is determined that there is an avoidance area F on the route flown (step #12: Yes), it is determined that the second return flight route Rr2P whose return destination is the departure and arrival site P is to be generated (step #13), and the second return flight route Rr2P is generated as the avoidance flight route (step #16). On the other hand, if it is determined that there is no avoidance area F on the flight route (step #12: No), it is determined to generate a first return flight route Rr1 (step #14), and the first return flight route Rr1 is generated as an avoidance flight route (step #16).

[0087] After the avoidance flight route Ra is generated, the pilot H confirms the generated avoidance flight route Ra (step #17), and then 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 #18), and the process proceeds to step #19.

[0088] 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 predicted fall area calculation unit 25 calculates the predicted fall area E (step #19). Next, the fall area determination unit 27 determines whether the calculated predicted fall area E is within the danger area D or the no-entry area C (step #20). Then, when it is determined that the predicted fall area E is within the danger area D or the no-entry area C (step #20: 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 (or the existing flight route Re if the avoidance flight route Ra has not been generated) (step #21), and proceeds to step #27. On the other hand, if it is determined that the predicted fall area E is not within the danger area D or the no-entry area C (step #20: No), the flight management unit 32 continues flying the aircraft 10 along the avoidance flight route Ra (or existing flight route Re) (step #22) and proceeds to step #23.

[0089] Thereafter, the flight management unit 32 determines whether the aircraft 10 has landed (step #23). If it is determined that the aircraft 10 has landed (step #23: Yes), the process is terminated. On the other hand, if it is determined that the aircraft 10 has not landed (step #23: No), the process returns to step #2 and continues to execute the process from step #2 onwards. Note that the determination of whether explosive gas has been detected again in step #2 is made by determining whether explosive gas has been detected by a different gas sensor 11, 16a, 16b, 16c when explosive gas has already been detected by one of the gas sensors 11, 16a, 16b, 16c, or by determining whether the alert is still sounding when an alert has already been issued.

[0090] As described above, according to the flying object control system of this embodiment, when flying the flying object 10 to inspect the facility B in the monitoring area A, the flying object side gas sensor 11 and the area side gas sensors 16a, 16b, and 16c are configured to monitor for explosive gas leakage, so that even if an explosive gas leakage occurs in a place in the monitoring area A that cannot be detected by the flying object side gas sensor 11 (for example, in the no-entry area C), the area side gas sensors 16a, 16b, and 16c can detect the explosive gas. Therefore, a dangerous area D is set based on the detection result, and an avoidance flight route Ra that avoids the dangerous area D is generated, so that the flying object 10 can be flown more safely than before.

[0091] [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.

[0092] [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 two second return flight routes Rr2P, Rr2H, 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.

[0093] [3] In the above embodiment, the server-side control unit 22 is provided with the danger area setting unit 23, the route generation necessity determination unit 24, the predicted fall area calculation unit 25, the avoidance area setting unit 26, the fall area determination unit 27, the return destination determination unit 30, the route generation unit 31, and the flight management unit 32, 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 aircraft 10 and the control device 40 may inspect the facility B without providing a management server 20.

[0094] [4] In the above embodiment, the danger area setting unit 23 sets the danger area D by simulating how the explosive gas will spread in the future, but this is not limited to the above. Based on the gas information and wind direction and speed information, an area into which the explosive gas may spread during the period from the time the explosive gas is detected until the danger area D is set may be set as the danger area.

[0095] [5] 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 generation unit 31 or the predefined existing flight route Re, but the approach avoidance response 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.

[0096] [6] In the above embodiment, the acceleration sensor 13, the avoidance area setting unit 26, the predicted fall area calculation unit 25, the fall area judgment unit 27, and the return destination determination unit 30 are provided, but the present invention may be adapted to have no part or all of these.

[0097] [7] 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.

[0098] [8] 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.

[0099] [9] In the above embodiment, the vehicle-side gas sensor 11 and the area-side gas sensors 16a, 16b, and 16c are both provided, but this is not limited to this and the vehicle-side gas sensor may be provided only with the area-side gas sensor.

[0100]

[10] 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.

[0101]

[11] In the above embodiment, three area side gas sensors 16a, 16b, 16c and three anemometers 17a, 17b, 17c are installed, but the number of sensors is not particularly limited.

[0102]

[12] 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 using a pressure sensor or ultrasonic sensor provided on the aircraft 10.

[0103]

[13] In the above embodiment, the alert is issued by displaying a warning screen on the display unit 41 of the control device 40 or by emitting an alarm sound from the control device 40, but this is not limited to the above. For example, the alert may be displayed on a monitor in an external control room. In this case, the pilot H can be informed that explosive gas has been detected by receiving a phone call from someone in the control room.

[0104] 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]

[0105] 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]

[0106] 10: Flying object 11: Aircraft side gas sensor (aircraft side gas detection unit) 12: Satellite positioning receiver (aircraft position detection unit) 13: Acceleration sensor (aircraft acceleration deriving part) 16a, 16b, 16c: area side gas sensor (area side gas detection unit) 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 30: Return destination determination department 31: Route generation section 32:Flight Management Department 40: Control equipment A: Surveillance area B: Equipment C: No entry area 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 Rr: Return flight route Rr1: First return flight route Rr2P, Rr2H: Second return flight route Rc: Inspection continuation flight route

Claims

1. An aircraft control system for flying an aircraft along a flight route set outside a no-entry area defined around a facility in a monitoring area, and inspecting the facility, comprising: A flight management unit that manages the flight of the aircraft; 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; an area-side gas detection unit provided within the monitoring area and configured to detect explosive gas; a danger area setting unit that sets a danger area where an explosive atmosphere exists or where there is a possibility that an explosive atmosphere exists based on a detection result by the area side gas detection unit; a route generation necessity determination unit that determines whether to generate an avoidance flight route as the flight route that avoids the dangerous area; 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; an aircraft-side gas detection unit that is provided on the aircraft and detects explosive gas, the route generation information including a detection result by the aircraft position detection unit, a detection result by the wind direction and speed detection unit, and the danger area set by the danger area setting unit, The danger area setting unit of this aircraft control system sets the danger area by simulating how the explosive gas will spread in the future based on the explosive gas information transmitted from the aircraft-side gas detection unit and the area-side gas detection unit, and the wind direction and wind speed information transmitted from the wind direction and wind speed detection unit.

2. an avoidance area setting unit that sets an avoidance area in which the flying object falls or is likely to fall into the danger area or the no-entry area, the avoidance area set by the avoidance area setting unit is one of the route generation information, The aircraft acceleration derivation unit derives the acceleration of the aircraft, 2. The aircraft control system of claim 1, wherein the avoidance area setting unit sets the avoidance area around the danger area and the no-entry 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.

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 danger area or the no-entry area set by the danger area setting unit, 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 or the no-entry area, an approach avoidance response is taken to prevent the aircraft from approaching the danger area or the no-entry 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 or the no-entry 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 aircraft control system according to claim 3, wherein the approach avoidance response is a response that restricts a pilot from remotely controlling the aircraft so that the aircraft does not approach the danger area or the no-entry area.

6. The aircraft acceleration derivation unit 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 takeoff and landing site or to the pilot via a route different from the first return flight route.

11. a return destination determination unit that determines either the landing site or the pilot as a return destination of the aircraft, The route generation unit The aircraft control system according to claim 10, wherein the return destination determined by the return destination determination unit is set as the return destination of the second return flight route.

12. The return destination determination unit, determining whether the arrival / departure point is within the danger area based on the danger area set by the danger area setting unit; If it is determined that the aircraft is not within the danger area, the aircraft determines the landing site as the return destination; The aircraft control system according to claim 11, wherein when it is determined that the aircraft is within the danger area, the pilot is determined as the return destination.

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