Unmanned aircraft operation plan management system and unmanned aircraft operation plan management method

Abstract

To draft a flight plan efficiently and appropriately while evaluating risks that arise as a result of a flight of an unmanned aerial vehicle, from various viewpoints such as on the ground and in the air.SOLUTION: An operation plan management system is configured to: store geographical information relating to an airspace through which an unmanned aerial vehicle is to fly, cell information which is information demarcating the airspace into a plurality of cells, an airborne risk which is information indicating a degree of risk that arises during flight of the unmanned aerial vehicle, for each cell, and a ground risk which is information indicating a degree of impact imparted to a person on the ground if the unmanned aerial vehicle crashes, for each cell; calculate, for each cell, a risk value which is a value indicating the degree of risk arising as a result of the flight of the unmanned aerial vehicle, on the basis of the airborne risk and the ground risk; and generate a risk map which is information indicating the risk value for each cell. The ground risk is obtained on the basis of the geographical information, population information, and the mass of the fuselage of the unmanned aerial vehicle, for example.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to an operation plan management system for an unmanned aircraft and an operation plan management method for an unmanned aircraft.

Background Art

[0002] In recent years, the use of unmanned aircraft such as drones in the industry has been rapidly expanding, and their utilization in various applications has been under consideration. On the other hand, there is currently no uniform standard for the institutional design regarding safety, and there is a problem that it is difficult for operators and the like to formulate an appropriate flight plan when actually flying an unmanned aircraft. In view of such a situation, various mechanisms for supporting the formulation of flight plans have been proposed conventionally.

[0003] For example, Patent Document 1 describes an unmanned aircraft management device configured for the purpose of correcting the flight path of an unmanned aircraft based on weather conditions to ensure the safety of the unmanned aircraft. The unmanned aircraft management device acquires the planned flight path of the unmanned aircraft, acquires weather information specifying the weather at the planned flight time in the area including the acquired planned flight path, and predicts the actual flight path based on the planned flight path and the weather information.

[0004] Also, for example, Patent Document 2 describes a flight management system configured for the purpose of actively managing the flight of an unmanned aircraft. The flight management system calculates a pre-flight risk using flight risk-related information including the flight plan information of the unmanned aircraft, calculates a flight risk using flight record information and flight risk-related information during the flight of the unmanned aircraft, and evaluates the validity of the flight using the flight record information after the flight.

[0005] For example, Non-Patent Document 1 describes a method for safely creating, evaluating, and executing the operation of an unmanned aerial vehicle (UAV) system. In this method, the operation of an UAV is classified into two risk classes: Ground Risk Class (GRC) and Air Risk Class (ARC). For each of the Ground Risk Class and Air Risk Class, a unique assurance level and consistency level (the confidence that the operation of the UAV will remain controlled within the boundaries of the intended operation) are defined. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2018-81675 [Patent Document 2] Japanese Patent Publication No. 2020-24475 [Non-patent literature]

[0007] [Non-Patent Document 1] European Cockpit Association: Specific Operations Risk Assessment (SORA), [online], accessed 2021-05-10, URL<https: / / www.eurocockpit.be / positions-publications / specific-operations-risk-assessment-sora> . [Overview of the project] [Problems that the invention aims to solve]

[0008] The unmanned aircraft management device described in Patent Document 1 above corrects the flight path of the submitted flight plan considering the effects of weather and predicts the actual flight path considering the risk of the unmanned aircraft deviating from the permitted path. However, the unmanned aircraft management device described in the same document does not particularly consider the safety of the path.

[0009] Furthermore, Patent Document 2 describes how, using flight plan information and flight record information, when flight risk is calculated during flight, if the risk exceeds a specified level, a warning is issued or a control signal is transmitted to directly control the flight of the unmanned aerial vehicle. However, the risks in this document are limited to risks arising from external conditions such as weather conditions, flight restricted areas, and the positional relationship with other aircraft, and risks arising from internal conditions of the aircraft itself, and do not particularly consider the risks that an unmanned aerial vehicle may pose to people in the event of a crash, etc. Also, there is no particular description of how to derive a flight path after considering the risks.

[0010] Non-patent document 1 describes how the competent authority evaluates the ground risk class and air risk class of a submitted flight plan and decides whether to grant flight permission. However, this document calculates risk based on geographical information and aircraft dimensional information, and does not evaluate the risks specific to the individual purpose of the unmanned aerial vehicle. Furthermore, the content of this document mainly focuses on risk evaluation methods and does not describe anything about deriving flight paths while considering risk.

[0011] This invention was made in view of the above background, and aims to provide an unmanned aerial vehicle (UAV) flight plan management system and an UAV flight plan management method that enable efficient and appropriate planning of UAVs while evaluating the risks arising from the flight of UAVs from various perspectives. [Means for solving the problem]

[0012] One aspect of the present invention for achieving the above objective is an unmanned aerial vehicle flight planning management system, which is configured using an information processing device having a processor and a memory device, and stores geographic information of the airspace in which the unmanned aerial vehicle flies, cell information which is information that divides the airspace into a plurality of cells, aerial risk which is information indicating the degree of risk that will occur during the flight of the unmanned aerial vehicle for each cell, and ground risk which is information indicating the degree of impact on people on the ground if the unmanned aerial vehicle crashes for each cell, and for each cell, a risk value which is a value indicating the degree of risk that will occur as a result of the flight of the unmanned aerial vehicle is calculated based on the aerial risk and ground risk of each cell, and a risk map which is information indicating the risk value for each cell.

[0013] Furthermore, any issues, configurations, and effects other than those mentioned above will be clarified by the following description of embodiments for carrying out the invention. [Effects of the Invention]

[0014] According to the present invention, it is possible to efficiently and appropriately plan the flight of an unmanned aerial vehicle while evaluating the risks arising from the flight of the unmanned aerial vehicle from various perspectives. [Brief explanation of the drawing]

[0015] [Figure 1] This figure shows an example of a flight planning management system. [Figure 2] This figure shows an example of the hardware configuration of an information processing device used to implement a flight planning management system. [Figure 3] This figure shows an example of the main functions of an flight planning management system. [Figure 4] This diagram shows an example of the main functions provided by the administrator device. [Figure 5] This diagram shows an example of the main functions provided by the user's device. [Figure 6] This is an example of cell information. [Figure 7] This is an example of population information. [Figure 8] This is an example of area information. [Figure 9] It is an example of aircraft information. [Figure 10] It is an example of flight purpose information. [Figure 11] It is an example of risk adjustment information. [Figure 12] It is an example of a risk map. [Figure 13] It is an example of a route generation policy. [Figure 14] It is an example of flight route information. [Figure 15] It is a sequence diagram for explaining an example of flight plan formulation processing. [Figure 16] It is a flowchart for explaining an example of risk value calculation processing. [Figure 17] It is an example of a risk map presentation screen. [Figure 18A] It is an example of a flight route information presentation screen. [Figure 18B] It is an example of a flight route information presentation screen. [Figure 19A] It is a flowchart for explaining an example of in-air risk calculation processing. [Figure 19B] It is an example of setting risk values for each area. [Figure 20A] It is a flowchart for explaining an example of ground risk calculation processing. [Figure 20B] It is a flowchart for explaining an example of ground risk calculation processing. [Figure 20C] It is an example of a risk value conversion table. [Figure 21] It is a figure for explaining an example of adjustment of risk values.

Embodiments for Carrying Out the Invention

[0016] Embodiments of the present invention will be described in detail below with reference to the drawings. The present invention can also be carried out in various other forms. The following description and drawings are merely illustrative for explaining the present invention, and have been omitted and simplified as appropriate for clarity of explanation. Each component described below may be singular or plural unless otherwise specified.

[0017] In the following explanation, various types of information may be described using terms such as "information," "data," "table," and "table," but these types of information may also be represented using data structures other than those mentioned above. When describing identification information, terms such as "identifier" and "ID" will be used, but these are interchangeable.

[0018] In the following explanation, the letter "S" preceding a symbol indicates a processing step. Furthermore, the date and time data type expression is not necessarily limited in the following explanation. In the following explanation, identical or similar configurations may be denoted by the same symbol, and redundant explanations may be omitted.

[0019] Figure 1 shows a schematic configuration of an information processing system for managing the flight plan of an unmanned aerial vehicle (hereinafter referred to as "Flight Plan Management System 1"), which is described as one embodiment. Flight Plan Management System 1 provides services related to the flight plan (flight plan) of an unmanned aerial vehicle. For example, Flight Plan Management System 1 provides to a person who intends to formulate a flight plan (hereinafter referred to as "User") information on risks associated with flying along the flight path (air risk, ground risk) and various information related to the flight path. We provide this service to support the efficient and appropriate planning of unmanned aerial vehicle (UAV) operations.

[0020] As shown in the figure, the flight plan management system 1 includes the configurations of a flight plan management device 100, an administrator device 200, and a user device 300. All of these are configured using information processing devices (computers) and are connected to each other via a communication network 5, enabling bidirectional communication. The communication network 5 is a communication infrastructure for realizing wired or wireless communication between information processing devices, and can include, for example, a LAN (Local Area Network), WAN (Wide Area Network), the Internet, various public communication networks, dedicated lines, and serial communication networks. This includes media such as USB communication devices (USB: Universal Serial Bus).

[0021] Of the above configurations of the flight plan management system 1, the flight plan management device 100 is, for example, a public institution that provides services to users to assist in the planning of flight plans (e.g., flight plans) It is operated by an organization (which accepts and approves applications) or operator. The flight plan management device 100 provides information on risks associated with the flight of the unmanned aircraft and information on the flight path.

[0022] The administrator device 200 is an information processing device operated by the administrator of the flight planning management device 100 when managing the flight planning management device 100. This management includes, for example, setting various information for the flight planning management device 100 (registration, editing, deletion, etc.), and monitoring and controlling the flight planning management device 100. The functions of the administrator device 200 may also be implemented as functions of the flight planning management device 100.

[0023] The user device 300 is an information processing device operated by the user when inputting and setting various information necessary to receive information from the flight plan management device 100, and when viewing various information provided by the flight plan management device 100. The functions of the user device 300 may also be implemented as functions of the flight plan management device 100.

[0024] Figure 2 shows an example of the hardware configuration of an information processing device used to implement each component of the flight plan management system 1. The illustrated information processing device 10 comprises a processor 11, main memory 12, auxiliary memory 13, input device 14, output device 15, and communication device 16. The information processing device 10 is, for example, a personal computer, a server device, a smartphone, or a tablet.

[0025] Furthermore, the information processing device 10 may be implemented, in whole or in part, using virtual information processing resources provided using virtualization technology, process space isolation technology, etc., such as a virtual server provided by a cloud system. In addition, all or part of the functions provided by the information processing device 10 may be implemented, for example, by services provided by the cloud system via an API (Application Programming Interface), etc. stomach.

[0026] Furthermore, all or part of the functions provided by the information processing device 10 may be implemented using, for example, SaaS (Software as a Service), PaaS (Platform as a Service), IaaS (Infrastructure as a Service), etc. Flight planning management system The device 100 may be implemented, for example, using multiple information processing devices 10 that are connected in a communicative manner.

[0027] The processor 11 shown in the figure is, for example, a CPU (Central Processing Unit) or an MPU. (Micro Processing Unit), GPU (Graphics Processing Unit), FPGA (Field Programmable Gate Array), ASIC (Application Specific Integrated Circuit), It is constructed using AI (Artificial Intelligence) chips, etc.

[0028] The main memory 12 is a device that stores programs and data, for example, ROM (Read These include Only Memory (SIM), RAM (Random Access Memory), and Non-Volatile Memory (NVRAM).

[0029] The auxiliary storage device 13 is, for example, an SSD (Solid State Drive) or a hard disk drive. These include optical storage devices (CDs (Compact Discs), DVDs (Digital Versatile Discs), etc.), storage systems, IC cards, SD cards, and reading / writing devices for optical storage media, as well as the storage area of ​​cloud servers. Programs and data can be read into the auxiliary storage device 13 via a recording media reader or communication device 16. Programs and data stored in the auxiliary storage device 13 are read into the main memory device 12 as needed.

[0030] Furthermore, all or part of the programs and data that realize the functions of the information processing device 10 may be stored in the main memory 12 or auxiliary storage device 13 in advance, or, if necessary, can be read into the main memory 12 or auxiliary storage device 13 from a non-temporary recording medium or a non-temporary storage device provided in another device via a recording medium reader or a communication device.

[0031] The input device 14 is an interface that accepts input from an external source, and can be, for example, a keyboard, mouse, touch panel, card reader, pen-input tablet, or voice input device.

[0032] The output device 15 is an interface that outputs various information such as processing progress and processing results. The output device 15 may be, for example, a display device that visualizes the above information (LCD monitor, LCD (Liquid Crystal Display), graphics card, etc.), a device that converts the above information into sound (speaker, etc.), or a device that converts the above information into text (printer, etc.). For example, the information processing device 10 may be configured to input and output information to and from other devices via the communication device 16.

[0033] The input device 14 and the output device 15 constitute a user interface that enables interactive processing (receiving information, presenting information, etc.) with the user (user or administrator).

[0034] The communication device 16 is a device that enables communication with other devices. The communication device 16 is a wired or wireless communication interface that enables communication with other devices via the communication network 5, and is, for example, a NIC (Network Interface Card), a wireless communication module, a USB module, etc.

[0035] The information processing device 10 may have, for example, an operating system, a file system, a DBMS (Database Management System) (relational database, NoSQL, etc.), a KVS (Key-Value Store), etc. installed on it.

[0036] The various functions of the flight plan management device 100, the administrator device 200, and the user device 300 are realized either by the processor 11 of each device reading and executing programs stored in the main memory 12, or by the hardware (FPGA, ASIC, AI chip, etc.) that constitutes each device.

[0037] The flight plan management device 100, the administrator device 200, and the user device 300 store various types of information (data) as, for example, database tables or files managed by a file system.

[0038] Figure 3 shows the main functions of the flight plan management system 100. As shown in the figure, the flight plan management system 100 includes the following functions: a memory unit 110, an airspace information acquisition unit 120, a flight information acquisition unit 125, a risk map generation unit 130, a route generation policy acquisition unit 140, and a flight path generation unit 145.

[0039] Of the functions described above, the memory unit 110 stores the following information (data): geographic information 101, population information 102, area information 103, various risk effect information 104, aircraft information 111, flight purpose information 112, risk adjustment information 113, risk map 115, route generation policy 114, and flight path information 116. The memory unit 110 stores this information (data) for example as a database table provided by a DBMS or as a file provided by a file system. Details of this information will be described later.

[0040] The airspace information acquisition unit 120 acquires geographic information 101, population information 102, area information 103, and The airspace information acquisition unit 120 acquires various risk action information 104 and manages this acquired information in the storage unit 110. The airspace information acquisition unit 120 acquires this information, for example, from the administrator device 200 via the communication network 5. The airspace information acquisition unit 120 also acquires this information, for example, from other information processing devices on the internet (for example, a web server).

[0041] The flight information acquisition unit 125 acquires aircraft information 111, flight purpose information 112, risk adjustment information 113, and route generation policy 114, and manages this acquired information in the storage unit 110. The flight information acquisition unit 125 acquires this information, for example, by receiving it from the user via the user device 300. The flight information acquisition unit 125 also acquires this information by receiving it from the administrator via the administrator device 200.

[0042] The risk map generation unit 130 generates a risk map 115, which is information showing risks at various points in the airspace, based on geographic information 101, population information 102, area information 103, various risk effect information 104, aircraft information 111, flight purpose information 112, and risk adjustment information 113, and transmits the generated risk map 115 to the user device 300.

[0043] The route generation policy acquisition unit 140 acquires the route generation policy 114, which is the policy that the flight path generation unit 145 refers to when generating flight path information 116, and manages the acquired route generation policy 114 in the storage unit 110. The route generation policy acquisition unit 140 acquires the route generation policy 114, for example, by receiving it from the user via the user device 300.

[0044] The flight path generation unit 145 generates one or more flight path candidates based on the route generation policy 114 and the risk map 115, and transmits each of the generated candidates as flight path information 116 to the user device 300. The flight path generation unit 145 generates the above candidates using, for example, a pathfinding algorithm (Dijkstra's algorithm, local search algorithm, annealing method, heuristic algorithm (Hopfield network, Boltzmann machine), etc.). The flight path generation unit 145 may also use, for example, a pathfinding algorithm provided by the cloud (for example, an algorithm using DNN (Deep Neural Network) or a quantum computer). You may also use this method to generate the above candidates.

[0045] Figure 4 shows the main functions of the administrator device 200. As shown in the figure, the administrator device 200 comprises a storage unit 210, a communication unit 220, and an information setting unit 230. The storage unit 210 stores geographic information 101, population information 102, and area information 103. The communication unit 220 communicates with the flight plan management device 100 via the communication network 5. The information setting unit 230 sets (registers, edits, deletes, searches, etc.) the geographic information 101, population information 102, and area information 103 managed by the flight plan management device 100.

[0046] Figure 5 shows the main functions of the user device 300. As shown in the figure, the user device 300 includes a storage unit 310, a communication unit 320, and an information setting unit 230.

[0047] Of these, the memory unit 310 stores aircraft information 111, flight purpose information 112, risk adjustment information 113, risk map 115, route generation policy 114, and the risk map 115 and flight path information 116 sent from the flight plan management device 100. The communication unit 320 communicates with the flight plan management device 100 via the communication network 5.

[0048] The information setting unit 330 sets (registers, edits, deletes, searches, etc.) aircraft information 111, flight purpose information 112, risk adjustment information 113, and route generation policy 114, which are managed by the flight plan management device 100.

[0049] The risk map display unit 340 receives the risk map 115 from the flight plan management device 100 and displays (presents to the user) a screen (risk map display screen 1700, described later) that contains the contents of the received risk map 115.

[0050] The flight path display unit 350 receives flight path information 116 from the flight plan management device 100 and displays (presents to the user) a screen (flight path information display screen 1800, described later) that contains the contents of the received flight path information 116.

[0051] Next, we will explain the main information managed (stored) in the flight plan management device 100, the administrator device 200, and the user device 300.

[0052] Geographic information 101 includes map information (topographic information (vector data, raster data, etc.), information on structures, etc.). Geographic information 101 includes cell information 101a, which is information that divides the airspace or ground surface that an unmanned aerial vehicle can physically fly into multiple cells (mesh). Geographic information 101 is acquired, for example, by the airspace information acquisition unit 120 of the flight plan management device 100 from the administrator device 200. Geographic information 101 is also acquired by the airspace information acquisition unit 120 of the flight plan management device 100 from other information processing devices (e.g., a web server) via the communication network 5 (e.g., the internet).

[0053] The cell information 101a includes information that divides the above airspace into multiple three-dimensional cells (hereinafter referred to as "3D cells") in the shape of a cube (for example, a cube with sides of 200m or 30m), and information that divides the above ground surface into multiple two-dimensional cells (hereinafter referred to as "2D cells") in the shape of a square (for example, a square with sides of 200m or 30m).

[0054] Figure 6 shows an example of cell information 101a. As shown in the figure, cell information 101a has a table structure consisting of multiple records, each containing the following items: 3D cell ID 1011, 2D cell ID 1012, longitude 1013, latitude 1014, and elevation 1015.

[0055] 3D cell ID 1011 stores the 3D cell ID, which is a unique identifier assigned to each 3D cell. 2D cell ID 1012 stores the 2D cell ID, which is a unique identifier assigned to each 2D cell.

[0056] The longitude 1013 and latitude 1014 stores the longitude and latitude of the center point of the 3D cell (the intersection of the three-dimensional diagonals connecting the vertices of the 3D cell), respectively. The elevation 1015 stores the altitude above sea level of the center point of the 3D cell. In this example, the 3D and 2D cells are separated such that the xy plane (horizontal plane) of one 3D cell coincides with that of one 2D cell. In other words, cell information 101a also manages the correspondence between 2D and 3D cells.

[0057] The population information 102 shown in Figure 3 manages population information that indicates the population level of each 2D cell for each date and time, both currently and in the future. The population level is an indicator that represents the number of people or the ease with which people gather (e.g., population density), and is obtained from information such as residential area information, densely inhabited district (DID) information, and demographic information. Population information 102 is obtained, for example, by the airspace information acquisition unit 120 from the administrator device 200. Population information 102 is also obtained, for example, by the airspace information acquisition unit 120 from other information processing devices (e.g., a web server) via the communication network 5 (e.g., via the internet).

[0058] Figure 7 shows an example of population information 102. As shown in the figure, population information 102 has a table structure consisting of multiple records, each having a 2D cell ID 1021, a date and time 1022, and a population level 1023.

[0059] Of these, 2D cell ID 1021 stores the 2D cell ID. Date and time 1022 stores information indicating the current or future date and time. Population level 1023 stores information representing the population level of the 2D cell at that date and time (for example, information representing a rank set in stages using thresholds for indicators such as population density (in this example, the codes "A", "B", "C", ~ in order from the highest to the lowest population density or highest probability of population concentration)).

[0060] The area information 103 shown in Figure 3 manages area information for each 3D cell. Area information 103 is acquired, for example, by the airspace information acquisition unit 120 from the administrator device 200. Area information 103 is also acquired, for example, by the airspace information acquisition unit 120 from other information processing devices (for example, a web server) via the communication network 5 (for example, via the internet).

[0061] Figure 8 shows an example of area information 103. As shown in the figure, area information 103 has a table structure consisting of multiple records, each having a 3D cell ID 1031 and area setting information 1032. Of these, the 3D cell ID 1031 stores the aforementioned 3D cell ID. The area setting information 1032 stores one or more area information set for the 3D cell. Examples of area information include flight control areas, airport surrounding areas, flight restricted areas (airspace above densely populated areas, airspace above 150m, airspace above event venues, areas around important facilities, areas around foreign embassies, areas around defense-related facilities, areas around nuclear power plants, etc.), and flight relaxation restriction areas (private land set by the user, areas where people are thoroughly removed, etc.). Of these, flight relaxation restriction areas can also be set by the user via the user device 300.

[0062] The various risk action information 104 shown in Figure 3 manages information that may affect the risks when an unmanned aerial vehicle flies, for example, for each 3D cell (e.g., weather information, flight path and position information of manned and unmanned aerial vehicles at a predetermined date and time, current or future, information on flying objects detected by radar, etc.). The various risk action information 104 is acquired, for example, by the airspace information acquisition unit 120 from the administrator device 200. In addition, the various risk action information 104 is acquired, for example, by the airspace information acquisition unit 120 from other information processing devices (e.g., web servers operated by aviation authorities or airlines) via the communication network 5 (e.g., via the internet).

[0063] The aircraft information 111 shown in Figure 3 manages various types of information about the aircraft of the unmanned aerial vehicle (unmanned aerial vehicle that is the subject of flight planning). The aircraft information 111 is acquired, for example, by the flight information acquisition unit 125 receiving it from the user via the user device 300.

[0064] Figure 9 shows an example of aircraft information 111. As shown in the figure, the aircraft information 111 has a table structure consisting of records for each unmanned aircraft, each containing items such as unmanned aircraft ID 1111, aircraft size 1112, aircraft mass 1113, presence or absence of impact mitigation measures 1114, and presence or absence of emergency response measures 1115.

[0065] Of these, the Unmanned Aircraft ID 1111 stores the Unmanned Aircraft ID, which is the identifier of the unmanned aircraft. The Aircraft Size 1112 stores information representing the size of the unmanned aircraft. The Aircraft Mass 1113 is set to the mass of the unmanned aircraft (total weight including the weight of the payload, etc.). The Presence or Absence of Impact Mitigation Measures 1114 is set to information indicating whether or not the unmanned aircraft is equipped with impact mitigation measures (e.g., parachutes or airbags) (Yes / No). The Presence or Absence of Emergency Response Measures 1115 is set to information indicating whether or not the unmanned aircraft is equipped with emergency response measures (e.g., an automatic switching function to autonomous flight in the event of an anomaly) (Yes / No).

[0066] The flight purpose information 112 shown in Figure 3 manages information regarding the flight purpose of the unmanned aerial vehicle (unmanned aerial vehicle subject to flight planning) (flight route, flight date and time, flight method (within visual line of sight, beyond visual line of sight, etc., payload type, and other flight characteristics). The flight purpose information 112 is acquired, for example, by the flight information acquisition unit 125 receiving it from the user via the user device 300.

[0067] Figure 10 shows an example of flight purpose information 112. As shown in the figure, the flight purpose information 112 has a table structure consisting of records for each unmanned aircraft, each containing items such as unmanned aircraft ID 1111, departure point 1122, arrival point 1123, flight altitude 1124, flight duration 1125, flight method 1126, and payload type 1127.

[0068] The unmanned aircraft ID 1111 stores the unmanned aircraft ID. The departure point 1122 stores the latitude, longitude, and altitude (elevation) (m) of the unmanned aircraft's departure point. The arrival point 1123 stores the latitude, longitude, and altitude (elevation) (m) of the unmanned aircraft's arrival point. The flight altitude 1124 stores the main flight altitude of the unmanned aircraft. The flight period 1125 stores the planned flight period of the unmanned aircraft. The flight method 1126 stores information indicating the flight method of the unmanned aircraft (e.g., within visual line of sight or beyond visual line of sight). The payload type 1127 stores information indicating the type of goods (hereinafter referred to as "payload type") when the unmanned aircraft is used for transporting goods (e.g., electronic equipment, fragile goods, precision parts, on-time delivery, fresh food, frozen goods, high temperature prohibited, high humidity prohibited).

[0069] Returning to Figure 3, the risk adjustment information 113 manages information indicating the risk adjustment method for each payload type. The risk adjustment information 113 is acquired, for example, by the flight information acquisition unit 125 receiving it from the user via the user device 300. Alternatively, the risk adjustment information 113 may be received by the flight plan management device 100 from the administrator via the administrator device 200.

[0070] Figure 11 shows an example of risk adjustment information 113. As shown in the figure, the risk adjustment information 113 has a table structure having one or more records consisting of the items Payload Type 1131 and Risk Adjustment Method 1132. Payload Type 1131 stores the payload type. Risk Adjustment Method 1132 stores information indicating the risk adjustment method set for the said payload type.

[0071] The risk map 115 shown in Figure 3 stores information indicating the risk for each 3D cell, calculated by the risk map generation unit 130 of the flight plan management device 100. Details of the risk calculation method will be described later.

[0072] Figure 12 shows an example of a risk map 115. As shown in the figure, the risk map 115 has a table structure in which each of the items 3D cell ID 1141 and risk value 1142 has one or more records.

[0073] Of these, 3D cell ID 1141 stores the 3D cell ID. Risk value 1142 stores information indicating the magnitude of the risk calculated for that 3D cell. In this example, the above information is represented by a numerical value (hereinafter referred to as "risk value"), and a larger risk value indicates a greater risk.

[0074] The route generation policy 114 shown in Figure 3 manages the policy (information indicating what policies (constraints) to use when generating a flight path based on the risk map 115) that the flight path generation unit 145 refers to. The route generation policy 114 is obtained, for example, by the flight information acquisition unit 125 receiving it from the user via the user device 300 (for example, via a screen for that purpose). Alternatively, the route generation policy 114 may be received by the flight plan management device 100 from the administrator via the administrator device 200.

[0075] Figure 13 shows an example of a route generation policy 114. As shown in the figure, the route generation policy 114 has a table structure consisting of one or more records describing policy 1151. Policy 1151 stores information indicating the content of the route generation policy. Specific examples of route generation policies include the following:

[0076] (1) Generate a flight path that minimizes distance (for purposes such as saving fuel and reducing the probability of failure). (2) Generate a flight path that minimizes flight time (for example, in cases where emergency transport is required, such as organ transport, or for the purpose of saving fuel). (3) Generate a flight path that minimizes the sum of risk values ​​along the flight path (prioritizing safety). (4) Generate a flight path that minimizes the average risk value along the flight path (prioritize safety). (5) The system generates a flight path so that the risk values ​​along the flight path are within the range specified by the user (prioritizing safety). (6) The system generates a flight path using an algorithm specified by the user (such as Dijkstra's algorithm). (7) Generate flight paths using methods appropriate to various flight purposes. (8) Generate flight paths that minimize flight costs (fuel consumption, etc.) while taking weather conditions into consideration (e.g., prioritizing safety, prioritizing fuel consumption). (9) Generate flight paths that minimize ground risks (prioritize ground safety). (10) Generate flight paths that minimize aerial risks (prioritize aerial safety). (11) Generate flight paths that minimize both ground risks and air risks (emphasis on overall safety). (12) Generate flight paths that avoid densely populated areas (DID areas) (prioritizing ground safety). (13) Generate flight paths that fly only over densely populated areas (DID areas) (prioritize flight purpose). (14) Generate a flight path such that the altitude above ground is below a predetermined altitude (prioritizing safety). (15) Generate a flight path such that the risk value for each 3D cell it passes through is below a predetermined value (e.g., specified by the user) (user-oriented). (16) Generate a flight path such that the number of 3D cells with a risk value above a predetermined value is below a predetermined value (prioritizing safety). (17) Generate flight paths that avoid the planned flight paths of manned aircraft and other unmanned aircraft. For example, for 3D cells where the time of passage of other aircraft is known in advance, the risk value will be adjusted to be higher (prioritizing air safety). (18) Generate a flight path that passes through waypoints and waypoints specified by the user (purpose-focused). (19) Generate flight paths considering only either ground risks or air risks (to ensure flexibility).

[0077] The flight path information 116 shown in Figure 3 manages information about one or more candidate flight paths generated by the flight path generation unit 145 in accordance with the path generation policy.

[0078] Figure 14 shows an example of flight path information 116. As shown in the figure, the flight path information 116 has a table structure in which one or more records are found for each candidate ID, consisting of the following items: candidate ID 1161, 3D cell ID 1162, and risk value 1163.

[0079] Candidate ID 1161 stores the candidate ID, which is an identifier assigned to each flight path candidate generated by the flight path generation unit 145. 3D cell ID 1162 stores the 3D cell ID. Risk value 1163 stores the risk value calculated for the 3D cell ID.

[0080] Next, we will explain the various processes performed in the flight plan management system 1.

[0081] Figure 15 is a sequence diagram illustrating the main processes performed in the flight planning management system 1 (hereinafter referred to as "flight planning process S1500"). The flight planning process S1500 will be explained below in conjunction with this diagram.

[0082] First, the administrator operates the administrator device 200 to set various information (geographic information 101, population information 102, and area information 103) and transmits this information to the flight plan management device 100. The flight plan management device 100 receives and stores the information from the administrator device 200 (S1511~S1512).

[0083] Next, the user operates the user device 300 to set aircraft information 111, flight purpose information 112, and risk adjustment information 113, and transmits the various information to the flight plan management device 100. The flight plan management device 100 receives and stores the aircraft information 111, flight purpose information 112, and risk adjustment information 113 from the administrator device 200 (S1513~S1514).

[0084] Next, the risk map generation unit 130 of the flight plan management device 100 performs a process to calculate the risk value of each 3D cell (hereinafter referred to as "risk value calculation process S1515").

[0085] Figure 16 is a flowchart illustrating the details of the risk value calculation process S1515. The risk value calculation process S1515 will be explained below in conjunction with this figure. In this example, it is assumed that information regarding 2D cells and 3D cells is pre-prepared as cell information 101a in the geographic information 101. However, the 2D cells and 3D cells necessary for executing the risk value calculation process S1515 (for example, 2D cells and 3D cells around the route connecting the departure point 1122 and arrival point 1123 in the flight purpose information 112) may be generated at the start of the risk value calculation process S1515.

[0086] First, the risk map generation unit 130 calculates the cost value of each 3D cell from the perspective of aerial risk based on the geographic information 101 and population information 102, and reflects (for example, adds) it to the temporary memory variable of the cost value prepared for each 3D cell (S1611). A specific example of the method for calculating the cost value from the perspective of aerial risk will be described later.

[0087] Next, the risk map generation unit 130 calculates the cost value of each 3D cell from the perspective of ground risk based on the geographic information 101, population information 102, and aircraft information 111, and reflects (for example, adds) it to the temporary memory variables mentioned above (S1612). A specific example of how to calculate the cost value from the perspective of ground risk will be described later.

[0088] Next, the risk map generation unit 130 adjusts the cost values ​​of the temporary memory variables based on the flight purpose information 112, risk adjustment information 113, and various risk effect information 104, and outputs the adjusted cost values ​​of each 3D cell (S1613). For example, if the weather information obtained from the risk adjustment information 113 of the 3D cell is bad weather, the risk map generation unit 130 will adjust the cost values ​​of the temporary memory variables 112, risk adjustment information 113, and various risk effect information 104. The risk value of the 3D cell is increased. Furthermore, if the risk map generation unit 130 determines, for example, that the frequency of objects such as manned aircraft, unmanned aircraft, and flying objects, as determined from the risk adjustment information 113, is high in the 3D cell and the probability of collision in that 3D cell is high, it increases the risk value of that 3D cell.

[0089] This completes the risk value calculation process S1515, and the process proceeds to S1516 in Figure 15.

[0090] Returning to Figure 15, the risk map generation unit 130 then generates a risk map 115 based on the cost values ​​of each 3D cell obtained in the risk value calculation process 1515, and transmits the generated risk map 115 to the user device 300 (S1517).

[0091] When the user device 300 receives the risk map 115, it generates and displays a screen (hereinafter referred to as the "risk map display screen 1700") that contains the contents of the risk map 115 (S1518). The risk map display screen 1700 may be generated in advance by the flight plan management device 100 and sent to the user device 300, or it may be generated by the user device 300 based on the risk map 115 sent from the flight plan management device 100 as described above.

[0092] Figure 17 shows an example of a risk map display screen 1700. As shown in the figure, the example risk map display screen 1700 has a cell ID input field 1711, a search execution button 1712, a map (cell) display field 1713, and a search result display field 1714.

[0093] When a user enters a 2D cell ID or a 3D cell ID in the cell ID input field 1711 and operates the search execution button 1712, the risk value of the corresponding 3D cell is displayed in the search results display field 1714. Furthermore, when a user specifies a location or cell using a mouse or other means in the map (cell) display field 1713, the risk value of the 3D cell corresponding to the specified location or cell is displayed in the search results display field 1714.

[0094] In this way, users can easily check the cost value of each 3D cell using the risk map display screen 1700. Note that in the example risk map display screen 1700, a two-dimensional map is displayed in the map (cell) display area 1173, but a three-dimensional map may also be displayed (for example, as shown in Figure 21 described later). Furthermore, for the convenience of the user, the risk map display screen 1700 may also display information such as aircraft information 111, area information 103, and flight purpose information 112 overlaid on it.

[0095] Returning to Figure 15, let's continue the explanation. In the following steps S1521 to S1525, the flight plan management device 100 generates candidate flight paths and presents them to the user based on the route generation policy set by the user.

[0096] First, the user operates the user device 300 to set a route generation policy, and the user device 300 transmits the route generation policy to the flight planning management device 100 (S1521). The flight planning management device 100 stores the route generation policy sent from the user device 300 as route generation policy 114 (S1522).

[0097] Next, the flight plan management device 100 generates one or more candidate flight paths from the departure point to the arrival point based on the route generation policy 114 and the risk map 115, and stores the information of each generated candidate as flight path information 116 (S1523).

[0098] Next, the flight plan management device 100 transmits the flight path information 116 to the user device 300 (S1524).

[0099] When the user device 300 receives the flight path information 116, it generates and displays a screen (hereinafter referred to as the "flight path information display screen 1800") that contains the contents of the flight path information 116 (S1525). The flight path information display screen 1800 may be generated in advance by the flight plan management device 100 and sent to the user device 300, or it may be generated by the user device 300 based on the flight path information 116 sent from the flight plan management device 100 as described above.

[0100] Figure 18A shows an example of the flight path information display screen 1800. As shown in the figure, the example flight path information display screen 1800 has a candidate ID specification field 1810, a risk value display field 1820, and a map display button 1830.

[0101] The candidate ID specification field 1810 is set to the candidate ID of the generated flight path candidate. When the user operates the pull-down menu in this field to select a candidate ID, a list of 3D cells along the path of the selected candidate ID and the risk value of each 3D cell are displayed in the risk value display field 1820. In this example, the risk value display field 1820 displays statistical information (total value, mean, variance) of the risk value of each 3D cell along the path and the distance of the path. The risk value display field 1820 also displays a list of each 3D cell along the path, associating the 3D cell ID, the position of the center point (latitude, longitude, altitude (elevation) of the diagonal cell), and the risk value of that 3D cell (a list of 3D cells present along the path arranged in order from the departure point to the arrival point).

[0102] Furthermore, statistical information is provided as reference information for users to select candidates. Users may, for example, prioritize candidates with small total or average values. In addition, if the variance of risk values ​​is extremely large, users may carefully examine the information of each 3D cell that a candidate passes through before selecting a candidate (for example, if there is a 3D cell with an extremely high risk value compared to others, that candidate will be excluded from the selection).

[0103] Furthermore, by operating the map display button 1830, users can display a screen showing potential flight paths on a map.

[0104] Figure 18B is an example of the flight path information display screen 1800 that is displayed when the user operates the map display button 1830. As shown in the figure, the example flight path information display screen 1800 displays an image 1850 on a map showing lines 1851 connecting the passing points of candidate flight paths. The example flight path information display screen 1800 also displays the aforementioned statistical information. In the example shown in the figure, only the line 1851 of one candidate is displayed, but if there are multiple candidates, the lines 1851 corresponding to each candidate will be displayed in a way that makes them distinguishable from one another. In that case, the statistical information may also be displayed individually for each candidate. When the user operates the back button 1870, the user returns to the flight path information display screen 1800 of Figure 18A.

[0105] Next, we will show specific examples of the process for calculating the cost value based on the perspective of aerial risk (S1611) (hereinafter referred to as "aerial risk calculation process S1611") and the process for calculating the cost value based on the perspective of ground risk (S1612) (hereinafter referred to as "ground risk calculation process S1612") in the risk value calculation process S1515 in Figure 16.

[0106] Figure 19A is a flowchart illustrating the calculation of airspace risk based on area information 103, and Figure 19B is an example of an area set for airspace, which will be referenced when explaining Figure 19A. The following explanation will follow the flowchart in Figure 19A.

[0107] As shown in the figure, the risk map generation unit 130 first calculates the 3D The system determines whether the altitude of the cell (hereinafter referred to as the "target 3D cell") is 18,288 m (6,000 ft) or higher (S1911). Note that the above altitude is assumed to be the upper limit altitude of the air traffic control zone. If the altitude of the target 3D cell is 18,288 m (6,000 ft) or higher (S1911: YES), the risk map generation unit 130 sets the risk value of the target 3D cell to "3". On the other hand, if the altitude of the target 3D cell is less than 18,288 m (6,000 ft) (S1911: NO), the risk map generation unit 130 then determines whether the target 3D cell is in an airport surrounding area (for example, within 300 m of the airport grounds, area, or its surroundings) (S1912).

[0108] If the target 3D cell is in an airport surrounding area (S1912:YES), the risk map generation unit 130 sets the risk value of the target 3D cell to "7". On the other hand, if the target 3D cell is not in an airport surrounding area (S1912:NO), the risk map generation unit 130 then determines whether the target 3D cell is in a DID area or not (S1913).

[0109] If the target 3D cell is in a DID area (S1913:YES), the risk map generation unit 130 sets the risk value of the target 3D cell to "5". On the other hand, if the target 3D cell is not in a DID area (S1913:NO), the risk map generation unit 130 determines whether the altitude of the target 3D cell is 152m (500ft) or higher (S1914). Note that the above altitude is assumed to be the lower limit altitude of the air traffic control zone in areas other than airport surrounding areas and DID areas. If the altitude of the target 3D cell is 152m (500ft) or higher (S1914:YES), the risk map generation unit 130 sets the risk value of the target 3D cell to "5". On the other hand, if the altitude of the target 3D cell is less than 152m (500ft) (S1914:NO), the risk map generation unit 130 sets the risk value of the target 3D cell to "3". Furthermore, the altitudes and corresponding risk values ​​in S1911 and S1914 may be changed by the administrator via the administrator device 200. The population level determined in S1913 is not limited to DID areas, and may be changed to any of the population levels 1023 in the population information 102, for example.

[0110] Figures 20A and 20C illustrate the ground risk calculation process S1612. Figure 20A is a flowchart illustrating the process by which the risk map generation unit 130 determines ground risk from the perspective of the size of the unmanned aerial vehicle and the kinetic energy at the time of crash. Figure 20B is a flowchart illustrating the process by which the risk map generation unit 130 determines ground risk from the perspective of the area to which the 3D cell belongs and the flight method (in visual line of sight flight, beyond visual line of sight flight). Figure 20C is an example of a table (hereinafter referred to as the "risk value conversion table 2050") that the risk map generation unit 130 refers to when calculating the risk value based on the results of Figures 20A and 20B.

[0111] As shown in the flowchart of Figure 20A, the risk map generation unit 130 determines one of four judgment results, "α", "β", "γ", or "δ", according to the size of the aircraft (maximum diameter) (S2001~S2003) and the magnitude of the kinetic energy (S2011~S2013). The information used in the following equation is obtained from the aircraft information 111 and the flight purpose information 112. In the following equation, m is the mass of the aircraft, g is the acceleration due to gravity, k is the drag coefficient, h is the altitude, and t is the elapsed time until touchdown.

number

[0112] As shown in the flowchart in Figure 20B, the risk map generation unit 130 has 3D cells belonging to Depending on the area (S2021-S2024) and flight method (in-visual-line-of-sight flight, beyond-visual-line-of-sight flight) (S2031-S2033), the judgment result will be one of seven categories: "i", "ii", "iii", "iv", or "v". The system will determine either "vi" or "vii". Furthermore, the risk map generation unit 130 will determine the above Alternatively, the determination result may be made by considering, in addition to the above-mentioned area, the population of the 2D cell corresponding to the 3D cell (for example, the population level obtained from population information 102).

[0113] The risk value conversion table 2050 illustrated in Figure 20C stores the risk value for each combination of judgment results determined by the processes according to the flowcharts in Figures 20A and 20B. In this figure, a risk value of "N / A" means that the 3D cell cannot be selected as a path (the risk value is infinite). The risk map generation unit 130 obtains the risk value based on ground risk by comparing the judgment results determined by the processes according to the flowcharts in Figures 20A and 20B with the risk value conversion table 2050 in Figure 20C.

[0114] Figure 21 illustrates an example of how the risk map generation unit 130 adjusts the risk value of each 3D cell in S1613 of the risk value calculation process S1515 in Figure 16. The figure shows a group of 3D cells (inner faces) arranged in a square shape horizontally at a certain altitude, and groups of 3D cells adjacent to each of those 3D cells above and below (upper faces, lower faces), represented on a plane (xy plane). The numbers written on each 3D cell represent the risk value of that 3D cell.

[0115] The figure shows how the risk map generation unit 130 adjusts the risk value of each 3D cell in the leftmost column before adjustment, according to the risk values ​​of other 3D cells adjacent to it in the vertical, horizontal, and diagonal directions. In this example, as a general rule, for 3D cells where the risk value of any of the other 3D cells adjacent to it in the vertical, horizontal, and diagonal directions is smaller than a preset threshold, the risk value is reduced (mitigated) by a predetermined value (e.g., 0.5). Furthermore, for 3D cells where at least one of the other 3D cells adjacent to it in the vertical, horizontal, and diagonal directions is larger than a preset threshold, the risk value is not mitigated.

[0116] In the figure, the middle column shows the risk values ​​of each 3D cell in the leftmost column before adjustment, adjusted based on the risk values ​​of other 3D cells adjacent horizontally (vertically, horizontally, and diagonally). In the figure, the adjusted risk values ​​are shown in bold. Furthermore, the rightmost column shows the risk values ​​of each 3D cell in the middle column further adjusted based on the risk values ​​of other 3D cells adjacent vertically (up and down and diagonally up and down). In the figure, the adjusted risk values ​​are shown in underlined bold italics.

[0117] In this way, by mitigating the risk value of each 3D cell where possible, depending on the risk level of the adjacent 3D cells, the range of flight path options is expanded, allowing users to plan their flights more flexibly.

[0118] As described above, the flight plan management system 1 of this embodiment generates and outputs a risk map 115 with the risk value of each cell calculated considering both airborne and ground risks. Therefore, users can find out the risk value for each cell in the airspace where they intend to fly an unmanned aircraft, taking into account not only airborne risks but also ground risks, and efficiently formulate an appropriate flight plan.

[0119] Furthermore, the flight plan management system 1 calculates ground risk based on population information 102, aircraft mass, and the flight method of the unmanned aerial vehicle (within visual line of sight / beyond visual line of sight), so it can calculate risk values ​​considering the impact on people on the ground in the event of an unmanned aerial vehicle crash.

[0120] Furthermore, the flight plan management system 1 determines airborne risk based on the area specified in each cell, such as air traffic control area information, the distance from the airport to each cell, and the altitude of the cell, so it can calculate a risk value that takes into account the risk with manned aircraft.

[0121] Furthermore, the flight plan management system 1 adjusts the risk value according to the type of payload carried on the unmanned aerial vehicle, so that the risk value can be set appropriately to ensure that the purpose (mission) of the unmanned aerial vehicle is reliably accomplished.

[0122] Furthermore, the flight plan management system 1 adjusts risk values ​​based on the probability of collision with objects flying in the airspace (manned aircraft, unmanned aircraft, etc.). This allows for appropriate risk value setting considering the probability of unmanned aircraft colliding with other objects, thereby improving the safety of flight paths planned using the risk map 115.

[0123] Furthermore, the flight plan management system 1 generates and outputs one or more flight path candidates from the departure point to the arrival point by selecting cells while referring to the risk map in accordance with the route generation policy received from the user, thereby providing the user with flight path candidates that take the risk map 115 into consideration.

[0124] Although one embodiment of the present invention has been described above, it goes without saying that the present invention is not limited to the above-described embodiment and can be modified in various ways without departing from its essence. For example, the above-described embodiment has been described in detail for the purpose of explaining the present invention in an easy-to-understand manner and is not necessarily limited to having all the configurations described. Furthermore, it is possible to add, delete, or replace some of the configurations of the above-described embodiment with other configurations.

[0125] Each of the above configurations, functional units, processing units, processing means, etc., may be implemented in hardware, in whole or in part, for example, by designing them as integrated circuits. Alternatively, each of the above configurations, functions, etc., may be implemented in software by having the processor interpret and execute programs that realize each function. Information such as programs, tables, files, etc., that realize each function can be stored in memory, hard disks, SSDs (Solid State Drives), or other recording devices, IC cards, etc. It can be stored on recording media such as DVDs, SD cards, and DVDs.

[0126] The arrangements of the various functional units, processing units, and databases of each information processing device described above are merely examples. The arrangements of the various functional units, processing units, and databases can be changed to the optimal arrangement from the perspective of the performance, processing efficiency, and communication efficiency of the hardware and software of these devices.

[0127] The configuration of the database (schema, etc.) used to store the various types of data mentioned above can be flexibly modified from the perspective of efficient resource utilization, improved processing efficiency, improved access efficiency, and improved search efficiency. [Explanation of symbols]

[0128] 1 Flight plan management system, 5 Communication network, 10 Information processing device, 100 Flight plan management device, 200 Administrator device, 300 User device, 110 Memory unit, 101 Geographic information, 102 Population information, 103 Area information, 104 Various risk effect information, 111 Aircraft information, 112 Flight purpose information, 113 Risk adjustment information, 114 Route generation policy, 115 Risk map, 116 Flight path information, 120 Airspace information acquisition unit, 125 Flight information acquisition unit, 130 Risk map generation unit, 140 Route generation policy acquisition unit, 145 Flight path generation unit, 340 Risk map presentation unit, 350 Flight path presentation unit, S1500 Flight planning process, S1515 Risk value calculation process, 1700 Risk map display screen, 1800 Flight path information display screen, S1611 Air risk calculation process, S1612 Ground Upper risk calculation process

Claims

1. The information processing device includes a processor and a storage device, Geographical information in the airspace in which the unmanned aerial vehicle flies; cell information that divides the airspace into a plurality of cells; airborne risk, which is information indicating the degree of risk occurring during the flight of the unmanned aerial vehicle for each cell; A ground risk is information indicating the degree of impact on people on the ground if an unmanned aerial vehicle crashes for each cell; Remember, For each cell, calculate a risk value that indicates the degree of risk caused by the flight of the unmanned aerial vehicle based on the air risk and the ground risk; generating a risk map that is information indicating the risk value for each cell; Unmanned aerial vehicle flight planning management system.

2. 2. The flight plan management system according to claim 1, storing geographic information of the airspace and population information indicating the population of a land area corresponding to the airspace; determining the ground risk based on the geographic information and the population information; Unmanned aerial vehicle flight planning management system.

3. 2. The flight plan management system according to claim 1, storing aircraft information that is information about the aircraft of the unmanned aerial vehicle; The ground risk is calculated based on the mass of the unmanned aerial vehicle obtained from the aircraft information. Unmanned aerial vehicle flight planning management system.

4. 2. The flight plan management system according to claim 1, storing flight purpose information, which is information about the flight of the unmanned aerial vehicle; The ground risk is calculated based on a flight method of the unmanned aerial vehicle obtained from the flight purpose information. Unmanned aerial vehicle flight planning management system.

5. The unmanned aerial vehicle flight plan management system according to claim 1, storing geographic information of the airspace and area information of the airspace; determining the airborne risk based on the geographic information and the area information; Unmanned aerial vehicle flight planning management system.

6. The unmanned aerial vehicle flight plan management system according to claim 1, storing geographic information of the airspace and area information of the airspace; determining the airborne risk based on the distance of the cell from an airport and the altitude of the cell; Unmanned aerial vehicle flight planning management system.

7. The unmanned aerial vehicle flight plan management system according to claim 1, storing aircraft information, which is information about the aircraft of the unmanned aerial vehicle, and flight purpose information, which is information about the flight of the unmanned aerial vehicle; adjusting the risk value according to the type of payload to be carried on the unmanned aerial vehicle, which is identified from the aircraft information and the flight purpose information; Unmanned aerial vehicle flight planning management system.

8. The unmanned aerial vehicle flight plan management system according to claim 1, storing information about objects flying in the airspace; adjusting the risk value based on a probability of the unmanned aerial vehicle colliding with the object in the cell; Unmanned aerial vehicle flight planning management system.

9. The unmanned aerial vehicle flight plan management system according to claim 1, adjusting the risk value of the cell according to the risk values ​​of other cells adjacent to the cell; Unmanned aerial vehicle flight planning management system.

10. The unmanned aerial vehicle flight plan management system according to claim 1, a user interface that presents the risk map; Unmanned aerial vehicle flight planning management system.

11. The unmanned aerial vehicle flight plan management system according to claim 1, Store information about the departure and arrival points of the unmanned aerial vehicle, storing a route generation policy, which is information indicating a route generation policy for the unmanned aerial vehicle based on the risk value; generating and outputting one or more flight route candidates from the departure point to the arrival point by selecting the cells in accordance with the route generation policy while referring to the risk map; Unmanned aerial vehicle flight planning management system.

12. The unmanned aerial vehicle flight plan management system according to claim 11, The route generation policy is one of a policy of selecting the cells so as to shorten the flight distance or flight time, a policy of selecting the cells so as to minimize the total or average value of the risk values, and a policy of selecting the cells so as to satisfy a predetermined tolerance range of the risk values. Unmanned aerial vehicle flight planning management system.

13. The unmanned aerial vehicle flight plan management system according to claim 11, a user interface that presents the flight path candidates; Unmanned aerial vehicle flight planning management system.

14. An information processing device having a processor and a storage device, Geographical information in the airspace in which the unmanned aerial vehicle flies; cell information that divides the airspace into a plurality of cells; airborne risk, which is information indicating the degree of risk occurring during the flight of the unmanned aerial vehicle for each cell; A ground risk is information indicating the degree of impact on people on the ground if an unmanned aerial vehicle crashes for each cell; storing the calculating a risk value for each cell based on the air risk and the ground risk, the risk value indicating the degree of risk arising from the flight of the unmanned aerial vehicle; generating a risk map that is information indicating the risk value for each cell; A method for managing an unmanned aerial vehicle flight plan.

15. 15. The unmanned aerial vehicle flight plan management method according to claim 14, The information processing device, storing information about a departure point and an arrival point of the unmanned aerial vehicle; Storing a route generation policy, which is information indicating a route generation policy for the unmanned aerial vehicle based on the risk value; generating and outputting one or more flight path candidates from the departure point to the arrival point by selecting the cells in accordance with the path generation policy while referring to the risk map; A method for managing an operation plan for an unmanned aerial vehicle, which further executes the above.

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