Flight path generation system, unmanned aerial vehicle, and flight control method

Abstract

This flight path generation system generates a three-dimensional flight path, and comprises: an acquisition device that acquires path data including information about a two-dimensional flight path of an unmanned aerial vehicle, and map data including information about the elevation at each geographic point on the two-dimensional flight path; and a processing device that, on the basis of the two-dimensional flight path and the elevations, determines the flight height relative to the ground surface for the unmanned aerial vehicle on the two-dimensional flight path. When it is the case that, assuming that the unmanned aerial vehicle will move in a horizontal direction along the two-dimensional flight path, an excess region in which the flight height will surpass a predetermined first prescribed height and a first region that extends to the excess region and in which the flight height does not surpass the first prescribed height are produced on the two-dimensional flight path, the processing device determines the flight height in the excess region and first region such that the unmanned aerial vehicle descends in a descent region, which includes a portion of the excess region or the first region, in order for the maximum value of the flight height of the unmanned aerial vehicle in the excess region not to surpass the first prescribed height, and such that the unmanned aerial vehicle travels in the horizontal direction through regions of the excess region and the first region other than the descent region.

Description

[Technical Field]

[0001] This disclosure relates to a flight path generation system, an unmanned aerial vehicle, and a method for generating a flight path. [Background technology]

[0002] An unmanned aerial vehicle (UAV) is an aircraft that, by its very nature, cannot carry a person and can be flown by remote control or autopilot. Rotary-wing UAVs are unmanned aircraft that use propellers, or rotor blades, that rotate around an axis to generate lift. Small unmanned aerial vehicles equipped with multiple rotor blades (multi-rotor UAVs) are also called "drones," "multirotors," or "multicopters," and are widely used for applications such as aerial photography, surveying, logistics, and pesticide spraying.

[0003] Patent Document 1 describes an unmanned aerial vehicle (unmanned aircraft) that changes its flight position in conjunction with the operation of agricultural machinery. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2022-104737 [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] There is a need to efficiently control the flight of unmanned aerial vehicles (UAVs). For example, further improvements are needed in methods and systems for generating UAV flight paths.

[0006] This disclosure provides an unmanned aerial vehicle capable of efficiently controlling flight, a flight path generation system, and a flight path generation method. [Means for solving the problem]

[0007] The flight path generation system of the present disclosure, in exemplary and non-limiting embodiments, is a flight path generation system for generating a three-dimensional flight path of an unmanned aerial vehicle, comprising: an acquisition device that acquires path data including information on the two-dimensional flight path of the unmanned aerial vehicle and map data including information on the elevation of each point on the two-dimensional flight path; and a processing device that generates the three-dimensional flight path by determining the flight altitude of the unmanned aerial vehicle from the ground on the two-dimensional flight path based on the two-dimensional flight path and the elevation, wherein the processing device assumes that the unmanned aerial vehicle moves horizontally along the two-dimensional flight path. When an excess region where the flight altitude exceeds a predetermined first predetermined altitude and a first region leading to the excess region where the flight altitude does not exceed the first predetermined altitude occur on the two-dimensional flight path, the flight altitude in the excess region and the first region is determined such that the maximum value of the flight altitude of the unmanned aircraft in the excess region does not exceed the first predetermined altitude, the unmanned aircraft descends in a descending region that includes the excess region or a part of the first region, and the unmanned aircraft moves horizontally across the excess region and the region of the first region other than the descending region.

[0008] In an exemplary and non-limiting embodiment, the flight path generation method of the present disclosure is a method for generating a three-dimensional flight path for an unmanned aerial vehicle, comprising: acquiring path data including information of a two-dimensional flight path of the unmanned aerial vehicle, and map data including altitude information of each point on the two-dimensional flight path; and determining the flight altitude of the unmanned aerial vehicle from the ground on the two-dimensional flight path based on the two-dimensional flight path and the altitude. The determination of the flight altitude comprises: when it is assumed that the unmanned aerial vehicle moves in a horizontal direction along the two-dimensional flight path, if an excess region where the flight altitude exceeds a predetermined first predetermined altitude and a first region that does not exceed the first predetermined altitude and leads to the excess region are generated on the two-dimensional flight path, such that the maximum value of the flight altitude of the unmanned aerial vehicle in the excess region does not exceed the first predetermined altitude, the unmanned aerial vehicle descends in a descending region including a part of the excess region or the first region, and the unmanned aerial vehicle moves in the horizontal direction across regions other than the descending region among the excess region and the first region, determining the flight altitude in the excess region and the first region. Advantages of the Invention

[0009] According to embodiments of the unmanned aerial vehicle, flight path generation system and flight path generation method of the present disclosure, flight control of the unmanned aerial vehicle can be efficiently performed. Brief Description of the Drawings

[0010] [Figure 1A] It is a block diagram schematically showing several examples of rotary driving devices for rotating rotors in an unmanned aerial vehicle provided with a plurality of rotors. [Figure 1B] It is a plan view schematically showing one basic configuration example of an unmanned aerial vehicle provided with a plurality of rotors. [Figure 1C] It is a side view schematically showing one basic configuration example of an unmanned aerial vehicle provided with a plurality of rotors. [Figure 1D] It is a plan view schematically showing another basic configuration example of an unmanned aerial vehicle provided with a plurality of rotors. [Figure 2A] FIG. 1 is a block diagram showing a basic configuration example of a battery-driven multicopter. [Figure 2B] FIG. 2 is a block diagram showing a basic configuration example of a series hybrid multicopter. [Figure 2C] FIG. 3 is a block diagram showing a basic configuration example of a parallel hybrid multicopter. [Figure 3A] FIG. 4 is a plan view schematically showing an example of a flight path of a multicopter on a two-dimensional map. [Figure 3B] FIG. 5 is a diagram schematically showing an example in which a multicopter flies along a flight path. [Figure 3C] FIG. 6 is a diagram schematically showing another example in which a multicopter flies along a flight path. [Figure 4A] FIG. 7 is a diagram schematically showing an example in which a multicopter flies along a flight path using the flight path generation system in an exemplary embodiment. [Figure 4B] FIG. 8 is a diagram schematically showing another example in which a multicopter flies along a flight path using the flight path generation system in an exemplary embodiment. [Figure 4C] FIG. 9 is a diagram schematically showing another example in which a multicopter flies along a flight path using the flight path generation system in an exemplary embodiment. [Figure 4D] FIG. 10 is a diagram schematically showing another example in which a multicopter flies along a flight path using the flight path generation system in an exemplary embodiment. [Figure 4E] FIG. 11 is a diagram schematically showing another example in which a multicopter flies along a flight path using the flight path generation system in an exemplary embodiment. [Figure 4F] FIG. 12 is a diagram schematically showing another example in which a multicopter flies along a flight path using the flight path generation system in an exemplary embodiment. [Figure 5A] FIG. 13 is a diagram schematically showing an example of a flight path on a two-dimensional map. [Figure 5B] FIG. 14 is a diagram schematically showing vertical movement of a multicopter when flying along a flight path. [Figure 5C] This diagram schematically illustrates the vertical movement of a multirotor aircraft when flying along a flight path. [Figure 6] This is a block diagram showing an example of the hardware configuration of a control device. [Figure 7] This diagram schematically illustrates an example of a communication network to which multirotors are connected. [Modes for carrying out the invention]

[0011] Unmanned aerial vehicles equipped with multiple rotors are fitted with a rotational drive system that rotates the rotors (which may be referred to as "propellers" below). Hereafter, such unmanned aerial vehicles will be referred to as "multicopters."

[0012] There are various configurations for the rotary drive systems that multirotors are equipped with. Figure 1A is a schematic block diagram showing four examples of the rotary drive system 3 in this disclosure.

[0013] The first rotary drive unit 3A shown in Figure 1A has multiple electric motors (hereinafter referred to as "motors") 14 that rotate multiple rotors 2, and a battery 52 that stores the power supplied to each motor 14. The battery 52 is a secondary battery, such as a polymer lithium-ion battery. Each rotor 2 is connected to the output shaft of the corresponding motor 14 and rotated by the motor 14. To increase the payload and / or flight time, it is necessary to increase the storage capacity of the battery 52. ​​The storage capacity of the battery 52 can be increased by making the battery 52 larger, but making the battery 52 larger leads to an increase in weight.

[0014] The second rotary drive unit 3B shown in Figure 1A includes a power transmission system 23 mechanically connected to a rotor 2 and an internal combustion engine 7a that provides driving force (torque) to the power transmission system 23. The power transmission system 23 includes mechanical components such as gears or belts and transmits the torque from the output shaft of the internal combustion engine 7a to the rotor 2. The internal combustion engine 7a can efficiently generate mechanical energy by burning fuel. Examples of internal combustion engines 7a include gasoline engines, diesel engines, and hydrogen engines. Furthermore, the number of internal combustion engines 7a included in the rotary drive unit 3B is not limited to one.

[0015] The third rotary drive system 3C shown in Figure 1A includes multiple motors 14, a power buffer 9 for storing power supplied to each motor 14, a power generator 8 such as an alternator for generating power, and an internal combustion engine 7a that provides mechanical energy to the power generator 8 for power generation. A typical example of the power buffer 9 is a battery such as a secondary battery, but it may also be a capacitor. In the third rotary drive system 3C, even if the storage capacity of the power buffer 9 is not large, the power generator 8 generates power using the driving force (mechanical energy) of the internal combustion engine 7a, making it possible to increase the payload and / or flight time. This type of drive is called a "series hybrid drive". The power generator 8 and internal combustion engine 7a in a series hybrid drive are called a "range extender" because they extend the flight range of the multicopter.

[0016] The fourth rotary drive unit 3D shown in Figure 1A includes a plurality of motors 14, a power buffer 9 for storing power supplied to each motor 14, a power generation device 8 such as an alternator for generating power, an internal combustion engine 7a for providing driving force to the power generation device 8 for power generation, and a power transmission system 23 for transmitting the driving force generated by the internal combustion engine 7a to the rotor 2 to rotate the rotor 2. At least one of the plurality of rotors 2 is rotated by the internal combustion engine 7a, and the other rotors 2 are rotated by the motors 14. In the fourth rotary drive unit 3D, the mechanical energy generated by the internal combustion engine 7a can be used to rotate the rotor 2 without being converted into electricity, thus increasing the energy utilization efficiency. This type of drive is called a "parallel hybrid drive".

[0017] Figure 1B is a schematic plan view showing one of the basic configuration examples of the multicopter 10. The configuration example in Figure 1B includes the first rotary drive device 3A shown in Figure 1A as the rotary drive device 3. That is, the rotary drive device 3 (3A) in this example has a motor 14 and a battery 52. ​​Figure 1C is a schematic side view showing the multicopter 10.

[0018] The multicopter 10 shown in Figures 1B and 1C comprises multiple rotors 2, a main body 4, and a frame 5 that supports the rotors 2 and the main body 4. The frame 5 supports the main body 4 at its center and rotatably supports the multiple rotors 2 with multiple arms 5A extending outward from the center. A motor 14 for rotating the rotors 2 is provided near the tip of each arm 5A. The main body 4 and the frame 5 are sometimes collectively referred to as the "aircraft 11".

[0019] In the example shown in Figure 1B, the multicopter 10 is a quadcopter equipped with four rotors 2. Rotors 2 located on one diagonal rotate in the same direction (clockwise or counterclockwise), while rotors 2 located on different diagonal lines rotate in opposite directions.

[0020] The aircraft body 4 includes a control device 4a that controls the operation of devices and components mounted on the multicopter 10, a group of sensors 4b connected to the control device 4a, a communication device 4c connected to the control device 4a, and a battery 52.

[0021] The control device 4a may include, for example, a flight control device such as a flight controller and a higher-level computer (companion computer). The companion computer can perform advanced computational processing such as image processing, obstacle detection, and obstacle avoidance based on sensor data acquired by the sensor group 4b.

[0022] The sensor group 4b may include an acceleration sensor, an angular velocity sensor, a geomagnetic sensor, a barometric pressure sensor, an altitude sensor, a temperature sensor, a flow rate sensor, an imaging device, a laser sensor, an ultrasonic sensor, an obstacle contact sensor, and a GNSS (Global Navigation Satellite System) receiver. The acceleration sensor and angular velocity sensor may be mounted on the aircraft body 4 as components of an IMU (Inertial Measurement Unit), for example. Examples of laser sensors may include a laser rangefinder used to measure the distance to the ground, and a two-dimensional or three-dimensional LiDAR (light detection and ranging).

[0023] The communication device 4c may include a wireless communication module for transmitting and receiving signals to and from a transmitter or ground control station (GCS) on the ground via an antenna, and a mobile communication module that utilizes a cellular communication network. The communication device 4c may receive signals such as control commands transmitted from the ground and transmit sensor data such as image data acquired by the sensor group 4b as telemetry information. The communication device 4c may also have the function of communicating with other multirotors and the function of satellite communication. The control device 4a can be connected to a computer on the cloud by the communication device 4c. Some or all of the functions of the companion computer may be performed by the computer on the cloud.

[0024] The battery 52 is a rechargeable battery that can store power by charging and supply power to the motor 14 by discharging. Through the action of the battery 52 and the multiple motors 14, multiple rotors 2 are driven to rotate, making it possible to generate the desired thrust.

[0025] Each of the multiple rotors 2 generally has multiple blades with a fixed pitch angle and generates thrust through rotation. The pitch angle may be variable. Not all of the multiple rotors 2 need to have the same diameter (propeller diameter); one or more rotors 2 may have a larger diameter than the others. The thrust generated by the rotating rotors 2 (static thrust) is generally proportional to the cube of the rotor's diameter. For this reason, when rotors 2 with different diameters are provided, the rotor 2 with a relatively larger diameter may be called the "main rotor," and the rotor 2 with a relatively smaller diameter may be called the "sub-rotor." Regardless of the size of the diameter, the configuration of the rotary drive unit 3 may include a rotor 2 with a relatively large thrust and a rotor 2 with a relatively small thrust. In that case, the rotor 2 with a relatively large thrust may be called the "main rotor," and the rotor 2 with a relatively small thrust may be called the "sub-rotor." For example, a rotor 2 that generates a relatively large thrust per revolution may be called the "main rotor," and a rotor 2 that generates a relatively small thrust per revolution may be called the "sub-rotor." In one example, the main rotor may be positioned inward of the sub-rotors. In other words, each rotor 2 may be positioned such that the distance from the center of the aircraft to the axis of rotation of each main rotor is shorter than the distance from the center of the aircraft to the axis of rotation of each sub-rotor.

[0026] In this example, the rotary drive unit 3 has a plurality of motors 14. As mentioned above, the rotary drive unit 3 may also include an internal combustion engine 7a.

[0027] Figure 1D is a schematic plan view showing a basic configuration example of a multicopter 10 equipped with a second rotary drive unit 3B as the rotary drive unit 3. In the example shown in Figure 1D, the internal combustion engine 7a is supported by the aircraft body 4. In this example, the driving force generated by the internal combustion engine 7a is transmitted to multiple rotors 2 by multiple power transmission systems 23, causing each rotor 2 to rotate. The control device 4a can change the rotational speed of each rotor 2 by controlling each power transmission system 23. The rotary drive unit 3B may include a mechanism for changing the pitch angle of each blade of the multiple rotors 2. In that case, the control device 4a may adjust the lift generated by each rotor 2 by controlling this mechanism to change the pitch angle of the blades.

[0028] In a "parallel hybrid drive" configuration, where some of the multiple rotors 2 are rotated by an internal combustion engine 7a and other rotors 2 are rotated by a motor 14, the internal combustion engine 7a and battery 52 are supported by the main body 4. At least one of the multiple rotors 2 is connected to the internal combustion engine 7a via a power transmission system 23, and the other rotors 2 are connected to the motor 14.

[0029] In such a parallel hybrid drive, the diameter of one or more rotors 2 rotated by the internal combustion engine 7a may be larger than the diameter of the other rotors 2 rotated by the motor 14. In other words, the internal combustion engine 7a may be used to rotate the main rotor, and the motor 14 may be used to rotate the sub-rotor. In such a case, the main rotor is mainly used for thrust generation, and the sub-rotor is used for thrust generation and attitude control. The main rotor may be called the "booster rotor" and the sub-rotor the "attitude control rotor".

[0030] In a parallel hybrid drive system, the internal combustion engine is used for both thrust generation and power generation. By selectively transmitting the driving force (torque) generated by the internal combustion engine to one or both of the rotor and / or power generation device, it is also possible to achieve a balanced combination of thrust generation and power generation.

[0031] The inclusion of an internal combustion engine in a multirotor, which generates thrust and / or electricity, contributes to increased payload and flight time. Attitude control of a multirotor is preferably performed by rotating the propellers with motors that have superior response characteristics to internal combustion engines. Therefore, in applications requiring precise attitude control of a multirotor, employing a parallel hybrid drive or series hybrid drive is desirable to increase payload and flight time. Furthermore, if the rotary drive unit 3 includes a mechanism for changing the pitch angle of each blade of the multiple rotors 2, attitude can also be adjusted by changing the pitch angle of each blade.

[0032] Increased payload and flight time could further expand the applications of multicopters. For example, in agriculture, multicopters are currently being used for pesticide spraying or monitoring crop growth, but by attaching various ground implements (hereinafter sometimes simply referred to as "implements") to the multicopter, it will be possible to perform various agricultural tasks from the air. Agricultural implements are sometimes called "implements." Examples of implements may include sprayers for spraying pesticides on crops, mowers, seeders, spreaders, rakes, balers, harvesters, plows, harrows, or rotary tillers. Work vehicles such as tractors are not included in the definition of "implements" in this disclosure.

[0033] In the example shown in Figure 1C, the multicopter 10 is coupled with an implement 200 capable of spraying, for example, pesticides or fertilizers onto or within a field. Increased payload and flight time allow for larger and / or more multifunctional implements 200. For example, by changing the implement 200 coupled to the multicopter 10, it becomes possible to perform a variety of ground operations (agricultural work), including liquid and granular application, fertilization, thinning, weeding, transplanting, direct seeding, and harvesting. The implement 200 may be equipped with mechanisms such as a robotic hand. In that case, one implement 200 can perform a variety of ground operations. If the implement 200 has enough space to accommodate materials, it can also be used to transport agricultural materials or harvested produce over a wide area. There are various ways in which the implement 200 is coupled to the multicopter 10. The multicopter 10 may suspend and tow the work machine 200 by a cable. The work machine 200 towed by the multicopter 10 can perform ground work while being towed, while the multicopter 10 is flying or hovering. The work machine 200 may be in the air or on the ground while performing work.

[0034] In the example shown in Figure 1C, the multicopter 10 is equipped with a power supply device 76. The power supply device 76 is a device that supplies power to the work implement 200 from a drive energy source such as a battery 52 or a power generator 8 provided by the multicopter 10. Various functions of the work implement 200 can be performed by this power. The work implement 200 is equipped with actuators such as motors that are operated by the power obtained from the power supply device 76 of the multicopter 10. Preferably, the work implement 200 is equipped with a battery for storing power.

[0035] Figure 2A is a block diagram showing an example of the basic configuration of a battery-powered multicopter 10. The battery-powered multicopter 10 includes multiple rotors 12, multiple motors 14 that rotate each of the multiple rotors 12, multiple ESCs (Electric Speed ​​Controllers) 16 each having a motor drive circuit that drives each of the multiple motors 14, a battery 52 that supplies power to the corresponding motors 14 via each ESC 16, a control device 4a for controlling the attitude and performing flight by controlling the multiple ESCs 16, a sensor group 4b, a communication device 4c, and a power supply device 76 electrically connected to the battery 52. ​​In Figure 2A, for simplicity, the rotors 12, motors 14, and ESCs 16 are each shown as one block, but the number of rotors 12, motors 14, and ESCs 16 is multiple. This is also true for Figures 2B and 2C. The ESCs 16 may be included in the control device 4a.

[0036] The control device 4a can wirelessly receive control commands from, for example, a ground station 6 located on the ground via the communication device 4c. The number of ground stations 6 is not limited to one, but may be distributed across multiple locations. The communication device 4c can also wirelessly receive control commands from the control device of a pilot on the ground. The control device 4a may have the function of automatically or autonomously performing takeoff, flight, obstacle avoidance, and landing operations based on sensor data obtained from the sensor group 4b. The control device 4a may communicate with the work machine 200 connected to the power supply device 76 and be configured to obtain signals from the work machine 200 indicating the status of the work machine 200. The control device 4a may also provide signals to the work machine 200 to control its operation. Furthermore, the work machine 200 may generate signals instructing the operation of the multicopter 10 and transmit them to the control device 4a. Such communication between the control device 4a and the work machine 200 can be wired or wireless.

[0037] Figure 2B is a block diagram showing an example of the basic configuration of a series hybrid drive multicopter 10. Similar to a battery-powered multicopter 10, the series hybrid drive multicopter 10 comprises multiple rotors 12, multiple motors 14, multiple ESCs 16, a control device 4a, a sensor group 4b, and a communication device 4c. The illustrated series hybrid drive multicopter 10 further includes an internal combustion engine 7a, a fuel tank 7b for storing fuel for the internal combustion engine 7a, a power generator 8 driven by the internal combustion engine 7a to generate electricity, a power buffer 9 for temporarily storing the electricity generated by the power generator 8, and a power supply device 76 electrically connected to the power buffer 9. The power buffer 9 is, for example, a battery such as a secondary battery. The electricity generated by the power generator 8 is supplied to the motors 14 via the power buffer 9 and the ESCs 16. The electricity generated by the power generator 8 can also be supplied to the work machine 200 via the power supply device 76.

[0038] Figure 2C is a block diagram showing an example of the basic configuration of a parallel hybrid drive multicopter 10. Similar to a series hybrid drive multicopter 10, the parallel hybrid drive multicopter 10 includes a plurality of rotors 12, a plurality of motors 14 that drive each of the plurality of rotors 12, a plurality of ESCs 16, a control device 4a, a sensor group 4b, a communication device 4c, an internal combustion engine 7a, a fuel tank 7b, a power generator 8, a power buffer 9, and a power supply device 76. The parallel hybrid drive multicopter 10 further includes a drivetrain 27 that transmits the driving force of the internal combustion engine 7a, and a rotor 22 that rotates by receiving the driving force from the internal combustion engine 7a via the drivetrain 27. One of the rotors 12 and rotor 22 may be called the "first rotor" and the other the "second rotor" to distinguish them from each other. There may be one rotor 22 that is connected to the drivetrain 27 and rotates, or there may be two or more rotors 22.

[0039] In a parallel hybrid drive multicopter 10, the internal combustion engine 7a not only drives the power generator 8 to generate electricity, but also mechanically transmits energy to the rotor 22 to rotate it. On the other hand, in a series hybrid drive multicopter 10, all rotors 12 rotate using the electricity generated by the power generator 8. Therefore, in a series hybrid drive multicopter 10, if the power generator 8 is, for example, a fuel cell, the internal combustion engine 7a is not an essential component.

[0040] <Flight path generation system> Multirotors are sometimes required to fly within a predetermined altitude range. For example, flights exceeding a certain height above the ground or water surface are regulated by law. In Japan, flights in areas (airspace) at an altitude of 150 meters or more above the ground or water surface are regulated by the Aviation Act. Hereafter, the height above the ground (or water surface) may be referred to as "flight altitude."

[0041] Figure 3A schematically shows an example of a flight path of a multicopter 10 on a two-dimensional map (i.e., a two-dimensional flight path). As shown in Figure 3A, when the multicopter 10 flies from point S1 to point G1 along the two-dimensional flight path P1 (hereinafter sometimes simply referred to as "flight path P1"), it is conceivable to move the multicopter 10 horizontally along the flight path P1, for example, as shown in Figure 3B. However, as shown in Figure 3B, if the elevation fluctuations along the flight path P1 are large, moving the multicopter 10 horizontally will result in the flight altitude (i.e., height from the ground GR) at the starting point S1 of the flight path P1 being reduced. x at a predetermined altitude h U Even if you set it so that it does not exceed (i.e., h x ≤h U ), on flight path P1, the flight altitude is a predetermined altitude h Umay exceed the predetermined value. Elevation is the height from the geoid surface (sometimes simply referred to as "geoid") or mean sea level to the ground surface (or the ground) of each point on a map. In the example of FIG. 3B, at the lowest elevation point Qb1 on the flight path P1, the height from the ground GR reaches the maximum value. The height from the ground GR at point Qb1 is h U +h a , which exceeds the predetermined altitude h U .

[0042] Therefore, as in the example shown in FIG. 3C, it is conceivable to fly the multicopter 10 while maintaining a constant height from the ground GR. When the multicopter 10 flies over the flight path P1 with large elevation fluctuations, if the multicopter 10 is flown while maintaining the flight altitude at an altitude h U that does not exceed the predetermined altitude h y (that is, h y ≦h U ), along with the change in elevation of the ground GR, it is necessary to move the multicopter 10 in the vertical direction (that is, descend or ascend). When a multicopter flies on a two-dimensional flight path, the required driving energy can be greater when the multicopter also moves in the vertical direction compared to when it only moves in the horizontal direction. From the perspective of suppressing an increase in driving energy required for the flight of a multicopter, it is preferable to suppress movement in the vertical direction as much as possible.

[0043] According to the flight path generation system according to the embodiment of the present disclosure described below, it is possible to suppress an increase in driving energy required for the flight of the multicopter while causing the multicopter to fly within a predetermined altitude range. According to the flight path generation system according to the embodiment of the present disclosure, the flight control of the multicopter can be efficiently performed.

[0044] The flight path generation system according to the embodiments of the present disclosure generates a three-dimensional flight path for a multicopter 10. The three-dimensional flight path includes at least a two-dimensional flight path shown on a two-dimensional map and the flight altitude of each point on the two-dimensional flight path. The flight path generation system includes an acquisition device that acquires route data including information on the two-dimensional flight path and map data including information on the elevation of each point on the two-dimensional flight path, and a processing device that generates a three-dimensional flight path by determining the flight altitude of the multicopter 10 on the two-dimensional flight path based on the two-dimensional flight path and the elevation.

[0045] A two-dimensional flight path is typically defined by a group of waypoints, each containing latitude and longitude information, and the path data may consist of such a group of waypoints. The processing unit determines, for example, the flight altitude at each waypoint based on the two-dimensional flight path and elevation. The path data may also include information on a three-dimensional flight path; that is, each waypoint constituting the path data may further contain flight altitude information. In that case, the processing unit can update the flight altitude at each waypoint.

[0046] Map data can be, for example, GIS data that includes elevation data compliant with a Geographic Information System (GIS). An example of a data model for map data is a digital elevation model (DEM), which is classified as a raster data format. A DEM represents the height from the geoid to the ground, with features such as buildings or trees removed.

[0047] The acquisition device in the flight path generation system in the embodiments of this disclosure is, for example, the communication device 4c described above. The acquisition device acquires path data, including predetermined two-dimensional flight path information, from, for example, a cloud server. The acquisition device also accesses a cloud server that manages map data via a network to acquire map data. The acquisition device may further store the acquired path data and map data in a storage device. The storage device may be, for example, a semiconductor memory, a magnetic storage device, or an optical storage device, or a combination thereof. The processing device may store the acquired path data and map data in the storage device in advance and update it after a predetermined period of time has elapsed. The timing and frequency of the acquisition device acquiring the path data and map data may be arbitrary, and for example, it may be acquired when the multicopter 10 is powered on or during the flight of the multicopter 10.

[0048] The processing device of the flight path generation system in the embodiments of this disclosure is a device comprising one or more semiconductor integrated circuits (e.g., processors).

[0049] Referring to Figures 4A, 4B, and 4C, an example of the processing performed by the processing unit of the flight path generation system according to this embodiment will be described. Figures 4A, 4B, and 4C schematically show an example of a multicopter 10 flying along a flight path P1 using the flight path generation system according to this embodiment. The dashed arrows in Figures 4A, 4B, and 4C schematically show how the multicopter 10 flies.

[0050] First, refer to Figure 4A. The processing unit assumes that the multicopter 10 moves horizontally along the flight path P1 (dotted arrow in Figure 4A), and that the flight altitude of the multicopter 10 (i.e., the height from the ground GR) is a predetermined altitude (sometimes called the "first predetermined altitude") h U The excess region R0 exceeds the predetermined altitude h UIf a first region R1 leading to an excess region R0 occurs on the flight path P1 and does not exceed a certain value, the flight altitude in the excess region R0 and the first region R1 is determined as follows: The processing unit determines that (i) the maximum flight altitude in the excess region R0 is a predetermined altitude h U The flight altitude in the excess region R0 and the first region R1 is determined such that (ii) the multicopter 10 descends in the descending region Rd which includes part of the excess region R0 or the first region R1, and (iii) the multicopter 10 moves horizontally across the excess region R0 and the first region R1 other than the descending region Rd, so as not to exceed the limit. In the example in Figure 4A, the maximum value h1 of the flight altitude in the excess region R0 is the predetermined altitude h U The following applies (i.e., h1 ≤ h) U In the example in Figure 4A, the descending region Rd is part of the excess region R0 and does not include the first region R1.

[0051] In this specification, the "region" of a two-dimensional flight path refers to at least a portion of the two-dimensional flight path and is not limited to a region having a two-dimensional extent. The multicopter 10 flies along the flight path P1 in the order of excess region R0 and first region R1. In this example, the first region R1 is continuously following the excess region R0. In the illustrated example, the first region R1 is the range from point S1 to point Q1, and the excess region R0 is the range from point Q1 to point Q3.

[0052] According to the flight path generation system of this embodiment, the vertical movement of the multicopter 10 can be suppressed, thereby suppressing the increase in required driving energy.

[0053] The processing unit assumes that the multicopter 10 moves horizontally along the flight path P1 (dotted arrow in Figure 4A) and calculates the flight altitude h at the starting point S1 of the flight path P1. x to a predetermined altitude h U Set it so that it does not exceed (i.e., h x ≤h U). The multicopter 10 is moved horizontally from the starting point S1 along the flight path P1, and as soon as it reaches the excess region R0, or as shown in the examples in Figures 4B and 4C, the multicopter 10 is started to descend, thereby ensuring that the flight altitude in the excess region R0 is a predetermined altitude h U This can be prevented from exceeding a certain value. By minimizing the distance the multicopter 10 travels vertically, the increase in required drive energy can be suppressed. The distance h the multicopter 10 travels vertically in the descent region Rd. d This is the difference h between the maximum and minimum elevation values ​​in the excess region R0. a That concludes the explanation. The maximum flight altitude h1 in the excess region R0 is the predetermined altitude h U (h1=h) U ) If h d =h a The difference between the maximum and minimum elevation values ​​in the excess region R0 is h. a This is the difference in elevation between the lowest elevation point Q2 in the excess region R0 and the highest elevation points Q1 and Q3 in the excess region R0. The processing unit determines the flight altitude in the excess region R0, for example, such that the flight altitude at point Q2 reaches h1 as the multicopter 10 descends in the descent region Rd.

[0054] In the example shown in Figure 4A, assuming that the multicopter 10 moves horizontally along the flight path P1 (dotted arrow in Figure 4A), the flight altitude is a predetermined altitude h U A second region R2, which follows the excess region R0 and does not exceed a certain threshold, is further formed on the flight path P1. In this case, the processing unit determines the flight altitude of the second region R2 so that the multicopter 10 moves horizontally across the second region R2. In this example, the multicopter 10 moves horizontally from the region of the excess region R0 other than the descent region Rd to the second region R2.

[0055] Refer to Figures 4B and 4C to illustrate other examples of the processes performed by the flight path generation system.

[0056] The example shown in Figure 4B differs from the example in Figure 4A in that the descending region Rd is part of the first region R1 and does not include the excess region R0. The example shown in Figure 4C differs from the example in Figure 4A in that the descending region Rd includes part of the excess region R0 and part of the first region R1. In the examples in Figures 4B and 4C, as in the example in Figure 4A, the increase in required driving energy can be suppressed.

[0057] Referring to Figure 4D, another example of the processing performed by the flight path generation system will be explained. Figure 4D is a schematic diagram showing an example in which a multicopter 10 flies along a two-dimensional flight path P2 (hereinafter sometimes simply referred to as "flight path P2") from point S2 to point G2 using the flight path generation system. Explanations of matters common to Figure 4A will be omitted.

[0058] In the example shown in Figure 4D, the processing unit determines that the flight altitude of the multicopter 10 in the second region R2 is a predetermined altitude (sometimes referred to as the "second predetermined altitude") h L The flight altitude of the second region R2 is determined such that the multicopter 10 ascends in at least a portion of the second region R2. For example, the multicopter 10 is moved horizontally from the starting point Q3 in the second region R2, and the flight altitude is a predetermined altitude h L As soon as the multicopter reaches point Q4, it begins to ascend. Alternatively, the multicopter may begin to ascend before reaching point Q4. In this case as well, the increase in required driving energy can be suppressed by minimizing the distance the multicopter moves vertically.

[0059] Referring to Figure 4E, another example of the processing performed by the flight path generation system will be explained. Figure 4E is a schematic diagram showing an example in which a multicopter 10 flies along a two-dimensional flight path P3 (hereinafter sometimes simply referred to as "flight path P3") from point S3 to point G3 using the flight path generation system. Explanations of matters common to Figure 4A will be omitted.

[0060] As shown in the example in Figure 4E, the processing unit assumes that the multicopter 10 moves horizontally along the flight path P3, and when the flight altitude of the multicopter 10 is a predetermined altitude h U If no region exceeding this limit occurs on the flight path P3, the flight altitude on the flight path P3 is determined so that the multicopter 10 moves horizontally along the flight path P3. The maximum value of the flight altitude of the multicopter 10 on the flight path P3 is the flight altitude h2 at point Qe1 (h2 ≤ h U )

[0061] Referring to Figure 4F, another example of the processing performed by the flight path generation system will be explained. Figure 4F is a schematic diagram showing an example in which a multicopter 10 flies along a two-dimensional flight path P4 (hereinafter sometimes simply referred to as "flight path P4") from point S4 to point G4 using the flight path generation system. Explanations of matters common to Figure 4E will be omitted.

[0062] In the example shown in Figure 4F, the processing unit ensures that the flight altitude is a predetermined altitude h along the entire flight path P4. L The flight altitude on the flight path P4 is determined as described above. The processing unit assumes that the multicopter 10 moves horizontally along the flight path P4, and determines that the flight altitude of the multicopter 10 is a predetermined altitude h L If a third region R3 smaller than the given altitude occurs on the flight path P4, the flight altitude of the multicopter 10 in the third region R3 will be the predetermined altitude h L The flight altitude of the third region R3 is determined as described above. For example, the multicopter 10 is moved horizontally from the starting point S4, and the multicopter 10 begins to ascend before reaching the starting point Qf2 of the third region R3. Alternatively, the multicopter 10 may begin to ascend simultaneously with reaching the starting point Qf2 of the third region R3. Note that in the example in Figure 4F, assuming that the multicopter 10 moves horizontally along the flight path P4 (dotted arrow in Figure 4F), the flight altitude of the multicopter 10 is a predetermined altitude h UNo region exceeding this limit occurs on the flight path P4. The maximum flight altitude of the multicopter 10 on the flight path P4 is the flight altitude h2 (h2 ≤ h-) at point Qf1. U )

[0063] As will be explained with reference to Figures 5A, 5B, and 5C, the processing unit can update the flight path based on the acquired flight path and elevation. Figure 5A is a schematic diagram showing an example of a flight path on a two-dimensional map from a starting point S11 to a goal point G11. Figure 5A shows two-dimensional flight paths Pa and Pb (hereinafter sometimes simply referred to as "flight path Pa" and "flight path Pb," respectively). Figures 5B and 5C are schematic diagrams showing the vertical movement of the multicopter 10 when flying along flight paths Pa and Pb, respectively. Figures 5B and 5C show the ground GR and a line Lg corresponding to the geoid or mean sea level.

[0064] As shown in Figure 5A, there is an area Rr between the starting point S11 and the goal point G11 that is at a higher elevation than the surrounding area. Flight path Pa is the shortest route connecting the starting point S11 and the goal point G11 on a two-dimensional map. Since flight path Pa overlaps with area Rr, if the multicopter 10 flies along flight path Pa, it is necessary to move vertically, as shown in Figure 5B. Flight path Pb is a route connecting the starting point S11 and the goal point G11 while avoiding area Rr. Flight path Pb passes through point Q11 between the starting point S11 and the goal point G11. If the multicopter 10 flies along flight path Pb, it can reach the goal point G11 from the starting point S11 by moving horizontally without moving vertically, as shown in Figure 5C. The plane distance F1+F2 of the flight path Pb is longer than the plane distance D(D=D1+D2) of the flight path Pa, but the driving energy required to fly along flight path Pb may be less than the driving energy required to fly along flight path Pa.

[0065] The processing unit may be configured to update the flight path in multiple modes, including, for example, a first mode that prioritizes reducing the drive energy of the multicopter 10 when the multicopter 10 flies along the flight path, and a second mode that prioritizes shortening the plane distance of the flight path. The mode for updating the flight path may be selected by the user. The user may set the start and end points of the flight path. The user may further set points to be passed between the start and end points. By setting points to be passed, for example, the flight path can be set to avoid airspace where flight is prohibited. Alternatively, the flight path can be set to include areas that should be flown preferentially.

[0066] The processing unit may, for example, calculate the distance that the multicopter 10 can travel horizontally when flying along the flight path, and update the flight path based on the calculated distance. For example, in the first mode, the processing unit updates the flight path so that the distance that can be traveled horizontally is increased. Alternatively, the processing unit may calculate the drive energy of the multicopter 10 when it flies along the flight path, and update the flight path based on the calculated drive energy. For example, in the first mode, the processing unit updates the flight path so that the drive energy is reduced.

[0067] The drive energy is calculated, for example, as follows: If α is the drive energy per unit distance required when the multicopter 10 moves horizontally, and β is the drive energy per unit distance required when moving vertically, and γ is the drive energy per unit distance when ascending, and γ is the drive energy when descending, then the drive energy required when flying along the flight path Pa shown in Figure 5B is D1 × β + D2 × γ, and the drive energy required when flying along the flight path Pb shown in Figure 5C is (F1 + F2) × α. D1 and D2 are the lengths of the ascending and descending regions of the flight path Pb, respectively. Note that the method for calculating the drive energy is not limited to this, and may be appropriately corrected by further considering the flight conditions of the multicopter 10, the wind direction and speed during flight of the multicopter 10, the flight altitude of the multicopter 10, the acceleration of the multicopter 10 during ascending or descending, the rotational speed of the rotor 2, the shape and weight of the multicopter 10, etc. For example, as flight altitude increases, the drive energy may be adjusted to account for the decrease in flight efficiency due to the reduction in air pressure.

[0068] The control device 4a in the embodiments of this disclosure may be implemented by a digital computer system programmed to perform the aforementioned processes.

[0069] Figure 6 is a block diagram showing an example of the hardware configuration of the control device 4a. The control device 4a comprises a processing unit 34, a ROM (Read Only Memory) 35, a RAM (Random Access Memory) 36, a storage device 37, and a communication interface 38. These components are interconnected via a bus 39. The bus 39 is, for example, a CAN (Controller Area Network) bus.

[0070] The processing unit 34 is a device comprising one or more semiconductor integrated circuits (e.g., processors). The processor 34 sequentially executes computer programs stored in the ROM 35 to perform the aforementioned processing. The processor is also called a central processing unit (CPU) or microprocessor. The term processor is broadly interpreted to include FPGAs (Field Programmable Gate Arrays), GPUs (Graphic Processor Units), ASICs (Application Specific Integrated Circuits), or ASSPs (Application Specific Standard Products) equipped with a CPU.

[0071] ROM35 can be, for example, writable memory (e.g., PROM), rewritable memory (e.g., flash memory), or read-only memory. ROM35 stores programs that control the operation of the processor. ROM35 does not need to be a single recording medium; it can be a collection of multiple recording media. Some of these collections may be removable memory.

[0072] RAM36 provides a workspace for temporarily unpacking programs stored in ROM35 during boot-up. RAM36 does not need to be a single storage medium; it can be a collection of multiple storage mediums.

[0073] The communication interface 38 is an interface for communication between the control device 4a and other electronic components or electronic control units (ECUs). For example, the communication interface 38 can perform wired communication compliant with various protocols. The communication interface 38 may also perform wireless communication compliant with the Bluetooth® standard and / or the Wi-Fi® standard. Both standards include wireless communication standards that utilize the 2.4GHz frequency band.

[0074] The storage device 37 may be, for example, a semiconductor memory, a magnetic storage device, or an optical storage device, or a combination thereof. The storage device 37 can store, for example, map data useful for the autonomous flight of the multicopter 10, flight path data, and various sensor data acquired by the multicopter 10 during flight.

[0075] The processing unit 34 may function as the processing unit for the aforementioned flight path generation system, and the storage device 37 may function as the storage device for the flight path generation system.

[0076] As mentioned above, the control device 4a may include, for example, a flight control device such as a flight controller and a higher-level computer (companion computer). The companion computer may perform each process necessary for generating the flight path and provide flight commands from the companion computer to the flight controller or flight path generation system based on the results of that process. In addition, some or all of the functions of the electronic equipment such as the control device 4a mounted on the multicopter 10 or the flight path generation system may be realized by one or more servers (computers) 500 or terminal devices (including portable and fixed types) 600 connected to the communication device 4c of the multicopter 10 by a communication network N, as shown in Figure 7. An agricultural machine 700 such as a tractor may be connected to such a communication network N, and communication may take place between the multicopter 10 and the agricultural machine 700. Some of the data used for processing by the control device 4a and control signals for the multicopter 10 may be provided from the agricultural machine 700 to the multicopter 10 via the communication network N.

[0077] The systems providing the various functions in the embodiments can also be retrofitted to multicopters that do not possess those functions. Such systems can be manufactured and sold independently of the multicopters. Computer programs used in such systems can also be manufactured and sold independently of the multicopters. Computer programs can be provided, for example, by being stored in a computer-readable non-temporary storage medium. Computer programs can also be provided by download via telecommunications lines (e.g., the Internet).

[0078] This specification discloses a flight path generation system, an unmanned aerial vehicle, and a flight path generation method as described in the following sections.

[0079] [Item 1] A flight path generation system for generating a three-dimensional flight path for an unmanned aerial vehicle, An acquisition device that acquires route data including information on the two-dimensional flight path of the aforementioned unmanned aerial vehicle, and map data including information on the elevation of each point on the two-dimensional flight path, A processing device that generates a three-dimensional flight path by determining the flight altitude of the unmanned aerial vehicle from the ground on the two-dimensional flight path based on the two-dimensional flight path and the altitude, Equipped with, The aforementioned processing apparatus is Assuming that the unmanned aircraft moves horizontally along the two-dimensional flight path, if an excess region where the flight altitude exceeds a predetermined first altitude and a first region where the flight altitude does not exceed the first predetermined altitude, occur on the two-dimensional flight path, The maximum flight altitude of the unmanned aircraft in the excess region shall not exceed the first predetermined altitude. In the descending region which includes the excess region or a part of the first region, the unmanned aerial vehicle descends, and The unmanned aerial vehicle moves horizontally across the excess region and the region of the first region other than the descending region, A flight path generation system that determines the flight altitude in the excess region and the first region.

[0080] [Item 2] The aforementioned processing apparatus is The flight path generation system according to item 1, which determines the flight altitude in the excess region and the first region such that the descending region is part of the excess region and does not include the first region.

[0081] [Item 3] The aforementioned processing apparatus is The flight path generation system according to item 1, which determines the flight altitude in the excess region and the first region such that the descending region is part of the first region and does not include the excess region.

[0082] [Item 4] The aforementioned processing apparatus is The flight path generation system according to item 1, which determines the flight altitude in the excess region and the first region such that the descending region includes a portion of the excess region and a portion of the first region.

[0083] [Item 5] The aforementioned processing apparatus is A flight path generation system according to any one of items 1 to 4, which determines the flight altitude in the excess region and the first region such that the distance the unmanned aircraft travels vertically in the descent region is less than or equal to the difference between the maximum and minimum altitudes in the excess region.

[0084] [Item 6] The aforementioned processing apparatus is When the above assumption is made, if a second region following the excess region occurs on the two-dimensional flight path, where the flight altitude does not exceed the first predetermined altitude, A flight path generation system according to any one of items 1 to 5, which determines the flight altitude in the second region such that the unmanned aerial vehicle moves horizontally across the second region.

[0085] [Item 7] The aforementioned processing apparatus is When the above assumption is made, if a second region following the excess region occurs on the two-dimensional flight path, where the flight altitude does not exceed the first predetermined altitude, A flight path generation system according to any one of items 1 to 5, which determines the flight altitude in the second region such that the unmanned aircraft ascends in at least a portion of the second region so that the minimum value of the flight altitude in the second region is equal to or greater than a predetermined second altitude.

[0086] [Item 8] The aforementioned processing apparatus is A flight path generation system according to any one of items 1 to 7, wherein, in the above assumption, the flight altitude at the starting point of the two-dimensional flight path is set so as not to exceed the first predetermined altitude.

[0087] [Item 9] When the above assumption is made, if there is no region on the two-dimensional flight path where the flight altitude exceeds the first predetermined altitude, A flight path generation system according to any one of items 1 to 8, which determines the flight altitude on the two-dimensional flight path so that the unmanned aircraft moves horizontally along the two-dimensional flight path.

[0088] [Item 10] The aforementioned processing apparatus is A flight path generation system according to any one of items 1 to 9, which determines the flight altitude on the two-dimensional flight path such that the flight altitude on the two-dimensional flight path is equal to or greater than a predetermined second altitude.

[0089] [Item 11] The aforementioned processing apparatus is Based on the two-dimensional flight path and the altitude, the distance that the unmanned aircraft can travel horizontally when flying along the two-dimensional flight path is calculated. A flight path generation system according to any one of items 1 to 10, which updates the two-dimensional flight path based on the calculated distance.

[0090] [Item 12] The aforementioned processing apparatus is Based on the two-dimensional flight path and the altitude, the driving energy of the unmanned aerial vehicle when the unmanned aerial vehicle flies along the two-dimensional flight path is calculated. A flight path generation system according to any one of items 1 to 11, which updates the two-dimensional flight path based on the calculated driving energy.

[0091] [Item 13] The processing unit is configured to update the two-dimensional flight path in multiple modes, The aforementioned multiple modes are, A first mode that prioritizes reducing the driving energy of the unmanned aerial vehicle when the unmanned aerial vehicle flies along the aforementioned two-dimensional flight path, A second mode that prioritizes shortening the distance of the aforementioned two-dimensional flight path, A flight path generation system, including any one of items 1 through 12.

[0092] [Item 14] An unmanned aerial vehicle equipped with multiple rotors, An unmanned aerial vehicle further comprising a control device for controlling the flight of the unmanned aerial vehicle based on the three-dimensional flight path generated by the flight path generation system described in any one of items 1 to 13.

[0093] [Item 15] The unmanned aerial vehicle described in item 14, further comprising the aforementioned flight path generation system.

[0094] [Item 16] A method for generating a three-dimensional flight path for an unmanned aerial vehicle, To acquire route data including information on the two-dimensional flight path of the aforementioned unmanned aerial vehicle, and map data including information on the elevation of each point on the two-dimensional flight path, Based on the aforementioned two-dimensional flight path and the aforementioned altitude, the flight altitude of the unmanned aircraft from the ground on the aforementioned two-dimensional flight path is determined. Includes, The determination of the aforementioned flight altitude is Assuming that the unmanned aircraft moves horizontally along the two-dimensional flight path, if an excess region where the flight altitude exceeds a predetermined first altitude and a first region where the flight altitude does not exceed the first predetermined altitude, occur on the two-dimensional flight path, The maximum flight altitude of the unmanned aircraft in the excess region shall not exceed the first predetermined altitude. In the descending region which includes the excess region or a part of the first region, the unmanned aerial vehicle descends, and The unmanned aerial vehicle moves horizontally across the excess region and the region of the first region other than the descending region, A method for generating a flight path, comprising determining the flight altitude in the excess region and the first region. [Industrial applicability]

[0095] The unmanned aerial vehicles of this disclosure can be widely used not only for aerial photography, surveying, logistics, and pesticide spraying, but also for ground work related to agricultural operations, and for transporting harvested crops and agricultural materials. [Explanation of Symbols]

[0096] 2...Rotor (propeller), 3...Rotary drive unit, 4...Aircraft body, 4a...Control unit, 4b...Sensor group, 4c...Communication device, 5...Aircraft frame, 10...Multicopter, 12...Sub-rotor, 14...Motor, 16...ESC, 22...Main rotor, 52...Battery

Claims

1. A flight path generation system for generating a three-dimensional flight path for an unmanned aerial vehicle, An acquisition device that acquires route data including information on the two-dimensional flight path of the aforementioned unmanned aerial vehicle, and map data including information on the elevation of each point on the two-dimensional flight path, A processing device that generates a three-dimensional flight path by determining the flight altitude of the unmanned aerial vehicle from the ground on the two-dimensional flight path based on the two-dimensional flight path and the altitude, Equipped with, The aforementioned processing apparatus is Assuming that the unmanned aircraft moves horizontally along the two-dimensional flight path, if an excess region where the flight altitude exceeds a predetermined first altitude and a first region where the flight altitude does not exceed the first predetermined altitude, occur on the two-dimensional flight path, The maximum flight altitude of the unmanned aircraft in the excess region shall not exceed the first predetermined altitude. In the descending region which includes the excess region or a part of the first region, the unmanned aerial vehicle descends, and The unmanned aerial vehicle moves horizontally across the excess region and the region of the first region other than the descending region, A flight path generation system that determines the flight altitude in the excess region and the first region.

2. The aforementioned processing apparatus is The flight path generation system according to claim 1, wherein the flight altitude in the excess region and the first region is determined such that the descending region is a part of the excess region and does not include the first region.

3. The aforementioned processing apparatus is The flight path according to claim 1, wherein the flight altitude in the excess region and the first region is determined such that the descending region is part of the first region and does not include the excess region. Generation system.

4. The aforementioned processing apparatus is The flight path generation system according to claim 1, wherein the flight altitude in the excess region and the first region is determined such that the descending region includes a portion of the excess region and a portion of the first region.

5. The aforementioned processing apparatus is A flight path generation system according to any one of claims 1 to 4, wherein the flight altitude in the excess region and the first region is determined such that the distance the unmanned aircraft travels vertically in the descent region is less than or equal to the difference between the maximum and minimum altitudes in the excess region.

6. The aforementioned processing apparatus is When the above assumption is made, if a second region following the excess region occurs on the two-dimensional flight path, where the flight altitude does not exceed the first predetermined altitude, A flight path generation system according to any one of claims 1 to 4, which determines the flight altitude in the second region such that the unmanned aerial vehicle moves horizontally across the second region.

7. The aforementioned processing apparatus is When the above assumption is made, if a second region following the excess region occurs on the two-dimensional flight path, where the flight altitude does not exceed the first predetermined altitude, A flight path generation system according to any one of claims 1 to 4, wherein the flight altitude in the second region is determined such that the unmanned aircraft is raised in at least a portion of the second region so that the minimum value of the flight altitude in the second region is equal to or greater than a predetermined second altitude.

8. The aforementioned processing apparatus is The flight path generation system according to any one of claims 1 to 4, wherein, in the above assumption, the flight altitude at the starting point of the two-dimensional flight path is set so as not to exceed the first predetermined altitude.

9. When the above assumption is made, if there is no region on the two-dimensional flight path where the flight altitude exceeds the first predetermined altitude, A flight path generation system according to any one of claims 1 to 4, which determines the flight altitude on the two-dimensional flight path so that the unmanned aircraft moves horizontally along the two-dimensional flight path.

10. The aforementioned processing apparatus is A flight path generation system according to any one of claims 1 to 4, wherein the flight altitude on the two-dimensional flight path is determined such that the flight altitude on the two-dimensional flight path is equal to or greater than a predetermined second altitude.

11. The aforementioned processing apparatus is Based on the two-dimensional flight path and the altitude, the length of the portion on the two-dimensional flight path that the unmanned aircraft can move horizontally when flying along the two-dimensional flight path is calculated. A flight path generation system according to any one of claims 1 to 4, which updates the two-dimensional flight path so that the length increases based on the length calculated above.

12. The aforementioned processing apparatus is Based on the two-dimensional flight path and the altitude, the driving energy of the unmanned aerial vehicle when the unmanned aerial vehicle flies along the two-dimensional flight path is calculated. A flight path generation system according to any one of claims 1 to 4, which updates the two-dimensional flight path to reduce the driving energy based on the calculated driving energy.

13. The processing device is configured to update the two-dimensional flight path in multiple modes, The aforementioned multiple modes are, A first mode that prioritizes reducing the driving energy of the unmanned aerial vehicle when the unmanned aerial vehicle flies along the two-dimensional flight path, A second mode that prioritizes shortening the distance of the aforementioned two-dimensional flight path, A flight path generation system according to any one of claims 1 to 4, including the above.

14. An unmanned aerial vehicle equipped with multiple rotors, A flight path generation system according to any one of claims 1 to 4, A control device that controls the flight of the unmanned aerial vehicle based on the three-dimensional flight path generated by the flight path generation system, An unmanned aerial vehicle that is equipped with even more features.

15. A method for controlling the flight of an unmanned aerial vehicle, To generate a three-dimensional flight path for the aforementioned unmanned aerial vehicle, To control the flight of the unmanned aerial vehicle based on the three-dimensional flight path, Includes, Generating the three-dimensional flight path of the aforementioned unmanned aerial vehicle is, To acquire route data including information on the two-dimensional flight path of the aforementioned unmanned aerial vehicle, and map data including information on the elevation of each point on the two-dimensional flight path, Based on the two-dimensional flight path and the elevation, the flight altitude of the unmanned aircraft from the ground on the two-dimensional flight path is determined. Includes, The determination of the aforementioned flight altitude is Assuming that the unmanned aircraft moves horizontally along the two-dimensional flight path, if an excess region where the flight altitude exceeds a predetermined first altitude and a first region where the flight altitude does not exceed the first predetermined altitude, occur on the two-dimensional flight path, The maximum flight altitude of the unmanned aircraft in the excess region shall not exceed the first predetermined altitude. In the descending region which includes the excess region or a part of the first region, the unmanned aerial vehicle descends, and The unmanned aerial vehicle moves horizontally across the excess region and the region of the first region other than the descending region, A flight control method comprising determining the flight altitude in the excess region and the first region.

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