Unmanned aerial vehicle with changeable control authority

Abstract

The present invention relates to an unmanned airship capable of changing control authority, and more specifically, to an unmanned airship capable of transferring control authority or simultaneous control. The present invention provides an unmanned airship platform characterized by comprising: a mission equipment unit including sensors or equipment for performing various missions; a sensor unit for detecting the internal or external state of the unmanned airship; a control unit for transmitting a control signal to control the unmanned airship; and a receiver unit for receiving a control signal from the control unit, wherein the unmanned airship flies according to the control signal. According to the present invention, an unmanned airship platform in which the user and the operator are separated can be provided, the user can control the unmanned airship, and a method for detecting an abnormal state of the unmanned airship and responding thereto is provided.

Description

Technology Field

[0001] The present invention relates to an unmanned airship operation system and method, more specifically, to a remote integrated control system (Ground Control System) for an unmanned aerial vehicle. It relates to a technical field that provides airship-based services by safely remotely controlling an airship by integrally monitoring safety operation elements of the airship, including airbag pressure, in an environment where control authority is separated, and by reviewing and approving flight commands based on service requests from users who are not qualified to control the unmanned airship. Background Technology

[0003] Generally, unmanned airships fly using buoyancy generated by gases lighter than air (such as helium), offering the advantages of lower energy consumption and longer flight endurance compared to rotary-wing or fixed-wing drones. Thanks to these characteristics, unmanned airships are attracting attention for their potential applications in various fields requiring continuous monitoring of large areas, such as disaster surveillance, search and rescue, maritime surveillance, facility condition inspection, public security, and crime prevention patrols.

[0004] However, despite this utility, there are realistic constraints and technical limitations to commercializing and providing services for unmanned airships of a certain size or larger, as follows.

[0005] First, the operation of unmanned airships requires the prior establishment of advanced infrastructure. Unlike conventional drones, airships necessitate high-pressure gas management systems to handle buoyancy gases such as helium or hydrogen, and large hangars and warehouse facilities are required to store and maintain the massive airframes. For users requiring only video data or surveillance services, directly building and maintaining this massive initial infrastructure presents very high barriers to entry in terms of cost and space.

[0006] Second, the operation of unmanned airships requires a high level of expertise. Unmanned airships of a certain size or larger have more complex flight characteristics than conventional unmanned aerial vehicles, requiring specialized knowledge and piloting experience regarding airship dynamics, wind loads, and mooring and holding operations. Consequently, actual operations are typically handled by specialized entities (operators, control centers, etc.), and service users generally commission mission execution from these entities through separate contracts. Under this structure, it is difficult to acquire real-time video of a desired location at a specific time desired by the customer, and limitations exist where missions may be delayed or altered depending on the operator's situational judgment and internal procedures. Furthermore, while customers desire real-time reflection of detailed requests regarding specific points of interest and times, such as camera direction, zooming in / out, and movement of the area of ​​interest, conventional technology offers limited means to achieve these.

[0007] Third, there is a lack of safety management systems specific to airships. Existing unmanned aerial systems primarily focus on general status monitoring, such as battery voltage, communication status, and geofence. However, for the safe operation of airships, an integrated safety logic is required to monitor key elements—such as internal gas bag pressure changes and gas leaks—in real time, and to immediately switch flight modes or block customer control requests in the event of an anomaly; yet, conventional technology currently lacks specific countermeasures for this. Prior art literature

[0009] Prior Art 1: Korean Registered Patent No. 10-1009456 (Registered Jan. 12, 2011) Prior Art 2: Korean Registered Patent No. 10-1584424 (Registered Jan. 5, 2016) The problem to be solved

[0010] In order to solve the problems of the aforementioned conventional technology, the present invention has the following technical problems.

[0011] First, the complex infrastructure essential for the operation of large unmanned airships, such as high-pressure gas management systems, hangars, ground stations, and control facilities, is constructed and managed collectively by a central specialized operating entity. This provides an operational structure that allows service users (customers) to utilize unmanned airship services using only standard terminals and communication networks, without the need to install separate physical infrastructure.

[0012] Second, it provides a standardized user interface and mission definition method that allows customers to intuitively specify desired surveillance areas, time zones, and points of interest, even when service users and professional operators are physically and organizationally separated, and automatically converts this into the airship's actual flight path, holding position, and camera control commands to link with the operator's control system.

[0013] Third, it involves implementing safety management logic dedicated to airships that comprehensively monitors various sensor information, including the airship's unique gas bag status, buoyancy gas pressure, gas leak estimation, airframe attitude and speed, and communication status, and automatically performs safety measures such as switching flight modes, returning to a safe zone, entering mooring mode, or restricting or disabling customer-side control inputs when an abnormal condition is detected.

[0014] Fourth, the technology provides a control authority separation and management technology that allows a professional operator to maintain final control authority over the unmanned airship, while logically separating the control range and parameters (selection of area of ​​interest, setting of shooting mode, camera view movement, etc.) that the customer can specify, and by pre-defining and managing the authority level, priority, and allowable range for each control item, it is possible to grant the customer a limited range of indirect control authority while complying with safety standards and operating regulations.

[0015] The present invention aims to provide a new type of unmanned airship operation system that, through the above-mentioned objectives, concentrates the burden of infrastructure, specialized personnel, and safety management for large unmanned airships on a central operating entity, while enabling service users to conveniently acquire data at necessary times and locations without legal or technical constraints. means of solving the problem

[0017] To solve the above-mentioned problem, the present invention provides an unmanned airship platform characterized by comprising: a mission equipment unit equipped on the unmanned airship and including sensors or equipment for performing various missions; a sensor unit for detecting the internal or external state of the unmanned airship; a control unit for transmitting a control signal to control the unmanned airship; and a receiver unit for receiving a control signal from the control unit, wherein the unmanned airship flies according to the control signal.

[0018] Additionally, the sensor unit comprises a navigation sensor unit for acquiring position, speed, and attitude information of the unmanned airship; a gas bag sensor for checking the pressure of the gas bag and the temperature of the internal gas of the unmanned airship; an auxiliary bag sensor for checking the pressure of the auxiliary bag and the internal temperature; a power sensor for checking the power status; a communication sensor for checking the communication status; and a solar panel sensor for checking the status of the solar panel, thereby providing an unmanned airship platform characterized by including at least one of these; and an environment sensor unit for checking environmental information such as external temperature, atmospheric pressure, altitude, wind direction, and wind speed of the unmanned airship.

[0019] In addition, the unmanned airship platform is characterized by further including an abnormality checking unit that determines the unmanned airship as being in a normal state when the information acquired from the sensor unit is within a predetermined standard range, and determines the unmanned airship as being in an abnormal state when it deviates from the predetermined standard range.

[0020] In addition, the control unit provides an unmanned airship platform characterized by including an operation server that integrates and manages at least one unmanned airship and an operation device that includes a control interface that visualizes flight plans, current location, and status information, allowing an administrator to utilize the operation server and the operation device.

[0021] In addition, the control unit comprises at least one control device for controlling the unmanned airship, and further comprises a control signal adjustment device that receives a control signal from the control device and transmits it to the receiving unit, thereby providing an unmanned airship platform.

[0022] In addition, when there are multiple control devices, the control device comprises at least one main control device that transmits a main control signal and at least one sub-control device that transmits a sub-control signal, thereby providing an unmanned airship platform. Effects of the invention

[0024] According to the present invention, an unmanned airship platform with a user and an operator separated can be provided.

[0025] In addition, according to the present invention, a user can control an unmanned airship.

[0026] In addition, according to the present invention, a method for detecting an abnormal state of an unmanned airship and responding thereto is provided. Brief explanation of the drawing

[0028] FIG. 1 is a conceptual diagram showing the connection relationships of an unmanned airship platform according to one embodiment of the present invention. FIG. 2 is a diagram showing a control device of an unmanned airship platform according to an embodiment of the present invention controlling an unmanned airship. FIG. 3 is a table showing the modes of a control signal control device according to one embodiment of the present invention. FIG. 4 illustrates the operation of the main priority mode of a control signal adjustment device according to an embodiment of the present invention, and FIG. 4 The operation in the steady state is of FIG. 4 is a drawing showing operation in an abnormal state. FIG. 5 illustrates the operation of a sub-blocking mode of a control signal regulator according to an embodiment of the present invention, wherein FIG. 5 The operation in the steady state is of FIG. 5 is a drawing showing operation in an abnormal state. FIG. 6 illustrates the operation of a sub-request mode of a control signal adjustment device according to an embodiment of the present invention, and FIG. 6 The operation in the steady state is of Fig. 6 is a drawing showing operation in an abnormal state. FIG. 7 illustrates the operation of a sub-acceptance mode of a control signal adjustment device according to an embodiment of the present invention, and FIG. 7 The operation in the steady state is of Fig. 7 is a drawing showing operation in an abnormal state. Specific details for implementing the invention

[0029] The purpose and effects of the present invention will become clearer through the following detailed description, but the purpose and effects of the present invention are not limited solely to the description below. Furthermore, in describing the present invention, if it is determined that a detailed description of known technologies related to the present invention may unnecessarily obscure the essence of the invention, such detailed description will be omitted.

[0030] Hereinafter, embodiments of the present invention are described in detail with reference to the attached drawings so that those skilled in the art can easily implement the present invention. However, the present invention may be embodied in various different forms and is not limited to the embodiments disclosed below. Furthermore, in order to clearly disclose the present invention in the drawings, parts unrelated to the present invention have been omitted, and identical or similar reference numerals in the drawings indicate identical or similar components.

[0031] The purpose and effects of the present invention may be naturally understood or become clearer through the following description, and the purpose and effects of the present invention are not limited solely to the description below.

[0032] The present invention relates to an unmanned airship (20), and may also include other aircraft capable of navigating without a pilot on board. Additionally, the entity providing the unmanned airship (20) is referred to as a manager or operator, and the entity using the airship is referred to as a user or customer.

[0033] FIG. 1 is a conceptual diagram showing the connection relationship of an unmanned airship platform (10) according to one embodiment of the present invention. FIG. 2 is a diagram showing the control device (330) of the unmanned airship platform (10) according to one embodiment of the present invention controlling the unmanned airship (20).

[0034] Referring to FIGS. 1 and 2, an unmanned airship platform (10) according to one embodiment of the present invention comprises a mission equipment unit (100) equipped on an unmanned airship (20) and including a sensor or equipment for performing various missions, a sensor unit (200) for detecting the internal or external state of the unmanned airship (20), a control unit (300) for transmitting a control signal for controlling the unmanned airship (20), and a receiving unit (400) for receiving a control signal from the control unit (300), wherein the unmanned airship (20) flies according to the control signal.

[0035] Referring to FIGS. 1 and 2, the mission equipment unit (100) is configured to be equipped on an unmanned airship (20) and includes sensors or equipment for performing various missions. The mission equipment unit (100) can be equipped with various sensors capable of object monitoring and surveying using LiDAR, measuring fine dust or forest index, and mission equipment such as speakers, microphones, and LEDs. Meanwhile, when a camera is mounted, it can perform various functions such as video recording, taking photos, and recording, or transmit the video for real-time monitoring, and it is also possible for the camera to rotate at various angles to capture a desired direction.

[0036] In this way, if the mission equipment unit (100) is provided, the unmanned airship (20) can fly and perform various missions, and if a camera is provided, it can photograph a desired area or point and monitor or record in real time.

[0037] Referring to FIG. 1, the sensor unit (200) is configured to detect the internal or external state of the unmanned airship (20). The sensor unit (200) may include various sensors, and the specific types and roles of the sensors will be described later.

[0038] Including the sensor unit (200) in this way helps to identify the internal and external conditions of the unmanned airship (20) and determine whether there is an abnormality, and allows for real-time identification of problems.

[0039] Referring to FIGS. 1 and 2, the control unit (300) is configured to transmit a control signal for controlling the unmanned airship (20). However, in addition to the function of transmitting the control signal, it may include various other devices to perform various functions for controlling the unmanned airship (20), and specific details will be described later.

[0040] In this way, by including the control unit (300), the unmanned airship (20) can be controlled by transmitting a control signal to the unmanned airship (20).

[0041] Meanwhile, referring to FIGS. 1 and 2, the receiver (400) is configured to receive a control signal from the control device (330), and the unmanned airship (20) flies according to the control signal. By providing the receiver (400) in this way, the control signal can be received from the control device (330), and the unmanned airship (20) can fly through the control signal, so that a user or operator can control the unmanned airship (20).

[0042] Meanwhile, the control signal includes a main control signal (333) and a sub-control signal (334) that can be transmitted from the main control device (331) and the sub-device to be described later, and may include a final control signal (341) that receives the main control signal (333) and the sub-control signal (334) at the control signal adjustment device and finally transmits them to the receiving unit (400).

[0043] Referring to FIG. 1, the sensor unit (200) includes a navigation sensor unit for acquiring position, speed, and attitude information of the unmanned airship (20), a gas bag sensor for checking the pressure of the gas bag and the temperature of the internal gas of the unmanned airship (20), an auxiliary bag sensor for checking the pressure of the auxiliary bag and the internal temperature, a power sensor for checking the power status, a communication sensor for checking the communication status, and a solar panel sensor for checking the status of the solar panel, and is characterized by including an environment sensor unit for checking environmental information such as the temperature, air pressure, altitude, wind direction, and wind speed of the unmanned airship (20). That is, the flight status of the unmanned airship (20) can be known through the navigation sensor unit, the status of each component of the unmanned airship (20) can be identified through the status sensor unit, and information about the environment outside the unmanned airship (20) can be identified through the environment sensor unit. Meanwhile, the state sensor unit may include a thrust sensor that checks the state of the thruster or other sensors capable of checking the state of the unmanned airship (20), and the environment sensor unit may likewise include various additional sensors.

[0044] Meanwhile, the state sensor unit for checking the state of the unmanned airship (20) described above includes checking the state of the components of the unmanned airship (20). Specifically, the unmanned airship (20) may include components for checking the state described above, such as a gas bag, power supply, communication unit, and solar panel, and if additional components are provided, an additional state sensor unit for checking the state of the components may be included.

[0045] In this way, if the sensor unit (200) includes a navigation sensor unit, a status sensor unit, and an environment sensor unit, the flight status and internal / external status of the unmanned airship (20) can be checked, and through this, abnormal conditions to be described later can be checked.

[0046] Referring to FIG. 1, the abnormality detection unit (500) is configured to determine the unmanned airship (20) to be in a normal state when the information obtained from the sensor unit (200) is within a preset standard range, and to determine the unmanned airship (20) to be in an abnormal state when it is outside the standard range. That is, it determines whether the information obtained from the sensor unit (200) is in a normal state or an abnormal state by comparing it with a preset standard. In addition, the abnormality detection unit (500) may be formed as an internal component of the unmanned airship (20) or as a separate component to transmit the determined state of the unmanned airship (20) to the control unit (300) and allow for measures to be taken according to the state. The abnormality detection unit (500) may be included as a part of the control unit (300), or it may be directly connected to the sensor unit (200) and included as an internal component of the unmanned airship (20).

[0047] At this time, the information obtained from the sensor unit (200) may include, as previously described, information regarding the position, speed, and attitude of the unmanned airship (20) that can be verified by the navigation sensor unit; information regarding the state of the airship (20), such as pressure and temperature of the airship's airsac, and information regarding the state of the auxiliary airsac, such as pressure and temperature of the auxiliary airsac, information regarding the voltage and current of the power supply that can be identified, communication information regarding communication quality and delay status to identify the communication status, panel status information regarding power generation and solar energy absorption by the panel to identify the state of the solar panel, and information regarding thrust values, vibration, and noise to identify the state of the sensor thruster. Additionally, environmental information regarding the temperature, atmospheric pressure, altitude, wind volume, and wind speed outside the unmanned airship (20) may be obtained from the environment sensor unit.

[0048] Therefore, a predetermined reference range can be established by defining a normal range for each value, and the normal or abnormal state can be determined by monitoring the value in real time and checking whether it deviates from the reference range. Alternatively, if the range of change in the value is excessively large, that state can also be determined as an abnormal state. In other words, an abnormal state can be determined if the value monitored in real time deviates from the reference range, if it changes excessively rapidly even without deviating from the numerically defined reference range, or if it exceeds the reference range for the amount of change when the magnitude of change per unit time is used as the reference range.

[0049] Specifically, the abnormality detection unit (500) may be characterized by determining the unmanned airship (20) to be in a normal state when the numerical value or change amount of the temperature and pressure of the airship obtained from the airship sensor is within a predetermined standard range, and determining the unmanned airship (20) to be in an abnormal state when it deviates from the predetermined standard range. More specifically, when the pressure range is set as a numerical standard range of 0.9 to 1.1 atmospheres, if the pressure of the airship monitored in real time becomes lower than 0.9 atmospheres or higher than 1.1 atmospheres, it can be determined to be in an abnormal state. In addition, when the standard range for the change amount is set as a case where the pressure changes by 0.1 atmospheres per second, if the pressure changes by 0.2 atmospheres per second, it can be determined to be in an abnormal state because it exceeds the standard range for the change amount. However, regarding the amount of change, fluctuations smaller than the reference range are considered stable and are not judged as abnormal; an abnormal state is determined only when the fluctuation exceeds the reference range. Furthermore, the reference range can be linked with other numerical values. For example, as altitude increases, atmospheric pressure decreases, so the pressure reference range of the air sac may change, and the temperature reference range may also be set lower. Therefore, the altitude can be specifically checked to first determine the pressure or temperature reference range, and then to check whether it deviates from that reference range. Additionally, it is natural that other related numerical values ​​can be linked.

[0050] Meanwhile, since the pressure and temperature values ​​of the air sac described above are linked to the pressure and internal temperature of the auxiliary sac, changes in these values ​​must be considered together. Specifically, because the system performs actions to maintain the air sac pressure at a constant level by injecting air into the auxiliary sac to compensate for pressure when the air sac pressure decreases, and by releasing air from the auxiliary sac to compensate for pressure when the air sac pressure increases, changes in the pressure of the air sac and the auxiliary sac must be considered together. Since the system attempts to maintain the internal pressure of the air sac by increasing the pressure of the auxiliary sac when the air sac pressure decreases, even if the pressure of the air sac changes only slightly and is less than the reference range, if the pressure of the auxiliary sac changes excessively or is greater than the reference range, gas leakage from the air sac is suspected, and it should be determined as an abnormal state. That is, the system may be characterized by determining the unmanned airship (20) as being in a normal state when the values ​​or changes in the temperature and pressure of the auxiliary sac obtained from the air sac sensor are within a predetermined reference range, and determining the unmanned airship (20) as being in an abnormal state when it deviates from the predetermined reference range.

[0051] In addition, for safety purposes, the standard range may utilize safety standards such as geofences, speed, altitude limits, pressure conditions of the airbag, and communication quality, and these standards may also be used as standards for the standard range.

[0052] Meanwhile, if the abnormality detection unit (500) determines that the unmanned airship (20) is in an abnormal state, it can send an alarm to the user to notify the situation as a follow-up measure, block or restrict the user's new location, route, and speed requests, and take safety measures by prioritizing the manager's commands, such as returning to base and maintaining a safe altitude according to a predefined safety mode.

[0053] In this way, by including an abnormality detection unit (500), it is possible to determine whether the unmanned airship (20) has an abnormality and, if there is an abnormality, take measures for safety.

[0054] Referring to FIG. 1, the control unit (300) may be characterized by including an operation server (310) that manages at least one unmanned airship (20) and an operation device (320) that includes a control interface for visualizing flight plans, current location, and status information, so that an administrator can utilize the operation server (310) and the operation device (320).

[0055] The operation server (310) is configured to manage at least one unmanned airship (20) in an integrated manner, and the operation device (320) is configured to include a control interface that visualizes information necessary for the integrated management of the unmanned airship (20), such as flight plans, current location, and status information. Since the manager can manage multiple unmanned airships (20) by utilizing the operation server (310) and can check and control the status of the unmanned airship (20) by utilizing the control interface included in the operation device (320), the operation server (310) and the operation device (320) can serve as an integrated control center.

[0056] Meanwhile, the operation server (310) can relay between the unmanned airship (20) and the control device (330) to be described later. That is, the control unit (300) is not a single device, but a concept that includes the operation server (310), the operation device (320), the control device (330), the control signal adjustment device (340), etc., and includes the configuration necessary for overall control. In addition, the previously described abnormality detection unit (500) can also be connected to the control unit (300) to enable a response to abnormal situations.

[0057] Referring to FIG. 1, the control device (330) is configured to control the unmanned airship (20) and may be provided with at least one. Additionally, to control the unmanned airship (20), the control device (330) may transmit a control signal to the unmanned airship (20). At this time, the control device (330) may include a transmitter to transmit the control signal, and the transmitter transmits a signal containing information necessary for the unmanned airship (20) to fly. Additionally, referring to FIG. 2, the control device (330) may be formed with various configurations capable of transmitting the control signal remotely, particularly via the Internet. For example, the control device (330) may utilize equipment capable of connecting to the Internet, such as a separate module, smartphone, PC, tablet, or laptop, and if the control device (330) is provided as a program or app and installed, it may not be limited to a specific device. However, as explained earlier, remote control signals can be transmitted to the wireless aircraft only when remote control authority has been granted.

[0058] When the control device (330) is provided in this way, the unmanned airship (20) can be controlled by transmitting a control signal.

[0059] Referring to FIG. 1, the control signal adjustment device (340) is configured to receive a control signal from a control device (330) and transmit it to the receiver (400). At this time, the control signal adjustment device (340) determines which control signal transmitted from which control device (330) has priority according to a predetermined priority, and controls the unmanned airship (20) according to the corresponding control signal, or ignores control signals that have a lower priority. Meanwhile, regarding the method of determining priority, it may be determined which control device (330) has priority, or a predetermined mode may be provided, and the method of determining priority may be different for each mode. To this end, the control signal may be transmitted to the control signal adjustment device (340) first to check the priority before being transmitted to the receiver (400), and then only the control signal with the transmitted priority may be transmitted to the receiver (400). However, it is also possible to transmit the control signal to the control signal adjustment device (340) to check the priority when the control signal reaches the receiver (400).

[0060] When the control signal control device (340) is provided in this manner, the control signal can be received and the unmanned airship (20) can be controlled by considering the priority in a situation where multiple control signals are received.

[0061] Specifically, the plurality of control devices (330) may include at least one main control device (331) that transmits a main control signal (333) and at least one sub-control device (332) that transmits a sub-control signal (334). In this case, it is preferable that the main control device (331) and the sub-control device (332) are each one, or that the main control device (331) is one and the number of sub-control devices (332) are provided. However, it is also possible to provide multiple main control devices (331) and to provide a separate priority among the main control devices (331). Meanwhile, the main control signal (333) and the sub-control signal (334) may be transmitted to the receiving unit (400) via the control signal adjustment device (340).

[0062] The main control unit (331) has priority over the sub-control unit (332) in terms of control signals, and the operator can control the unmanned airship (20) using the main control unit (331) and the user can control it using the sub-control unit (332). At this time, when the control signal adjustment unit (340) receives the main control signal (333) and the sub-control signal (334), the control signal adjustment unit (340) prioritizes the control signal of the main control unit (331). However, even if the control signal of the main control unit (331) is prioritized, there are various methods for processing the sub-control signal (334) of the sub-control unit (332), which will be described below.

[0063] In this way, when at least one main control device (331) and a sub-control device (332) are each included, multiple users can control one unmanned airship (20) by utilizing the main control device (331) and the sub-control device (332), and a more prioritized control device (330) can be determined.

[0064] Referring to FIG. 3, the control signal control device (340) can operate in various modes including main priority mode, sub blocking mode, sub request mode, and sub approval mode.

[0065] The control signal control device (340) can operate in a main priority mode to control the unmanned airship (20). FIG. 4 is a diagram showing the operation according to the main priority mode in the case of a normal state and an abnormal state. Referring to FIG. 4, the main priority mode may be characterized in that when the unmanned airship (20) is in a normal state, the unmanned airship (20) is controlled by the sub-control signal (334), and when the unmanned airship (20) is in an abnormal state, the unmanned airship (20) is controlled by giving the main control signal (333) the highest priority.

[0066] That is, when the unmanned airship (20) is in a normal state, the unmanned airship (20) is controlled by the sub-control signal (334), and when the unmanned airship (20) is in an abnormal state, the unmanned airship (20) is controlled by the main control signal (333) first. Specifically, referring to FIG. 4 (a), when the unmanned airship (20) is in a normal state, if the sub-control signal (334) is received by the receiver (400), the unmanned airship (20) is controlled by the sub-control signal (334). However, when the main control signal (333) is received by the receiver (400) in a normal state, the unmanned airship (20) is controlled by the main control signal (333) or the main control signal (333) may be ignored.

[0067] Additionally, referring to FIG. 4(b), when the unmanned airship (20) is in an abnormal state, the unmanned airship (20) is controlled by prioritizing the main control signal (333). At this time, the sub-control signal (334) is ignored, or the unmanned airship (20) can still be controlled by the sub-control signal (334).

[0068] Additionally, referring to FIG. 3, the control signal control device (340) can operate in a sub-blocking mode to control the unmanned airship (20). FIG. 5 is a diagram showing the operation according to the sub-blocking mode in the case of a normal state and an abnormal state. Referring to FIG. 5, the sub-blocking mode may be characterized in that when the unmanned airship (20) is in a normal state, the unmanned airship (20) is controlled by the sub-control signal (334), and when the unmanned airship (20) is in an abnormal state, the unmanned airship (20) is controlled only by the main control signal (333), while blocking the sub-control signal.

[0069] Specifically, referring to FIG. 5(a), when the unmanned airship (20) is in a normal state, the unmanned airship (20) is controlled by a sub-control signal (334). However, when the main control signal (333) is received by the receiver (400) in a normal state, the unmanned airship (20) may be controlled by the main control signal (333) or the main control signal (333) may be ignored. Referring to FIG. 5(b), when the unmanned airship (20) is in an abnormal state, the control signal control device (340) subsequently controls the unmanned airship (20) only by the main control signal (333), and the sub-control signal (334) is blocked by the control signal control device (340) or the receiver (400).

[0070] Meanwhile, the control signal control device (340) includes a sub-request mode and a sub-approval mode, characterized by determining whether to approve a control request for the unmanned airship (20) by the sub-control signal (334) when the unmanned airship (20) is in a normal state.

[0071] Additionally, referring to FIG. 3, the control signal adjustment device (340) can operate in a sub-request mode to control the unmanned airship (20). FIG. 6 is a diagram showing the operation according to the sub-request mode in the case of a normal state and an abnormal state. Referring to FIG. 6, when the unmanned airship (20) is in a normal state, if the control of the unmanned airship (20) by the sub-control signal (334) is determined to be below a predetermined threshold, the unmanned airship (20) is controlled by the sub-control signal (334); if it is greater than the predetermined threshold, the control of the unmanned airship (20) is modified to a value below the threshold, or it is not controlled by the sub-control signal (334). Additionally, when the unmanned airship (20) is in an abnormal state, the unmanned airship (20) can be controlled only by the main control signal (333). At this time, the sub-control signal (334) can be blocked by the control signal regulator.

[0072] Specifically, referring to FIG. 6(a), when the unmanned airship (20) is in a normal state, if it is determined that the control by the sub-control signal (334) is below a predetermined threshold, the control by the sub-control signal (334) is automatically permitted by the control signal adjustment device (340) or the control unit (300), thereby controlling the unmanned airship (20) by the sub-control signal (334). In addition, if the control value is higher than the predetermined threshold, the control signal can be permitted to be below the threshold to control the unmanned airship (20). That is, if the sub-control signal (334) commands the position or altitude to go beyond a preset range, the command can be modified so that the position or altitude does not go beyond that range, or if it commands the speed to go beyond the allowed maximum speed, the command can be modified so that the speed becomes the maximum speed. Additionally, if a sub-control signal issues a command to specify the location of the airship, and it is determined that there is an obstacle on the path to that location, a detour path can be set and transmitted to the airship. If the path to the location of the sub-control signal (334) is too long and it is difficult to complete the mission with the remaining power onboard the airship, the user may be notified that the mission cannot be performed or a modified plan may be presented to the user to proceed only with a part of the path.

[0073] Meanwhile, as a specific example regarding the speed of the unmanned airship (20), if the control by the sub-control signal (334) is speed, and the control is to move at 30 km / h, but the maximum movable speed of the area is 20 km / h, the unmanned airship (20) can be controlled in a way that the control moves at 20 km / h. In addition, the user can be informed of this modified content by displaying it on the display unit (336) with an example phrase such as "Operating at 20 km / h, which is the modified speed due to control exceeding the maximum speed."

[0074] Additionally, referring to Fig. 6(b), it is preferable that the unmanned airship (20) be controlled only by the main control signal (333) when it is in an abnormal state. However, additional control may be performed by determining whether the sub-control signal (334) is below a threshold value after being controlled by the main control signal (333).

[0075] Meanwhile, a method for determining whether control by a control signal is below a predetermined threshold will be described later.

[0076] In this way, when the control signal control device (340) operates in sub-request mode, the user's request is transmitted to the manager in charge of the operation and responsibility of the airship, and is authorized to transmit the control signal, so that the final responsibility for the flight lies with the manager, and thus a user without a license can participate in the control of the unmanned airship (20).

[0077] Referring to FIG. 3, the control signal control device (340) can control the unmanned airship (20) by operating in a sub-approval mode. FIG. 7 is a diagram showing the operation according to the sub-approval mode in the case of a normal state and an abnormal state. An administrator determines whether to approve the control by the sub-control signal (334), and may control the unmanned airship (20) by approving or modifying the sub-control signal (334), or may not control the unmanned airship (20) by rejecting the sub-control signal (334). Additionally, when the unmanned airship (20) is in an abnormal state, the request for the sub-control signal (334) may be ignored, and the unmanned airship (20) may be controlled only by the main control signal (333).

[0078] Specifically, referring to FIG. 7(a), in normal operation, the manager who manages the unmanned airship (20) through the control unit (300) determines whether to approve control by the sub-control signal (334). At this time, if the manager determines that it approves, the main control signal (333) is transmitted by the main control device (331) to the receiver (400). The main control signal (333) is transmitted as is or with parts that need modification modified, thereby effectively controlling the unmanned airship (20) by the sub-control signal (334). If the control is not appropriate for the manager to approve, the control signal is modified appropriately, and then approved to control the unmanned airship (20). For example, if the control by the sub-control signal (334) is speed, and the control is to move at 30 km / h, but the maximum possible speed for the area is 20 km / h, the unmanned airship (20) can be controlled by proceeding with control at the speed of 20 km / h modified by the administrator. In addition, the user can be informed of this modification by displaying it on the display unit (336) with an example phrase such as "Operation at the modified speed of 20 km / h due to control exceeding the maximum speed." Furthermore, if the administrator determines that the sub-control signal (334) is not approved, the unmanned airship (20) is not controlled by the said sub-control signal (334).

[0079] At this time, the sub-control signal (334) can be directly transmitted to the control unit (300) to receive a judgment. However, it is also possible for the sub-control signal (334) to be transmitted to the receiving unit (400) and then to the manager, or transmitted to the receiving unit (400) and then to the control signal adjustment device (340).

[0080] In addition, referring to Fig. 7(b), it is preferable that when the unmanned airship (20) is in an abnormal state, it be controlled only by the main control signal (333). Meanwhile, the method for the administrator to determine approval will be described later.

[0081] In this way, when the control signal control device (340) operates in sub-approval mode, the user's request is transmitted to and approved by the manager in charge of the operation and responsibility of the airship, and the control signal is transmitted, so the final responsibility for the flight lies with the manager, and thus a user without a license can participate in the control of the unmanned airship (20).

[0082] In addition, if a modification to the sub-control signal (334) is performed in the previously described sub-request mode or sub-approval mode, the control device (330) may display the difference before and after the modification or the reason for the modification by including a display unit (336) that displays the difference before and after the modification or the reason for the modification.

[0083] It is possible to change the modes described above, such as the main priority mode, sub-blocking mode, and sub-request mode, using the main control device (331), or to set the mode using a mode setting unit provided in the unmanned airship (20), or to set the control mode of the unmanned airship (20) using a separate mode setting device.

[0084] In this way, by including various methods such as main priority mode, sub-blocking mode, sub-request mode, and sub-approval mode, the unmanned airship (20) can be controlled by determining the priority between the main control unit (331) and the sub-control unit (332). Furthermore, in the case of the sub-request mode, operational efficiency and safety can be secured simultaneously, and in the sub-approval mode, since the user only presents the conditions for controlling the flight and the manager performs the specific control, it can be safely used by users who do not meet the qualification requirements. However, it goes without saying that various other methods for determining priority can also be utilized.

[0085] Meanwhile, the control signal control device (340) receives a control signal including a main control signal (333) or a sub-control signal (334) to control the unmanned airship (20), and the control signal is characterized by including information regarding the direction of movement, speed, or target point of the unmanned airship (20).

[0086] Accordingly, in the sub-request mode described above, a sub-control signal (334) is received, and it is determined whether the control of the unmanned airship (20) by the control signal is below a predetermined threshold. At this time, the threshold can be set based on information regarding the direction of movement, speed, or target point included in the control signal, and it can be determined whether the threshold has not been exceeded. Specifically, if a reference direction of movement is determined, it can be determined that it is below the threshold only when moving in that direction; if a reference speed is determined, it can be determined that it is below the threshold when it is below or above the reference speed; and if a reference area is set and a target point within the reference area is set, it can be determined that it is below the threshold only. Additionally, it can be determined that it is below the threshold if all thresholds for the direction of movement, speed, and target point are satisfied, or if at least one piece of information satisfies the threshold.

[0087] In addition, the sub-controller (332) can also receive inputs such as designating an area of ​​interest, setting a path, moving to a specific point, pausing, and requesting a change in flight position. However, even in this case, since it contains information on the target point, direction, and speed, it will be possible to determine the threshold based on this.

[0088] However, the information serving as a criterion for determining whether it is below the threshold may further include altitude and path. Altitude may have a fixed altitude as the threshold, similar to the previously explained direction of movement and speed. In the case of the path, while it is similar to the target point, there is a difference in that it reaches the target point by moving along a fixed path. The determination of whether it is below the threshold can also be made by comprehensively assessing the suitability of the path based on factors such as weather, wind speed, no-fly zones, and the presence of obstacles along the route.

[0089] Meanwhile, in sub-approval mode as well, the previously described threshold can be set, and the administrator can determine whether to approve based on that threshold, or make a comprehensive judgment by considering specific navigation conditions, weather, safety, etc., rather than simply numerical values.

[0090] The control device (330) management device is configured to be able to change one of the sub-control devices (332) into a main control device (331), and the present invention may further include such configuration. The control device (330) management device can change a sub-control device (332) into a main control device (331), and in this case, the main control device (331) can become a sub-control device (332) or maintain the status of a main control device (331). However, since having only one main control device (331) is convenient for determining priority, it is preferable that when the main control device (331) is changed, the existing main control device (331) becomes a sub-control device (332).

[0091] Additionally, the control device (330) may be characterized by including a qualification verification unit that checks whether the user of the control device (330) has a pilot license before sending a control signal. This is intended to prevent an unqualified person from controlling the unmanned airship (20) using the control device (330), and the qualification may be verified through various authentication methods such as fingerprints, iris scans, or license numbers of the license holder. That is, the qualification verification unit may be configured to query a pilot license database or verify the user's identification information.

[0092] By including a qualification verification unit in this way, it is possible to prevent unqualified persons from controlling the unmanned airship (20).

[0093] Referring to FIG. 2, the control unit (330) may further include a display unit (336) capable of viewing images captured by the mission equipment unit (100) in real time. The display unit (336) is configured to allow viewing of images in real time and can be formed in various configurations capable of display. In particular, if provided in the sub-control unit (332), the user can view the desired images in real time, and it is not only provided in the control unit (330) but also possible to allow the user to access the desired images through apps, programs, etc.

[0094] Referring to FIG. 2, the control device is characterized by including a display unit capable of verifying at least one of the internal or external state information of the unmanned airship (20) detected by the sensor unit (200). At this time, the display unit may have the same configuration as the display unit (336) described above, and it is also possible to have a separate display unit.

[0095] In this way, if a display unit (336) or a display unit is provided, a user or manager can check the surveillance video in real time and also check the status information of the unmanned airship (20).

[0096] The preferred embodiments of the present invention described above are disclosed for illustrative purposes only, and a person skilled in the art with ordinary knowledge of the present invention will be able to make various modifications, changes, and additions within the spirit and scope of the present invention, and such modifications, changes, and additions should be considered to fall within the scope of the above claims.

[0097] Since various substitutions, modifications, and changes are possible within the scope of the technical concept of the present invention without departing from the spirit of the invention, the present invention is not limited by the aforementioned embodiments and attached drawings.

[0098] In the exemplary system described above, methods are described based on a flowchart as a series of steps or blocks; however, the present invention is not limited to the order of the steps, and some steps may occur in a different order or simultaneously with other steps as described above. Furthermore, those skilled in the art will understand that the steps shown in the flowchart are not exclusive, and other steps may be included, or one or more steps of the flowchart may be omitted without affecting the scope of the present invention. Explanation of the symbols

[0099] 10 : Unmanned airship platform 20 : Unmanned airship 100: Mission Equipment Unit 200: Sensor Unit 300: Control Unit 310: Operation Server 320 : Operating device 330 : Control device 331: Main control unit 332: Sub control unit 333 : Main control signal 334 : Sub control signal 335 : Transmitter 336 : Display unit 340: Control signal regulator 341: Final control signal 400 : Receiver 500 : Anomaly detection unit

Claims

Claim 1 A mission equipment unit (100) equipped in an unmanned airship (20) and including sensors or equipment for performing various missions; a sensor unit (200) for detecting the internal or external state of the unmanned airship (20); a control unit (300) for transmitting a control signal to control the unmanned airship (20); and a receiving unit (400) for receiving a control signal from the control unit (300); wherein the unmanned airship (20) flies according to the control signal, and the control signal is characterized by including information regarding the direction of movement, speed, or target point of the unmanned airship (20); and the sensor unit (200) includes a navigation sensor unit for acquiring position, speed, and attitude information of the unmanned airship (20), a gas bag sensor for checking the pressure of the gas bag and the temperature of the internal gas of the unmanned airship (20), an auxiliary bag sensor for checking the pressure of the auxiliary bag and the internal temperature, a power sensor for checking the power status, a communication sensor for checking the communication status, and The system is characterized by including a state sensor unit comprising at least one solar panel sensor for checking the state of a solar panel, and an environment sensor unit for checking environmental information such as external temperature, air pressure, altitude, wind direction, and wind speed of the unmanned airship (20); further comprising an abnormality checking unit (500) which determines the unmanned airship (20) to be in a normal state when the information obtained from the sensor unit (200) is within a predetermined standard range, and determines the unmanned airship (20) to be in an abnormal state when it deviates from the predetermined standard range; wherein the abnormality checking unit (500) determines the unmanned airship (20) to be in a normal state when the numerical value or change amount of the temperature and pressure of the air sac obtained from the air sac sensor is within a predetermined standard range, and the numerical value or change amount of the temperature and pressure of the auxiliary sac obtained from the auxiliary sac sensor is within a predetermined standard range, and determines the unmanned airship (20) to be in a normal state when it deviates from the predetermined standard range. It is characterized by determining that the unmanned airship (20) is in an abnormal state, and when the abnormality confirmation unit (500) determines that the unmanned airship (20) is in an abnormal state,The above control unit (300) transmits an abnormal state or transmits an alarm to a user, and the above control unit (300) includes an operation server (310) that manages at least one unmanned airship (20) and an operation device (320) that includes a control interface that visualizes flight plans, current location, and status information, and is characterized in that an administrator utilizes the operation server (310) and the operation device (320). The above control unit (300) includes at least one control device (330) that controls the unmanned airship (20), and further includes a control signal adjustment device (340) that receives a control signal from the control device (330) and transmits it to the receiver (400). In the case where there are multiple control devices (330), the control device (330) includes at least one main control device (331) that transmits a main control signal (333) and at least one sub-control signal (334). An unmanned airship platform characterized by including a sub-control device (332), wherein the control signal adjustment device (340) includes a main priority mode, a sub-blocking mode, a sub-request mode, and a sub-approval mode, which are methods for processing the main control signal (333) and the sub-control signal (334) when the unmanned airship is in the normal state or abnormal state. Claim 2 delete Claim 3 delete Claim 4 delete Claim 5 delete Claim 6 delete Claim 7 delete Claim 8 In claim 1, the unmanned airship platform is characterized in that the control signal control device (340) controls the unmanned airship (20) by the sub-control signal (334) when the unmanned airship (20) is in a normal state. Claim 9 In claim 8, the control signal control device (340) is characterized by including a main priority mode that controls the unmanned airship (20) with the main control signal (333) as the highest priority when the unmanned airship (20) is in the abnormal state. Claim 10 In claim 8, the control signal control device (340) is characterized by including a sub-blocking mode that controls the unmanned airship (20) only by the main control signal (333) when the unmanned airship (20) is in the abnormal state, while blocking the sub-control signal (334). Claim 11 In claim 1, the control signal control device (340) is characterized by determining whether to approve a control request of the unmanned airship (20) by the sub-control signal (334) when the unmanned airship (20) is in a normal state. Claim 12 In claim 11, the control signal control device (340) determines whether the control of the unmanned airship (20) is below a predetermined threshold by setting a predetermined threshold based on information regarding the direction of movement, speed, or target point by the sub-control signal (334) for approval, and if the control of the unmanned airship (20) is below a predetermined threshold, the unmanned airship (20) is controlled by the sub-control signal (334), and if the control is greater than the threshold, the control of the unmanned airship (20) is modified to a value below the threshold or not controlled by the sub-control signal (334). The unmanned airship platform is characterized by including a sub-request mode. Claim 13 An unmanned airship platform according to claim 11, characterized in that the administrator determines whether to approve, and includes a sub-approval mode characterized in that the unmanned airship (20) is controlled by approving or modifying the sub-control signal (334), or the unmanned airship (20) is not controlled by rejecting the sub-control signal (334). Claim 14 An unmanned airship platform according to claim 12 or 13, wherein the control signal control device (340) controls the unmanned airship (20) only by the main control signal (333) when the unmanned airship (20) is in the abnormal state. Claim 15 An unmanned airship platform according to claim 12 or 13, wherein the control device (330) includes a display unit (336) that displays the difference before and after the modification or the reason for the modification when the modification to the sub-control signal (334) is performed. Claim 16 delete Claim 17 An unmanned airship platform according to claim 1, wherein the control device (330) includes a qualification verification unit that checks whether the user of the control device (330) has a pilot's license before sending the control signal. Claim 18 An unmanned airship platform according to claim 1, wherein the control device (330) includes a display unit (336) capable of real-time viewing of an image captured by an image acquisition device included in the mission equipment unit (100). Claim 19 In claim 1, the control device (330) is characterized by including a display unit capable of verifying at least one of the internal or external state information of the unmanned airship (20) detected by the sensor unit (200).

Images