AU2012241780A1

AU2012241780A1 - System and method for controlling an unmanned air vehicle

Info

Publication number: AU2012241780A1
Application number: AU2012241780A
Authority: AU
Inventors: Bernhard Metzler; Knut Siercks
Original assignee: Hexagon Technology Center GmbH
Current assignee: Hexagon Technology Center GmbH
Priority date: 2011-04-14
Filing date: 2012-04-13
Publication date: 2013-10-10
Anticipated expiration: 2032-04-13
Also published as: BR112013026184A2; KR101553998B1; AU2012241780B2; WO2012140191A1; CN103492967A; CA2832956A1; CA2832956C; EP2697700B1; KR20140002051A; EP2697700A1; EP2511781A1

Abstract

The invention relates to a geodetic measuring system (1) having a geodetic measuring unit (30), in particular a total station, a theodolite, a laser tracker or a laser scanner, having a beam source for emitting a substantially collimated optical beam (32), a base, a sighting unit which can be pivoted in a motorized manner about two axes relative to the base and is intended to orient an emission direction of the optical beam (32), and angle measurement sensors for determining the orientation of the sighting unit. The measuring system (1) also has an automotive, unmanned, controllable air vehicle (20) having an optical module (22), wherein the air vehicle (20) is designed in such a manner that the air vehicle (20) can be moved in a controlled manner and can be positioned in a substantially fixed position. An evaluation unit is also provided, wherein the evaluation unit is configured in such a manner that an actual state of the air vehicle (20), as determined by a position, an orientation and/or a change in position, can be determined in a coordinate system from interaction between the optical beam (32) and the optical module (22). The measuring system (1) has a control unit (60) for controlling the air vehicle (20), wherein the control unit (60) is configured in such a manner that control data can be produced using an algorithm on the basis of the actual state, which can be continuously determined in particular, and a defined desired state, and the air vehicle (20) can be automatically changed to the desired state, in particular to a defined tolerance range around the desired state, in a controlled manner using the control data.

Description

WO 2012/140191 PCT/EP2012/056760 System and method for controlling an unmanned aerial vehicle The invention relates to a measuring system for 5 controlling a self-propelled, unmanned, controllable aerial vehicle using a measuring unit according to the preanble of claim I and a method for controlling the aerial vehicle, according to claim 8. 10 These days, unmanned aerial vehicles are used in many fields of technology as a result of flexible employability, be it to reach terrain sections that are difficult to access, for example when fighting fires or in disaster zones, or to carry out an image-supported 15 examination of large objects. In order to capture terrain information, such instruments can be equipped with sensors, e.g. with cameras, and relatively large terrain sections can be recorded contiguously therewith from the air. Furthermore, corresponding drones can be 20 employed for military purposes, e.g. for monitoring target acquisition, as combat unit or transport means. In principle, an unmanned aerial vehicle can be controled or moved manually by means of a remote 25 control by a user or ir a completely autonomous or semi autonomous fashion, usually on the basis of GN$S position information. in general, it is possible to modify four from six 30 degrees of freedom when moving the aerial vehicle, e.g. a helicopter-like aerial vehicle, i.e. the aerial vehicle can be moved forward and backward, lt and right and up and down. Moreover, the alignment of the aerial vehicle can be modified by a rotation about the 35 vertical axis. The remaining two degrees of freedom are fixed by the substantially horizontal position of the aerial vehicle, WO 2012/140191 -2 - PCT/EP2012/056760 Precise positioning in a predetermined position or precise movement, e-g. along a redefined axis or flight route, was found to be difficult for auser in the case of manual control. Particularly if the aerial S vehicle is exposed to external influences 1 such as e-g. wind; and the deviations created thereby hae to be compel ated for with quick reactions, a required accuracy can often not be maintained in the case of such a manual control. 10 Furthermore, the field of application for an autonomous GNSS-based control is limited to locations at which a sufficient number of satellite signals can be received for determining the position, Hence, in general, a use 15 in e~g. closed rooms or tunnels is not possible, The use in heavily built-up areas can also be difficult if buildings shield GNSS signals, In order to control an aerial vehicle in such a built 20 up area, EP 1 926 007 proposes a first flyby over the relevant area; during which images are taken and GPS information is stored with each image. The images are subsequently combined. to form an overview image with GPS position information, In order 1 navigate the 2$ aerial vehicle, the images which are recorded at a lower altitude than the ones recorded in advance can now be compared to the overview image and a respective position of the aerial vehicle can be derived on the basis of the stored GPS information. Disadvantages in 30 this procedure can emerge if the first overview image does not comprise all areas of the buildings and the spaces between the buildings and it proves impossible to find correspondence in the case of an image comparison. Positional determination can also be 35 i.mpaired by changes in the surroundings captured at first, for example by movement of vehicles depicted in the image or if light conditions change. Furthermore 1 WO 2012/140191 - 3 - PCT/EP2012/056760 this method is limited by the resolution of the camera capturing the surroundings. EP 1 898 181 discloses a further system and method for 5 controlling an unmanned aerial vehicle, wherein GPS signals, measurement data from inertia sensors and images captured by a camera are used for determining or estimating a position of the aerial vehicle. The captured signals and data can be fed to a computer unit 10 and the position can be determined therefrom. By using the camera, carrying out this determination of the position can supply more reliable results compared to systems without a camera and enable an increased accuracy. However, this method is also limited by the 15 resolution of the camera or can possibly only be carried out to restricted extent as a result of changes in the captured surroundings. In the case of an autonomous control, the route can 20 furthermore be prescribed to the aerial vehicle in the form of a trajectory, for example it can be defined by several waypoint positions. EP 2 177 966 describes a navigation method for a aerial vehicle on the basis of a predetermined flight route, wherein, for the purposes 25 of controlling the aerial vehicle, pictures of the flight surroundings can be taken by a camera and the flight route can be adapted on the basis thereof. In order to control the aerial vehicle on the flight route, specific intended positions or waypoint 30 positions can be compared to a current actual position of the aerial vehicle, which can, for example, be determined by the GNSS signals. Control signals for the movement of the aerial vehicle can thus be determined from the differences in position and, as a result 35 thereof, a deviation of the actual position with respect to the target position can successively be reduced, WO 2012/140191 4 PCT/EP2012/056760 -hat is common to the aforementioned methods or systems is that the position of the aerial vehicle, in particular the vertical position can only rbe determined to an accuracy of up to > 5 cm by means of 5 QNSS sensors. This uncertai nty subsequently has a great limitation on the accuracy when determining the position of the aerial vehicle and on the accuracy when controlling the aerial vehi c sm 10 Accordingly, an object of the present invention is to provide an improved, more robust system or method for controlling an unmanned aerial vehicle, by means of which the aerial vehicle can be positioned and moved in a more user- friendly and precise mannand nd with a 1s higher degree of automation. A special object of the invention is to make in posstble to carry out this positioning and movement of the aerial. vehicle independent of being able to receive GNSS5 signals. 20 These obi ects are achieved by the realization of the cnairacterizing features of the independent claims. Features which develop the invent ion in an alternative or advantageous fashion can be gathe red from the dependent patent clidms The system for controlling the unmanned aerial vehicle (UAy has e.g. a theodolite, a total station, a laser tracker, a laser scanner or a rotational laser and a control unit. By means of control signals, the control 30 unrc can bring about a positioning or movement of rthe aerial vehicle, by virtue of e.g. a rotational speed of the rotors, of which, in particular; there are four, of the aerial vehicle or a respective alignment of the rotors being able to be set in a defined fashion, Here, 33the respective measuring instrument is in contact with the aerial vehicle, for example by a laser beam emitted by the measuring ins trument and/or by radio signals., By means of the .laser beam and a reflector attached to the WO 2012/140191 = 5 - PCT/EP2012/056760 aerial vehicle, a distance between the aerial vehicle and the measuring instrument can be determined by reflection of the beam and reception at the measuring instrument. Furthermore, a. vertical and horizontal 5 angle of the emitted beam, i.e, an emission direction, can be captured by angle measurement units on the measuring instrument and this can be used i conjunction with the determined distance to determine, precisely in geodetic terms, a position of the aerial 10 vehicle with respect to the measurig instrument in a relative coordinate system. Furthermore, the laser beam e.g, in a combined aerial vehicle/rotational laser, can be received on the part l5 of the aeria vehicle by a laser beam reception unit. By means or this unit, it is possible to determine an angle of incidence of the laser beam relative to the reception it and, from this, a relative alignment of the aerial vehicle wth respect to the laser beam 20 (actual state of the aerial vehicle) can be denied by an eva aton unit Moreover, it rs possible to determine an offset of the beam from a defined zero position of the reception unit and, from this, a relative position of the aerial vehicle with respect to 25 the laser beam can in turn be derived Correction parameters can be established from the respective offset and/or the angle of incidence, which correction parameters serve to control the aerial vehicle in such a way that an intended position and intended alignment 30 are reached, wherein when the intended state is reached, the offset or the relative angle of incidence respectively asume the zero portion, ie have no deviation from an intended value. 35 Using such a reception unit, the aerial vehicle can moreover be coupled to a laser beam. By way of example, this beam can be emitted by a laser scanner and the aerial vehicle can be controlled by a user with a WO 2012/140191 - 6 - PCT/EP2012/056760 remote control in such a way that the laser beam impinges on the reception unit. As soon as the beam is received, al computer unit in the Ceral~ vehicle can then at least partly assume the control. In a control 5 group, the current position the orientation, the velocity and flight direction of the aeral vehicle can be established continuous and the'reby be compensated for or corrected such that the laser beam impinges centrally ie without deviating from the zero 10 position, on the reception unit Using the remote control, the user can now moe the aerial vehicle along the laser beam, ie. with one remaining degree of freedom. in this configuration, the aerial vehicle can now be guided, additionally or alternatively by 15 realignment or by pivoting of the emitted beam f e.g. a rotational laser is employed .in place of the laser scanner, it can be used to span a taser plane and the ace ial vehiac2e can be "pat" onto this plane, Heicre, the user is also able to move the aerial vehicle -~ now with 20 two degrees of freedom - in the plane or parallel thereto. By way of example, the plane or beam can be aligned horizontally and tnereby bring about a horizontal movement of the aerial vehicle. Moreover, these can be aligned at any angle or vertically an 25 particular wherein; in the case of a vertical alignment; the altitude of the aerial vehicle above the ground can reman freely selectable. By way of example, such an application can be useful in the case of work along a building facade or for measuring the late Depending on the embodiment of the laser beam reception unit 1 the angle of incidence range to be detected can be restricted to a range between eg. 00 and 180 in particular between 0K and 45% As a result of this; the 35 arrangement of the reception unit on the aerial vehiCle must be adapted to the respective alignments of the laser beam or the laser plane an order to ensure continuous reception of the beam. In the case of a W0 2012/140191 - ' - PCT/EP2012/056760 hecizontal beam alignment, the laser beam reception unit can for example, be attached lateraly to the UAV in the case of a vertical alignment, it an, for examle, be arranged on the underside of the UAV, For 5universes use of the aerial vehicle, the laser beam receptin~ unit can furthermore be attached to the aerial vehicle in such a pivotable manner that the reception unit can depending on the alignment of the laser beam, be pivoted in a particular angular position 10 and thereby receive the beam within the detection region, which is predetermined by the design,. In order to determine the beam offset it IS also possible, depending on the beam alignment, to adapt the arrangement of the reception unit or align a main 15 detection direction of the reception anit in a pivting fashion with respect to the beam. In principle, an actual state of the aerial vehicle in the relative coordinate system, i e a state which, for 20 example, at least in part describes a current position, a current aliignment, at velocity or a fligbht direction of the aerial vehicle, can be determined continuously for controling the UAV by an interaction with the measuring unit. Moreover 1 an intended state for the 25 aerial vehicle can be predetermined with information content in the measuring system, wnich information content in composition and form, corresponds to the actual state. On the basis of the actual state determined thus and on the basis of the defined 30 intended state to boe reached by the aerial vehicle, correction values can be establi shed by compringthe state, Lv means of which correction values the targeted control of the aerial vehicle to the intended state can be realized. is therefore possible to derive control 35 data from the corrections and provide said control data to the aerial vehicle, for example for actuating the rotors The correction or control data can be established by the control uni, wherein the control WO 2012/140191 3 PCT/EP2012/055760 unit can in this case be associated with the measuring unit, the aerial vehicle or the remote control or can furthermore be designed as a structurally independent unit. 5 It is furthermore possible to prescribe an individual point, aH trajectory an axis and/or a plane to the system as intended state or intended position and the aerial vehicle can be positioned and moved in 10 accordance with the respective prescription, in particular by a corti nuous comparison of intended and actual values and iteratrve repositioning A trajectory or a flight route can, for example, be set by a start point and an end pon, wherein thee aerial vehicle c can IS in this case bes guided along a straight connecting line from the start point to the end point in a manual, autonomous or semiautonomous fashion, i e. te aerial vehicle moves subs tanti ally i independent but a user can intervene in the movement procedurei and for example 20 temporarily interrupt the latter. Further waypoints can be def ined between the start point and end point and tne flight route can be adapted, in particular automatically, in such a way that the waypoints lie on the route. Furthermore; the flight route to be flown 25 can be defined independently of start, end and waypoints, by the position of a movement axis- In the case of a defined. flight route 5 a comparison of' the route profile with the current actual state of the aerial vehicle can be undertaken for controlling the 30 aerial vehicle and said comparison can be used to establish the respective correction values or control data. h e re 1 in order to optimize the flight movement of the aerial vehicle in the case of a necessary positional correction toward the flight route, there 35 can be an optimized correction movement, e g. taking into account the current flight direction and velocity of the aera vehicle, instead of a direct movement, WO 2012/140191 - 9 - PCT/EP2012/056760 i e. instead of a movement along the shortest connection between actual position and flight route. In addition to measurements of the measuring instrument 5 and/or the laser beam reception unit, measurements from a sensor unit arranged on the aerial vehicle can also be used for determining the algnment of the aeria± vehicle and/or the velocity in the relative coordinate system in order to determine corrections. To this end, o the sensor unit can detect inertia values, e.g, by means of an accelerometer, and a geographic alignment, e.g. by a magnetometer. The corrections can likewise be converted into control signals for the aerial vehicle and thereby bring about a change in the position, the I5 alignment, the velocity and/or the flight direction. Furthermore, in order to determine the alignment of the aerial vehicle, markings, e.g. defined patterns pseudo-random patterns or luminous means, can be 20 applied to the aeria± vehicle at a specific position and arrangement and an external detection unit can detect these markings. The detection unit. in particular a camera, can, to this end, be arranged on the measuring instrument or be designed as an 25 independent unit, The position of at least some of the markings in an image captured by the camera can then allow deductions to he made in respect of the alignment of the aerial vehicle in the relative coordinate system. Furthermore, the aerial vehicle can be captured 30 by a RIM camera (range imaging camera) and. as a result thereof, it is possible to capture an image with point resolved distance values from the RIM camera to the aerial vehicle. Hence, the distance and, if the shape of the aerial vehicle is known, the alignment of the 35 aerial vehicle can be likewise be derived from this data, WO 2012/140191 - 10 - PCT/EP2012/056760 Moreover, further applications can be made possible with distance measuring sensors arranged on the aerial vehicle.- Here, the aerial vehicle can, for example, be controlled in such a way that a distance to an object 5 can be kept constant, e g. at 40 CM, in particular in orderr to avoid collisions or to maintain an optmum measurement distance for an addi tional data detection sensor (e-g. scanner or camera) By way of example, it is hence possible to carry out a reliable control of 10 the aerial vehicle in surroundings witn a restricted amount of available space, by virtue of it being possible to detect possible obstacles by the distance sensors and fly around these or tobe able to measure spatial restrictions continuously for example in the is case of a flight through a pipe, a pipeline or a tunnel and adapt the position of the aerial vehicle accordingly. In the case of such a spatially restricted movement, the aerial vehicle can, in particular; be coupled to a laser beam and be guided on the asis of 20 this bam. Using such a combination of distance measurement and guidance on the basis of a beam it is furthermore possible, for example in a case of a horiontal alignment of the guide beam, movement of the aerial vehicle along this beam andt a continuous 25 distance measurement from the flown-over terrain, to generate a terrain profile or a terrain section linking respective distance measurements and respective aerial vehicle positions. 30 In particular 1 it is possible for the position of the measuring unit, i.e. the setup point thereof, to be predetermined by a known point and an alignment to be determined by measuring a known target point or by means of an incinatiion sensor and a magnetometer. 35 Moreover, the position and alignment can be determined by sighting at least three target points, in particular if the setup point is unknown. As a result of this procedure, it is possible to determine the position and WO 2012/140191 - - PCT /EP2 012/056760 the coordinates of the measuring unit and the orientation of the measuring unit in a global coordinate system, which is superordinate to the relative coordinate system. Furthermore, the direction 5 of the movement axis can be given in the global coordinate system. With this knowledge, it is now possible to reference the relative coordinate system to the global coordinate system, e. by a coordinate transform. .A~s a result of this, it is possile to 10 transfer the position and alignment of the UAV, determined in the relative coordinate system, into the global coordinate system and, for example, it is possible to specify an absolute position and alignment of the UAV in this superordinate coordinate system, 15 The invention rates to a geodetic measuring system with a geodetic measuring unit, in particular a total station, theodolite. jaser tracker or laser scannern with a seam source for emitting a substantially 20 colimated optical beam, a base, a sighting nit which can be pivoted by motor about two axes relative to the base or aigning an emission direction of the optical heam and angle measurement sensors for determining th alignment of the sighting unit, and, in particular, 25 with a ranging functionality, Moreover, the measuring system comprises a self-propelled: unmanned. controllable aerial vehicle with an optical module, wherein the aerial vehicle is designed in such a way that the aerial vehicle can be moved in a controlled 30 fashion and positioned at a .substantially fixed position. Moreover, provision is made for an evaluation unit, wherein the evaluation unit is configured in such a way that it is possible to determine an actual state of the aerial vehicle in a coordinate system, 35 determined by a position, an alignment and/or a change in position, from an interaction of the optical beam with the optical module. The measuring system comprises a control unit for controlling the aerial vehicle: WO 2012/14019 - 12 - PCT/EP2012/056760 wherein the control unit is configured in such a way that, on the basis of an algorithm depending on the actual state, which can in particular be determined continuously, and a defined intended state, control 5 data can be produced and the aerial vehicle can be brought into the intended state, in particular into a defined tolerance range about the intended state, in an automatically controlled fashion by means of the control data, 10 The sighting unAt of the geodetic measuring unit can, in one embodiment, be designed as an emission unit (with telescopic unit) having the beam source. In particular, such an embodiment can be realized for 15 designing a total station or a theodoline. In respect of the design of laser trackers or laser scanners, the beam source can be prciided in e g. a support, which is designed such that at can piv 20 relative to the base about a standing axis defined by the base, or in the base, wherein the emitted radiation can be guided to the sighting unit by means of optical beam guiding elements. In this context, the sighting unit can be designed as e.g. beam deflection element 25 (e.g. mirror). in the geodetic measuring system according to the invention, it is possible to take account of an actual position, an actual alignment and/or an actual velocity 30 of the arial vehicle when determining the actual state and/or it is possile to take account of an intended position, an intended alignment and/or an intended velocity when defining the intended state. 35 A state of the aerial vehicle, e.g. the position, the alignment the flight velocity or flight alignment, can be determined continuously in such a system. To this end, the measuring unit can emit a laser beam, which WO 2012/140191 - 13 - PCT/EP2012/056760 can interact with a sensor or reflector on the aerial vehicle. The state of the aerial vehicle can then be established on the basis of thie interaction. Moreover it Is possible to define an intended state for the aerial vehicle for example a atwh the UAV should be positioned, and there can be such a control of the aerial vehice on te basis of a comparison between the established actual stare of the aerial vehicle with this intended state that the aerial 10 vehicle is moved or signed to the intended state and assumes the intended state. i e. that for example, the actual position corresponds to the intended position. For this regulation process, control data for controlling the aerial vehicle are produced on the 15 basis of an algorithm Here, the produced measurement data or the actual position and actual alignment of the aerial vehicle can be supplied to e.g. a IKalman filer and the control data can be generated from the sum of the data, taking into accent a defined intended state 20 Moreover, in order to establish the control data, averages can be derived from the measurement variables Furrhermore, a different can be formed continuously between individual intended/actual variable pairs and. a direction and distance; to the intended position can be 25 determined eg. on the basis of a dif f erence in position determined thus and the control data in relation to flight direction, flight path and flight velocity can be derived. As a result, the rotors of the aerial vehicle can, for example, be actuated in such a 0 way that, particularly as a reult of different rotation speeds, there is a controlled movement or the aerial vehicle to the intended posion Moreover three can be continuous reevaluation and calculation or the control data within the scope of the algorithm from 35 a continuous comparison between the actual position and the intended position, as a result of which the position of the aerial vehicle can continuously be readjusted by means or such a control loop.

WO 2012/140191 - 14 - PCT/EP2012/056760 In particular, it is possible for the optical module of the geodetic measuring system according to the invention co be embodied by a reflector which specifies the actual position of the aerial vehicle and for the b beam to me able to be reflected by means of the reflector, wherein a distance from the measuring unit to the aerial vehicle can he determined and the actual position of the aerial vehicle can be derived, in particular continuously, from the distance and the 10 emission direction of the beam, By virtue of the reflector on the aerial vehicle being sighted by e.g. a laser beam, the actual state, in particular the actual positIon, of the aerial vehicle 15 can be established by the measuring unit, eg. by a total station. 'To this end, the reflected beam for the distance measurement, detected at the measuring instrument, and the detected angles at which the beam is emitted are used to determine the direction and a 20 position and alignment of the aerial vehicle relative to the position of the measuring ut can be derived theref rom. Furthermore, the optical module of a ceodetic measuring 25 system according the invention can be embodied by a beam detection unit and the optical beam can be received by the beam detection unit, wherein a beam offset from a zero position and/or an angle of incidence of the beam can be determined, in particular $0 continuously by means of the beam detection unit for at least partly determining the actual state, and the control unit is configured in such a way that the aerial vehicle can be positioned and aligned, depending on the beam offset and'/or/the angle of incidence of the 35 beam. Moreover, the aerial vehicle, in particular, can be coupled to the beam by the beam detection unit and can me guided along the beam and/or by a change in the emission direction of the beam.

WO 2012/140191 - 15 PCT/EP2012/056760 Within the scope of the invention, a guide plane, in particular a laser plane, in particular in the horizontal, can be defined by a rotaton of the beam and te aerial vehicle can be positioned and/or guided by means of the beam detection unit in a defined fashion relative to the guide plane, in particular in the guide plane or parallel to the guide plane. 10 As an alternative to reflecting the bea at the UAV, the former can be received at the corresponding detection untt and a state of the aerial vehicle relative to the measuring unit can be determined from a determinable angle of incidence of the beam and/or a 15 possible deviation from a zero position of the impact point on a detector in the detection unit. On the basis of the variables which can be established thereby, the aerial vehicle Can in turn be controlled - by an actual/intended comparison - and the aerial venice can 20 be brought into the intended state. Using such an arrangement, the UAV can moreover be coupled to the beam. To this end it is possible, likewise depending on the determined deviations of the beam incident in the beam detection unit, to control the UAV in such a way 25 that the deviations are continuously compensated for and the beam remains aligned to the beam detection unit or the UAV. In particular. the UAV can then moreover be controlled by virtue of modifying the alignment of the beam, wherein the aerial vehicle moves in 30 correspondence with the alignment change. The degrees of freedom in which the aerial vehicle can be moved in the case of coupling can be defined by means of the beam configuration, i.e., for example, an aligned beam or a plane defined by rotation of the beam. Hence the 35 aerial vehicle can also be coupled to a spanned plane and be noved in the latter, werein, in this case, there is not a continuous contact between beam and detection unit, but rather said contact is ongoing, WO 2012/140191 16 PCT/EP2012/056760 interrupted depending on a rotational frequency of the beamr According o the invention, the geodetic measuring 5 system can be embodied in sucf a way that the beam detection unit can be pivoted on the aerial vehicle in such a defined fashion that the bearm can be received. By way of example n the case of an oblique alignment of the beam, this can ma.e it possible to establish 10 conact- between beam and beam detection unit and thereby open up universal employability for the system or a broad spectrum of application for the aerial vehicle control 15 Moreover, according to the invention, the aerial vehicle can have a sensor unit for determining the actual aligwnment and/or the actual velocity off the aerial vehicle in the coordinate system, in particular an inclination sensor, a magnetomter, an 20 accelerometer, arate sensor and/or a velocity sensor, in particular a GNaS module, Moreover 1 the aerial vehicle can have a marking specifying the actual alignment, in particular a defined pattern, pseudo random pattern, a barcode and/or a light-emitting unit in particular a camera, for detecting the marking and for determining the actual alignment of the aerial vehicle in the coordinate system from the position and arrangement of th marking Moreover the measuring 30 system can have a distance image detection unit, in partcular a RIM camera, for taking an image of the aerial vehicle, wherein a contour and/or pixe dependent distance data in respect or the aerial vehicle can be derived from the image and the actual 5 alignment and/or the distance to the aerial vehicle in the coordinate system can be determined therefrm.

WO 2012/140191 - 17 - PCT/EP2012/056760 The alignment and/or the flight velocity, in particular the position. of the aerial vehicle can be determined by means of one of the above-described arrangements and hence it is possible to establish the actual state of 5 the aerial vehicle. Moreover, a GNSS module can be arranged on the aerial vehicle in a supportive manner and the actual position, a flight direction and hence the actual alignment of the aerial vehicle can be determined from, in particular continuously. received 1 GNSS signals. hence, if the position of the measuring unit is known, it is possible, for example, to determine the distance thereof to the aerial vehicle and take this information into account when establishing the actual state and the control data. 15 Moreover, the measuring unit can be equipped with a GNSS module (for receiving GNSS signals) and it can be used to establish the position of the unit or a positional relation to the aerial vehicle. 20 In particular, the control unit can, according to the invention, be configured in such a way that the aerial vehicle can be moved depending on the actual state and a specific flight route, wherein the flight route can be determined by a start point and an end point and/or 25 by a number of waypoints, in particular automatically, and/or by a defined position of a flight axis, in particular wherein a movement of the aerial vehicle can be optimized taking into account the actual state, and in particular wherein information relating to the 30 actual state, in particular the actual position, the actual alignment, the actual velocity, the angle of incidence, the beam offset and/or the distance to the measuring unit, can be fed to a Kalman filter and the movement of the aerial vehicle can be controlled taking 35 into account parameters calculated by the Kalman filter. The flight route can furthermore be defined taking into account the surroundings of the aerial vehicle and can, in the process, take into account e.g.

WO 2012/140191 1 PCT/EP2012/056760 obstacles or directional changes in narrow surroundings. By way of example, the route can be adapted in a pipe in such a way that it is ensured that collisionls with the pipe wall are avoided. Moreover, it a is possible for e.g. the flight route to be defined depending on a terra. n model, in particular a CAD model. Furthermore, the aerial vehicle of a geodetic measuring 10 systemf according to the invention can have a sensor for measuring, in particular continuously, an object distance to an object, wherein the object distance can be taken into account when controlling the aerial vehicle and/or wherein the respective object distance i5 can be linked with the respective actual state, in particular the actual position, in the case of a guide, in particular a linear horizontal guide, of the aerial vehicle in such a way that an obdiect surfae profile in particular a terrain section, can be determined. 20 Using such an embodiment, the aerial vehicle can, taking into account the sensor measurements, be contrc 1 aled in such a way that obstacles are once again identified and it is possible to avoid a collision with the latter. Moreover, the sensors can detect or measure 25 objects along which the aerial vehicle is guided. Moreover, the aerial vehicle can be controlled in such a way that the aerial vehicle can be guided constantly at a specific intended distance from the object 30 depending on the measurement of thel object distance. By maintaining a predetermined distance from an object, a possible collision with an obstacle can therefore be plane and thus be moved in the horizontal e. g. in the 35 case of a horizontal alignment of the plane defined by a rotating laser beam, wherein a constant distace to e g. a tunnel wall can be maintained, WO 2012/140191 - 1 PCT/EP2012/056760 Furthermore, within the scope of the geodetic measuring system, a position ad alignment of the measuring unit can be predetermined. in a global coordinate system, wherein the position can be predetermined by a known 5 setup point of the measuring unit and/or the position nd alignment can be determined by calibration on the basis of known target points, in particular wherein the coordinate system can be referenced with the global coordinate system such that thne actual state of the 10 aerzil vehicle can be determined in the g~bbal coordinate system. As a result, the aerial vehicle can be controlled in relation to th~e superordinate, global coordinate system and the actual state can likewise be determined in respect of Lhis system In a geodetic measuring system according to the invention 1 state information, in particular actual state information, intended state information and/or the distance between the measuring unit and the aerial 20 vehicle, can be transmitted between the measuing unit and the arta vehicle for producing control data and/or the control data~, in particular wherein the state information can be transmitted by radio li t in a wied fashion and/or modulated onto the beam. 25 Furhermore the measu ring system can have a remote control unit fo controlling the aerial vehicle, wherein the state information and/or the control data can be transmitted between tine remote control unit and the measuring unit and/or the aerial vehicle 1 in 30 particular by means of radio link or via a cable. Hence measurement data can be interchanged between the system components, collected on a component and the control data can be produced on this component. By way of example, in the case of coupling of the aerial vehicle 5 to the laser team, the information, e.g. the distance or the actual state, can be transmitted on the basis of a signa that is modulated onto the laser beam. As a result, there can be directt interchange of the WO 2012/140191 - 20 - PCT/EP2012/056760 measurement data and, for example, the control of the aerial vehicle by a control unit in the aerial vehicle can occur on the basis of a comparison of the respectively' provided actual state with the intended 5 state The invention furthermore relates to a method for controlling a self-propelled, unmanned, controlable aerial vehicle, where the aerial vehicle is moved in 10 a controlled fashion and/or positioned at a substantially fixed position; with a geodetic measuring unit, in particular a total station, theodolite, laser tracker or laser scanner with a beam source for emicting a substantially collimated optical beam, a 15 base; a sighting unit which can be pivoted by motor about two axes relative to the base for aligning an emission direction of the optical beam and angle measurement sensors for determining the alignment of the sighting unit, and, in particular, with a ranging 20 functionality. The measuring unit is used to bring about an emission of a substantially collimated optical beam in an emission direction. The optical beam interacts with the aerial vehicle in such a way that the former is reflected or received at the aerial 25 vehicle, wherein an actual state of the aerial vehicle in. a coordinate system is determined from the interaction, which actual state is determined by a position, an alignment and/or a change in position. Furthermore, control data are produced depending on the 30 actual state, which is in particular determined continuously and a defined intended state and the aerial vehicle is brought into the intended state, i particular in a defined. tolerance range about the intended state, in an automatically controlled fashion Rs by means of the control data. Within the scope of the method, an actual position. an actual alignment and/or an actual velocity of the WO 2012/140191 - 21 - PCT/EP2012/05676 0 aerial vehicle can be taken into account when determining the actual state and/or an intended position, an intended alignment and/or an intended velocity can boe taken intoc account when defining the 5 intended states Furthermore, according to the invention, a distance from the measuring unit to the aerial vehicle can be determined by means of ref lecting the beam at the 10 aer ial vehicle and the actual position of the aerial vehicle can be derived, in particular continuously, from the distance and the emission direction. In the method according to the invention, a beam offset 15 can he determined, in particular continuously, from a zero position and/or an angle of incidence of the beam when receiving the beam at the aerial vehicle for determining the actual state and the aerial vehicle can be positioned and aligned, depending on the beam offset 20 and/or the angle of incidence of the beam, in particular wherein the aerial vehicle can be coupled to the beam and guided along the beam and/or by a change in the emission direction of the beam. 25 Moreover, within the scope of the method according to the invention, a guide plane, in particular a laser plane, in particular in the horizontal, can be defined by rotating the beam and the aerial vehicle can be positioned and/or guided in a defined fashion relative 30 to the guide plane, in particular in the guide plane or parallel to the guide plane Moreover, according to the invention, the actual alignment of the aerial vehicle can be determined in 3 the coordinate system in the pitch, roll and yaw directions, in particular wherein determination takes place ny means of an internal sensor unit associated with the aerial vehicle, in particular by means of an WO 2012/140191 - 22 - PCT/EP2012/056760 inclination sensor, magnetometer, accelerometer, rate sensor and/or velocity sensor. Moreover. the actual alignment in the coordinate system can be determined by means of an interaction of a marking, which is 5 associated with the aerial vehicle and specifies the actual alignment, in particular of a defined pattern, of a pseudo-random pattern, of a barcode and/or of a light-emitting diode and a detection, in particular by means of a camera, of the marking for determining the 10 actual alignment from a position and arrangement of the marking. Furthermore, the actual alignment can be determined in the coordinate system by taking an image of the aerial vehicle, wherein a contour and/or pixel dependent distance data in respect of the aerial 15 vehicle are derived from the image. Within the scope of the method according to the invention, the aerial vehicle can be moved dependent on the actual state and a specific flight route, wherein 20 the flight route can be determined, in particular automatically, by a start point and an end point and/or by a number of waypoints and/or by a defined position of a flight axis, in particular wherein a movement of the aerial vehicle can be optimized taking into account 25 the actual state. Atenatively or in addition thereto, information in respect of the actual state, in particular the actual position, the actual alignment, the actual velocity, the angle of incidence, the beam offset and/or the distance to the measuring unit, can 30 be fed to a Kalman filter and the movement of the aerial vehicle can be controlled taking into account parameters calculated by the alman filter. Furthermore, according to the invention, an object 35 distance from the aerial vehicle to an object can be measured, in particular continuously, wherein the object distance can be taken into account when controlling the aerial vehicle and/or wherein the WO 20i2/40191 23 - PCT/EP2012/056760 aerial vehicle (20) can be controlled in such a way that the aerial vehicle (20\ s guided constantly at a specific intended distance from the objecst (81. 85) depoendinq on the measurement of the object distance. 5 Furthermore, in the method according to the invention a position and alignment of the measuring unit can be predetermined in a global coordinate system wherein the position can be predetermined by a known setup 0 point of the measuring unit and1r the position and alignment can be determined by calibration on the basis of known target points, in particular wherein the coodinate system can be referenced with the global coordinate system such that the actual state of the 1 aerial vehicle can be determined in the global coordinate system The invention furthermore relates to a geodetic measuring unit, in particular a total station, 20 theodolite. laser tracker or laser scanner for a system according to the invention, with a beam source for emitting a substantially collimated optical beam, a base, a sighting unit which can be pivoted by motor about two axes relative to the base for aligning an 25 emission direction of the optical beam and angle measurement sensors for determining the alignment of the sighting unit and, in particular with a ranging functionality Furthermore, the measuring unit i embodied in such a way that control data for 30 controlling a self -ropelled unmanned, controllable aerial vehicle can be generated and transmitted to the aerial vehicle. The irnrention moreover relates to a computer program 35 produce which is stored on a machine-eadable medium, or computer data signal embodied by an electromagnetic wave, with program code for producing control data depending on an actual state which in particular is WO 2012/140191 24 PCT /P2012/056760 determined continuously, of an aerial vehicle and of a defined intended state for automatically controlling the aerial vehicle into the intended state, in particular if the program s carried out in an 5 electronic data processing unit. The method according to the invention and the system according to the invention are described| in more detail below in a purely exemplary manner on the basis of 10 specific exemplary embodiments which are illustrated schematically in the drawings, wherein further advantages of the invention are also mentioned. In detail: 15 figures asc show a positioning movement, according to the invention, of the aerial vehicle from an actual state to an intended state; figure 2 shows a first embodiment of a measuring 20 system according to the invention, with an unmanned aerial vehicle and a total station; figure 3 shows a second embodiment of a measuring system according to the invention, with an 25 unmanned aerial vehicle and a laser scanner; figures 4a-b respectively sow a third embodiment of a measuring system according to the invention, with an unmanned aerial vehicle and a 30 rotation laser; and figures 5a-c show three embodiments for an aerial vehicle controlled by a measuring system according to the invention $5 Figure la schematically shows a positioning process according to the invention for an aerial vehicle, Here, the aerial vehicle is in an actua state, which is WO 2012/140191 25 PCT/EP2012/056760 defined by an actual position 1.2 an at l velocity and/or an actua alignment, and should assume an intended state. The intended state of the aerial vehicle is predetermined by an intended position 1 ari 5 a flight velocity (intended velocity) which should equlzroat tri int - ene posto 1SMrovr an. intended alignment of theerial vehicle can be set within the scope of the intended state. wherein the aerial vehicle can be equipped with a measurrn sensor 10 fordtriia the algnen ad hneb bet carry outa defined self-alignment. Depending on the intended state and the actual state, it is now possible to determine a correction 13, i.e. the actual state or thea aerial vehicle can be compared to the intended s state and a difference for the respective state variable (position) velocity, alignment) can be calculated therefrom Furthermore, control data or control signals can be derived from these state differences and transmitted to the motors of the rotors 20 for controlling the aerial vehicle, On the basis of the corrections 13. the aerial vehicle can now be controIled with a specific velocity and alignment, proceeding from the actual state, in particular from the actual position 12 in such a way that there is 25 e g. an iterative approach to the intended state or to the intended position 11 In the process, the actual state of the aeral vehicle is continuously compared to the intended state and a respective correction 13 is derived therefrom. This correction 13 of the actually 30 state of the aerial vehicle can occur until the actual state of the aerial vehicle corresponds to the intended state or the difference comes to rest below a redefined threshold such that a correction 13 no longer needs to be carried out. 35 Figure lb shows positioning according to the invention of an aerial vehicle on a predetermined trajectory 17. The trajectory 1 or flight route for the aerial WO 2012/140191 - 26 PCT/EP2012/056760 vehicle as in this case limited by a start point 14 and an end point 15 and the profile thereof is defined by further waypoints I6a, 1Gb. The aerial vehicle is in a actual state, which, in turn? can be defined by an 5 actual position 12, an actual velocity and/or an actual alignment of the aerial vehicle. Here, the actual state can be determined by means of an evaluation unit. In this arrangement, the intended state {intended position 11) of the aerial vehicle is determined by the profile 10 of the trajectory 17 Here correction 1 are also established by comparing the actual state with the intended state, which corrections are converted into control signals 'for the aerial vehicle and transmitted to the later. During the calculation of a positional 15 correction 13. the cunrrent alignment or the flight direction and the velocity can be taken into account here, wherein the aerial vehicle is not necessarily directed to the trajectory 17 on the shortest distance, but Lather is controlled in an optimized direction and of example, this can avoid strong deceleration and acceleration of the aerial vehicle and an abrupt change in direction. Moreover, an optimized reduction in the flight velocity can be prescribed at e g. those 2$ waypoints IGa, l6b, isc at which there is a change in direction of the f light path.a Figure Ic shows an alignment and positioning, according to the invention, of an aerial vehicle on a 30 predetermined axis 18. It is possible to calculate the corrections 13 taking into account the actual state, inter alia the actual position 12, and control signals transmit ted by a user, which control signals can bring about a forward and backward movement of the aerial 35 vehicle along the axis 18 Analogously to the positioning as per figure lb. the movement of the aerial vehicle from the actual position 12 to the intended position 1T can be optimized in such a way WO 2012/140191 - 27 - PCT/EP2012/056760 that in particular, the flight velocity or control commands, such as e.a. a movement direction 19, additionally entered by a user are taken into account in the correction movement 13 and, as a result thereof, 5 the flight path is not along the shortest path between actual position 12 and axis 18. In the shown case, the correction movement 13 of the aerial vehicle 20 can be in the direction 19 to the right-hand side due to a control command, Figure 2 shows a measuring system 1 according to the invention, with an unmanned aerial vehicle 20 and a total station 30, which represents a measuring unit, 15 The actual state of the aerial vehicle 20, in particular the actual position, can in this case be detected by measurements from the total station 30 or a laser scanner (not shown here). The total station 30 is equipped with an emission unit 31, which can be pivoted 20 about two axes, as a result of which an emission direction can be aligned with the aerial vehicle 20. The precise alignment can be detected by angle measurement sensors on the total station 30. Additionally, a distance measurings module which 25 renders it possible to carry out a measurement of a distance to a refleccor 22 on the aerial vehicle 20, is integrated into the emission unit 31. An actual position or actual coordinates of the aerial vehicle 20 can be determined from the measured angles and the 30 distance. In order to determine the actual alignment, there can be on the part of the measuring instrument, e.g. by a camera integrated in the emission unit 31 or by an external camera, the field of view of which can be aligned to the aerial vehicle 20, in particular via 35 a mirror, wherein a marking, e.g. several LEDs or defined patterns; can be observed and detected at a known position on the housing of the aerial vehicle 20. Moreover, measurement data in respect of the actual WO 2012/140191 8 28 - PCT/EP2012/056760 state can also be detected by a sensor unit 21, which for example has an accelerometer, rate senso maQetometer. inclination sensor and/or a velocity sensor All measurement data can be transmitted to a control unit 60 e g. via cable or radio link, which control unit is situated in the total station 30 in this embodiment but can alternatively be arranged in a 10 remote control or ir the aerial vehicle 20. An algorithm, e.g. a Kalman fite can be used to calculate the actual state (position, velocity, alignment) of the aeri vehicle 20 from the measurement data. In the process, the measurement data can be detected with different measurement frequencies, Thus, the total station 30 can detect e.g. the angles and the distance with a measurement frequency of e.g. 1 Hz, while ithe 20 accelerometer can determine the accelerations acting thereon with a frequency of e g. 100 Hz or more . By a suitable combination or t<e sensors, the position can thus be determined by the Kalman filter witn a frequency of e.g, 100 Hz or more and thus have a 25 positive effect on regulating the aerial vehicle. All measurements, e~g. angles and distance and/or accelerations, inclines and/or rates, from the sensor unit can be fed to the Kalman filter, which continuously calculates positional coordinates, a 30 velocity vector and/or an alignment angle as well as possible sensor-specific parameters, e.g, the bias of the accelerometer, of the aerial vehicle with a frequency of e-g. 100 Mz or more. 35 Corrections can be derived from the atua 1 state and control signals, which, for example, are entered into the system I by a user vIa a remote control, wherein these corrections are transmitted directly or in the WO 2012/140191 - 29 - PCT/EP2012/056760 f orm of further control signals to the motors of the aerial vehicle 20 and can bring about a corrected positioning of the aerial vehicle 20. S In this first embodiment shown here, the measurement data for determining t he actual state of the aerial vehicle 20 can be detected by the total station 30 and a sensor unit 21. The emission unit 31 of the total station 30 can be aligned continuously to the reflector 10 22 on the aerial vehicle 20 by an automatic target detection function and, as a result, track the aerial vehicle 20. in the case where the automatic target tracking loses the connection to the target (reflector 22), e.g. due to a visual obstacle, an approximate 15 position can be transmitted by radio link to the measuring instrument 30 on the basis of measurements of the sensor unit 21 and/or of a GNSS module on the aerial vehicle 20. On the basis of this information, the measuring instrument 30 can fiind the target again, 20 reestablish the connection and once again carry ot automatic target tracking. Furthermore, if the connection is lost thus, the aerial vehicle 20 can be detected by a camera and e.g. a contour of the aerial vehicle 20 can be derived by image processing and the 25 measuring unit 30 can be newly aligned with the UAV 20 on the basis thereof. The distance measuring module and the angle sensors, which are arranged on the total station 30, can be used to measure the distance to the reflector 22 and the alignment of the emission unit 31 30 and hence the direction of a beam 32, in particular a measurement beam, emitted by the emission unit 31. The measurement data can then be transmitted on to the control unit 60 in the total station 30 35 At the same time, the alignment of the aerial vehicle 20 can be determined by a sensor unit 21. To this end, use can be made of measurements from an accelerometer, a rate sensor, a velocity sensor, an inclination sensor WO 2012/140191 - 30 PCT/EF2012/056760 and/or a magnetometer, which can be arranged in the sensor unit 21 onboard of the aerial vehicle 20. The measurement data determined thereby can be transmitted to the control unit 60 via e.g. radio link. The actual state of the aerial vehicle 20 can be calculated in the control unit 60 from the measurement data established by the total station 30 and by the sensor unit 21, and it can be compared to the 10 predetermined intended state, From this, it is possible, in turn, to derive the corrections which can be transmitted to the aerial vehicle 20 by radio link and, there, can be transmitted as control signals on to the rotors 23 for positioning and alignment purposes. 15 Figure 3 shows a second embodiment of a measuring system according to the invention. with an unmanned aerial vehicle 20 and a la ser scanner 40 as measuring unit, 20 n this case, a movement axis 43 is prescribed on the cart of the laser scanner 40 for the aerial vehicle 20 by emitting an optical beam 42. To this end, the beam 42) in particular a laser beam, is) using a rotatable 25 mirror 41 in an emission unit, emitted in a direction in wnich the aerial vehicle 20 should be moved. When the aerial vehicle 20 is coupled to the lasr beam 42, a ateral positional deviation and an angular deviation of the aerial vehicle 20 from the predetermined axis 43 30 is determined by a beam detection unit 25, Additional measurement data, such as e~g. the inclinations of the aerial vehicle 20, can, in turn, be detected by the sensor unit 21, By way of example, the aerial vehicle 20 can be coupled to the beam 42 by virtue of a user 35 100 moving the aerial vehicle 20 to the laser beam 42 by means of a remote control unit 70 or by virtue of the laser beam 42 being directed to the detection unit 25 the aerial vehicle 20 being coupled on and the beam WO 2012/140191 - 31 PCT/EP2012/056760 42 then being aligned in a defined direction, with the aerial vehicle 20 remaining cupIed on and being moved aiong accordingly with the realignment of the beam 42 5 The measurement data to be detected in order to determine the actual state can in this case be detected on ne aerial vehicle 20 by means of the beam detection unit 25. By way of example, this beam detection unit 25 can consist of a reception optical unit and an image 10 sensor wherein the laser beam 42 can- be imaged as laser point in the recorded image and a beam offset or an angle of incidence can be detected. Depending on the design of the reception optical unit, 15 it is possible to determine the lateral positional deviation or the angular deviation of the laser beanm 42 from an opical axis of the reception optical unit from thee Position of the laser point in the image. The angular deviation can be detected by means of a 20 collimator associated with the reception optical unit. A detection unit 25 which can detect |bothe the lateral positional deviation and the angular deviation with two reception opticat units is also feasible. 25 All measurement data can be transmitted to the control unit: 60 on the aerial vehicle by a wire connection or by means of a radio link and can be used there to calculate the actual state of the aerial vehicle. Additionally control data which can bring aout a 30 forward or backward movement of the aerial vehicle along the axis 43 can be transmitted from the user 100 to the control unit 60 via the remote control unit 70. From a comparison of the actual state with the intended state, it is possible to calculate corrections while 5 taking into account the user-defined control data, which corrections can be transmitted to the rotors of the aerial vehicle 20 as control signals and can bring about an alignment and positioning of the aerial WO 2012/140191 - 32 - PCT/EP2012/056760 vehicle 20 on the laser beam 20. i e. a correspondence of the predetermined direction of the movement axis 43 with an opcical axis of the beam detection unit 25. Moreover, the lateral beam offset and the angular 5 offset can be fed to the Kalman filter, which in particular is embodied in the control unit 60. In this embodiment, it is also possible to realize a semirautonomous control of the aerial vehicle 20 in 10 sucn a way that the movement axis 43, along which the aerial vehicle 20 should move, is prescribed to the system I as intended state. Using this system I, which operates the interaction of laser beam 42 beam detection unit 25 and ootionallv additional measurement 15 data from the sensor unit 21 the aerial vehicle 20 can automatically be kept on che movement axis 43. The forward and backward movement along the axis 43,e i. a movement of the aerial vehicle; 20 with one degree of freedom, can therefore be brought about in a simple 20 manner by the user 100 by means of the remote control unit 707 If the aerial vehicle 20 should moreover be positioned on the predetermined movement axis 43 at a 25 predetermined distance from the laser scanner 40, the actual distance can be measured by a distance measurement using the laser scanner 40. By comparing this actual distance with the predetermined intended distance, it is once again possible to calculate 30 corrections? which are transmitted to the aerial vehicle 20 as control signals for actuating the rotors 23 and can bring about a positioning of the aerial vehicle 20 at the predetermined intended distance. Since the alignment of the beam 42 emitted by the laser 35 scanner 40 and the distance to the aeria vehicle 20 in this beam direction are known, the position of the aerial vehicle 20 can moreover be determined exactly or WO 2012/140191 - 33 PCT/EP2012/056760 the coordinates can be derived in respect of a relative coordinate system of the aser scanner 40. Figures 4a and 4b respectively show a third embodiment 5 of a measuring system I according to the invention, with an unmanned aerial vehicle 20 and a rotation laser 50, and are therefore described together here. In these embodiments, the rotation lae 50 or a rotating emission of a laser beam 52 from the rotation laser 50 10 can predetermined a guide plane 53 or an intended movement plane ithe horizontal (figure 4a) or at a predetermined anole co to the horizontal Ii (figure 4bD) in order to keep and to move the aerial vehicle 20 at a constant altitude or to move it in a defined direction. 15 in principle. such a plane can also be defined by a rotating sighting unit of a total station while emitting a measurement beam When using a total station, it s possible depending 20 on the horizontal position of the aerial vehicle 20. to rotate the sighting unit about the vertical axis and thereby align the emitted measurement beam with the aeral vehicle 20 In the case of the rotation laser 50, the plane 53 can be spanned independently of the 25 position of the aerial vehicle 20 by a laser beam 52 which is rotating quickly about an axis. Using the beam detection unit 25 it is possible to detec the devation of the aerial vehicle 20 from a 30 position defined by the plane, esg. in altitude The incline and alignment of the aerial vehicle 20 can in turn be determined by the sensor unit 21 on board of the aerial vehicle 20. These measurement data are transmitted via radio link to the control unit 60, 35 which is integrated in the remote control uint 20, of the user 10. There it is possible to calculate the actual state of the aerial vehicle 2 in this fashion. rom a comparison between the actual state and the WO 2012/140191 - 34 - PCT/EP2012/056760 intended state, which in this case for example corresponds to a positioning and alignment of the aerial vehicle 20 on the defined laser plane 53, corrections are calculated taking into account possible 5 additional control data produced by the user 100, which corrections are transmitted as control signals to the aerial vehicle 20 in order to actuate the rotors 23 and are able to bring about a positioning of the aerial vehicle 20 in the predetermined intended state, i.e. a 10 positioning and/or movement of the aerial vehicle 20 in the guide plane 53. Hence, there can be an automatic continuous change in the altitude of the aerial vehicle 20 in such a way 15 that it is positioned on the predetermined horizontal plane 53 (figure 4a). The change in the position of the aerial vehicle 20 in the plane 53 can furthermore be brought about by the user 100 by means of the remote control 70, which can be realized as Smarzphone or 20 tablet P. The user 100 can therefore move the aerial vehicle 20 in the plane 53, ies. with two remaining degrees of freedom. In the case of a non-horizontal alignment of the plane 25 543 in accordance with figure 4b, the bean detection unit 25 can be arranged at a corresponding angle on the aerial vehicle 20 or the alignment of the detection unit 25 can be adapted by a pivot device to the angle a af the plane 53. in the case of such an arrangement 30 the user 100 can freely move the aerial vehicle 20 withl. two degrees of freedom on this angled plane 53 indicated by the arrow P. Figures Sa, Sb and 5c show three embodiments for an 3$ aerial vehicle 20 controlled by a measuring system according to the invention.

WO 2012/140191 - 35- PCT/EP2012/056760 Figure Sa shows an aerial vehicle 20, which has a beam detection unit 23 which is aligned to a laser beam 82. With this, the aerial vehicle 20 can be guided along a movement axis 83. The laser beam 82 is aligned 5 coaxially to the axis of a pipe 81, which therefore corresponds to the movement axis 83. With this arrangement, the aerial vehicle 20 can be moved, for example in a narrow pipe 81 by means of the continuous guide along the beam 82 provided by the beam detection 10 unit 23 in such a way that the distance to the pipe wall can be kept constant and a collision with the pipe wall can be avoided. Moreover, the aerial vehicle 20 can comprise distance measuring sensors 26a, 26b, e g. scanners, which continuously detect distances to the 15 pipe wall and provide measuement data. This data can additionally be used to control the aerial vehicle 20 and can be taken into account when calculating correction values for changing the aerial vehicle state. A user can therefore very easily move the aerial 20 vehicle 20 backward and forward and position said aerial vehicle manual in the pipe 81. in particular by means of a remote control, Figure 5b shows a further application for an aerial 25 vehicle 20 which is controlled in a guided manner according to the invention. Here, terrain 85 should be measured. To this end; a laser beam 82 can once again be aligned in the direction of a horizontal axis 83 and the aerial vehicle 20 can be moved along this beam 82 30 by means of a beam reception unit 25, in particular on the basis of the beam offset and/or the angle of incidence. Using an additional sensor 26, which can be aligned downward in the vertical direction, it is possible to measure the distance to the terrain surface 35 continuously while flying over the terrain 85. From this, a distance can be derived in each case between the axis 83 and the terrain and by linking these distance values with the respective actual position of WO 2012/140191 - 36 - PCT/iP2012/056760 the aerial vehicle 20, it is possible to establish a terrain profile or terrain section. Figure c shows a further application for an aerial 5 vehicle 20 which is controlled according to the invention. The aerial vehicle 20 is in this case guided in turn in a vertical plane (not shown) , defined by a measuring unit, by means of the beam reception unit 25, Using the distance measuring sensor 26, a distance to a 10 surface of an object 85 is measured during the movement of the aerial vehicle 20 and used for determ.nng a flight route 86 for the aerial vehicle 20. As a result of this continuous measurement, it is possible to maintain a constant distance to the object 85 when the 15 aerial vehicle 20 is moved and hence render it possible to avoid a collision with the object, It is understood that these depicted figures only depict possible exemplary embodiments in a schematic 20 manner. According to the invention, the various approaches can likewise be combined with one another and with systems and methods for controlling aerial vehicles and with measuring instruments from the prior art.

Claims

1. A geodetic measuring system (1) with * a geodetic measuring unit (30, 40, 50), in 5 particular a total station, theodolite, laser tracker or laser scanner, with o a beam source for emitting a substantially collimated optical beam (32, 42, 52, 82), o a base, 10 o a sighting unit which can be pivoted by motor about two axes relative to the base for aligning an emission direction of the optical beam (32, 42, 52, 82) and o angle measurement sensors for determining the 15 alignment of the sighting unit, o and, in particular, with a ranging functionality, e a self-propelled, unmanned, controllable aerial vehicle (20) with an optical module (22, 25), 20 wherein the aerial vehicle (20) is designed in such a way that the aerial vehicle (20) can be moved in a controlled fashion and/or positioned at a substantially fixed position, and * an evaluation unit, wherein the evaluation unit 25 is configured in such a way that it is possible to determine an actual state of the aerial vehicle (20) in a coordinate system, determined by a position, an alignment and/or a change in position, from an interaction of the optical 30 beam (32, 42, 52, 82) with the optical module (22, 25), characterized in that the measuring system (1) comprises a control unit (60) for controlling the aerial vehicle (20), 35 wherein the control unit (60) is configured in such a way that, on the basis of an algorithm depending on the actual state, which can in particular be determined continuously, and a WO 2012/140191 - 38 - PCT/EP2012/056760 defined intended state, control data can be produced and the aerial vehicle (20) can be brought into the intended state, in particular into a defined tolerance range about the intended 5 state, in an automatically controlled fashion by means of the control data.

2. The geodetic measuring system (1) as claimed in claim 1, 10 characterized in that it is possible to take account of an actual position, an actual alignment and/or an actual velocity of the aerial vehicle (20) when determining the actual state and/or it is possible 15 to take account of an intended position, an intended alignment and/or an intended velocity when defining the intended state.

3. The geodetic measuring system (1) as claimed in 20 claim 2, characterized in that the optical module (22, 25) is embodied by a reflector (22) which specifies the actual position of the aerial vehicle (20) and the beam (32, 42, 25 52, 82) can be reflected by means of the reflector (22), wherein a distance from the measuring unit (30, 40, 50) to the aerial vehicle (20) can be determined and the actual position of the aerial vehicle (20) can be derived, in particular 30 continuously, from the distance and the emission direction of the beam (32, 42, 52, 82).

4. The geodetic measuring system (1) as claimed in claim 1 or 2, 35 characterized in that the optical module (22, 25) is embodied by a beam detection unit (25) and the optical beam (32, 42, 52, 82) can be received by the beam detection unit WO 2012/140191 - 39 - PCT/EP2012/056760 (25), wherein a beam offset from a zero position and/or an angle of incidence of the beam (32, 42, 52, 82) can be determined, in particular continuously, by means of the beam detection unit 5 (25) for at least partly determining the actual state, and the control unit (60) is configured in such a way that the aerial vehicle (20) can be positioned and aligned, depending on the beam offset and/or the angle of incidence of the beam 10 (32, 42, 52, 82), in particular wherein the aerial vehicle (20) can be coupled to the beam (32, 42, 52, 82) by the beam detection unit (25) and can be guided along the beam (32, 42, 52, 82) and/or by a change in 15 the emission direction of the beam (32, 42, 52, 82), in particular wherein a guide plane (53), in particular a laser plane, in particular in the horizontal, can be defined by 20 a rotation of the beam (32, 42, 52, 82) and the aerial vehicle (20) can be positioned and/or guided by means of the beam detection unit (25) in a defined fashion relative to the guide plane (53), in particular in the guide plane (53) or 25 parallel to the guide plane (53), in particular wherein the beam detection unit (25) can be pivoted on the aerial vehicle (20) in such a defined fashion that the beam (32, 42, 52, 82) can be received. 30

5. The geodetic measuring system (1) as claimed in any one of claims 2 to 4, characterized in that the aerial vehicle (20) has a sensor unit (21) for 35 determining the actual alignment and/or the actual velocity of the aerial vehicle (20) in the coordinate system, in particular an inclination sensor, a magnetometer, an accelerometer, a rate WO 2012/140191 - 40 - PCT/EP2012/056760 sensor and/or a velocity sensor, and/or e the aerial vehicle (20) has a marking specifying the actual alignment, in particular 5 a defined pattern, pseudo-random pattern, a barcode and/or a light-emitting diode, and * the measuring system (1) has a detection unit, in particular a camera, for detecting the marking and for determining the actual 10 alignment of the aerial vehicle (20) in the coordinate system from the position and arrangement of the marking, and/or the measuring system (1) has a distance image 15 detection unit, in particular a RIM camera, for taking an image of the aerial vehicle (20), wherein a contour and/or pixel-dependent distance data in respect of the aerial vehicle (20) can be derived from the image and the actual alignment 20 and/or the distance in the coordinate system can be determined therefrom.

6. The geodetic measuring system (1) as claimed in any one of claims 1 to 5, 25 characterized in that the control unit (60) is configured in such a way that the aerial vehicle (20) can be moved depending on the actual state and a specific flight route (17), wherein the flight route (17) 30 can be determined by a start point (14) and an end point (15) and/or by a number of waypoints (16a, 16b), in particular automatically, and/or by a defined position of a flight axis (18), in particular wherein 35 a movement of the aerial vehicle (20) can be optimized taking into account the actual state, in particular wherein information relating to the actual state, in WO 2012/140191 - 41 - PCT/EP2012/056760 particular the actual position, the actual alignment, the actual velocity, the angle of incidence, the beam offset and/or the distance to the measuring unit (30, 40, 50), can be fed to a 5 Kalman filter and the movement of the aerial vehicle (20) can be controlled taking into account parameters calculated by the Kalman filter, and/or the aerial vehicle (20) has a sensor (26, 26a, 10 26b) for measuring, in particular continuously, an object distance to an object (81, 85), wherein * the object distance can be taken into account when controlling the aerial vehicle (20) and/or e the aerial vehicle (20) can be controlled in 15 such a way that the aerial vehicle (20) can be guided constantly at a specific intended distance from the object (81, 85) depending on the measurement of the object distance. 20

7. The geodetic measuring system (1) as claimed in any one of claims 1 to 6, characterized in that a position and alignment of the measuring unit (30, 40, 50) can be predetermined in a global 25 coordinate system, wherein the position can be predetermined by a known setup point of the measuring unit (30, 40, 50) and/or the position and alignment can be determined by calibration on the basis of known target points, 30 in particular wherein the coordinate system can be referenced with the global coordinate system such that the actual state of the aerial vehicle (20) can be determined in the global coordinate system, and/or 35 state information, in particular actual state information, intended state information and/or the distance between the measuring unit (30, 40, 50) and the aerial vehicle (20), can be transmitted WO 2012/140191 - 42 - PCT/EP2012/056760 between the measuring unit (30, 40, 50) and the aerial vehicle (20) for producing the control data and/or the control data, in particular wherein the state information can be transmitted by radio 5 link, in a wired fashion and/or modulated onto the beam (32, 42, 52, 82), and/or the measuring system (1) has a remote control unit (70) for controlling the aerial vehicle (20), 10 wherein the state information and/or the control data can be transmitted between the remote control unit (70) and the measuring unit (30, 40, 50) and/or the aerial vehicle (20), in particular by means of radio link or via a cable. 15

8. A method for controlling a self-propelled, unmanned, controllable aerial vehicle (20), wherein the aerial vehicle (20) can be moved in a controlled fashion and/or positioned at a 20 substantially fixed position, with a geodetic measuring unit (30, 40, 50), in particular a total station, theodolite, laser tracker or laser scanner, with * a beam source for emitting a substantially 25 collimated optical beam (32, 42, 52, 82), e a base, * a sighting unit which can be pivoted by motor about two axes relative to the base for aligning an emission direction of the optical 30 beam (32, 42, 52, 82) and * angle measurement sensors for determining the alignment of the sighting unit, * and, in particular, with a ranging functionality, 35 wherein * the measuring unit (30, 40, 50) is used to bring about an emission of the substantially WO 2012/140191 - 43 - PCT/EP2012/056760 collimated optical beam (32, 42, 52, 82) in an emission direction, the optical beam (32, 42, 52, 82) interacts with the aerial vehicle (20) in such a way that 5 the former is reflected or received at the aerial vehicle (20), and * an actual state of the aerial vehicle (20) in a coordinate system is determined from the interaction, which actual state is determined 10 by a position, an alignment and/or a change in position, characterized in that control data are produced depending on the actual state, which is in particular determined 15 continuously, and a defined intended state and the aerial vehicle (20) is brought into the intended state, in particular in a defined tolerance range about the intended state, in an automatically controlled fashion by means of the control data. 20

9. The method as claimed in claim 8, characterized in that an actual position, an actual alignment and/or an actual velocity of the aerial vehicle (20) are 25 taken into account when determining the actual state and/or an intended position, an intended alignment and/or an intended velocity are taken into account when defining the intended state, in particular wherein 30 a distance from the measuring unit (30, 40, 50) to the aerial vehicle (20) is determined by means of reflecting the beam (32, 42, 52, 82) at the aerial vehicle (20) and the actual position of the aerial vehicle (20) is derived, in particular 35 continuously, from the distance and the emission direction. WO 2012/140191 - 44 - PCT/EP2012/056760

10. The method as claimed in claim 8 or 9, characterized in that a beam offset is determined, in particular continuously, from a zero position and/or an angle 5 of incidence of the beam (32, 42, 52, 82) when receiving the beam (32, 42, 52, 82) at the aerial vehicle (20) for determining the actual state and the aerial vehicle (20) is positioned and aligned, depending on the beam offset and/or the angle of 10 incidence of the beam (32, 42, 52, 82), in particular wherein the aerial vehicle (20) is coupled to the beam (32, 42, 52, 82) and guided along the beam and/or by a change in the emission direction of the beam (32, 42, 52, 82), 15 in particular wherein a guide plane (53), in particular a laser plane, in particular in the horizontal, is defined by rotating the beam (32, 42, 52, 82) and the aerial vehicle (20) is positioned and/or guided in a 20 defined fashion relative to the guide plane (53), in particular in the guide plane (53) or parallel to the guide plane (53).

11. The method as claimed in any one of claims 9 or 25 10, characterized in that the actual alignment of the aerial vehicle (20) is determined in the coordinate system in the pitch, roll and yaw directions, in particular wherein 30 determination takes place by means of an internal sensor unit (21) associated with the aerial vehicle (20), in particular by means of an inclination sensor, magnetometer, accelerometer, rate sensor and/or velocity sensor, 35 and/or the actual alignment in the coordinate system is determined by means of an interaction of WO 2012/140191 - 45 - PCT/EP2012/056760 " a marking, which is associated with the aerial vehicle (20) and which specifies the actual alignment, in particular of a defined pattern, of a pseudo-random pattern, of a barcode and/or 5 of a light-emitting diode and " a detection, in particular by means of a camera, of the marking for determining the actual alignment from a position and arrangement of the marking 10 and/or the actual alignment is determined in the coordinate system by taking an image of the aerial vehicle (20), wherein a contour and/or pixel dependent distance data in respect of the aerial 15 vehicle (20) are derived from the image.

12. The method as claimed in any one of claims 8 to 11, characterized in that 20 the aerial vehicle (20) is moved dependent on the actual state and a specific flight route (17), wherein the flight route (17) is determined, in particular automatically, by a start point (14) and an end point (15) and/or by a number of 25 waypoints (16a, 16b) and/or by a defined position of a flight axis (18), in particular wherein a movement of the aerial vehicle (20) is optimized taking into account the actual state, 30 in particular wherein information in respect of the actual state, in particular the actual position, the actual alignment, the actual velocity, the angle of incidence, the beam offset and/or the distance to 35 the measuring unit (30, 40, 50), are fed to a Kalman filter and the movement of the aerial vehicle (20) is controlled taking into account parameters calculated by the Kalman filter. WO 2012/140191 - 46 - PCT/EP2012/056760

13. The method as claimed in any one of claims 8 to 12, characterized in that 5 an object distance from the aerial vehicle (20) to an object (81, 85) is measured, in particular continuously, wherein * the object distance is taken into account when controlling the aerial vehicle (20) and/or 10 the aerial vehicle (20) is controlled in such a way that the aerial vehicle (20) is guided constantly at a specific intended distance from the object (81, 85) depending on the measurement of the object distance and/or a position and 15 alignment of the measuring unit (30, 40, 50) is predetermined in a global coordinate system, wherein the position is predetermined by a known setup point of the measuring unit (30, 40, 50) and/or the position and alignment is determined by 20 calibration on the basis of known target points, in particular wherein the coordinate system is referenced with the global coordinate system such that the actual state of the aerial vehicle (20) is determined in the global coordinate system. 25

14. A geodetic measuring unit (30, 40, 50), in particular a total station, theodolite, laser tracker or laser scanner, for a system as claimed in any one of claims 1 to 7, with 30 * a beam source for emitting a substantially collimated optical beam (32, 42, 52, 82), " a base, e a sighting unit which can be pivoted by motor about two axes relative to the base for 35 aligning an emission direction of the optical beam (32, 42, 52, 82) and " angle measurement sensors for determining the alignment of the sighting unit, WO 2012/140191 - 47 - PCT/EP2012/056760 * and, in particular, with a ranging functionality, characterized in that the measuring unit (30, 40, 50) is embodied in 5 such a way that control data for controlling a self-propelled, unmanned, controllable aerial vehicle (20) can be generated and transmitted to the aerial vehicle (20). 10

15. A computer program product, which is stored on a machine-readable medium, or computer data signal, embodied by an electromagnetic wave, with program code for producing control data depending on an actual state, which in particular is determined 15 continuously, of an aerial vehicle (20) and of a defined intended state for automatically controlling the aerial vehicle (20) into the intended state as claimed in any one of claims 8 to 13, in particular if the program is carried out 20 in an electronic data processing unit.