DE102018102112A1 - Collision avoidance techniques between unmanned aerial vehicles by means of device-to-device radio communication - Google Patents

Abstract

The invention relates to an unmanned aerial vehicle, UAV (400), in particular a drone, comprising: a navigation module (401) configured to determine a current position and a current flight characteristic of the UAV (400); a radio transmission module (402) which is configured to transmit information (421) about the current position and the current flight characteristics of the UAV (400) to one or more other objects (420), in particular other UAVs, within a radio range of the UAV (400 ), in particular via a device-to-device, D2D, communication; a radio receiving module (403), which is configured to receive a radio signal from at least one other object (420), in particular another UAV, in particular via the device-to-device, D2D, communication, wherein the radio signal contains information (422 ) comprises a current position and a current flight characteristic of the at least one other object (420); and a radio control interface (404) configured to communicate the information (422) about the current position and the current flight characteristics of the at least one other object (420) to a control module (500) for controlling the UAV (400).

Description

The present invention relates to techniques for unmanaged aerial vehicles (UAVs) via device-to-device, D2D, communication, i.e., advanced sensing. More particularly, the invention relates to an unmanned aerial vehicle, UAV, having communication modules for implementing such D2D communication, a control module for controlling such a UAV, and a method for collision avoidance based on a direct, i.e. D2D communication.

Depending on their technical complexity and level of development, UAVs have only a limited set of sensors to detect obstacles. Normally, most UAVs (over a certain size and technical complexity or price range) have a first level of sensors to the ground to assist the automatic landing. The next higher level includes sensors on the front to detect obstacles in normal flight. Only more advanced (and therefore more expensive) devices have a third level of sensors that can point in more or even all directions.

These sensors (the third level) can assist the UAV pilot to prevent a collision with fixed obstacles. In addition, depending on the quality and range of the sensors, these sensors operate as a general anticollision warning system during flight even on fast approaching objects such as other UAV drones or even birds.

But even in a fully equipped UAV with sensors in all directions, this only partially works as a means of anticollision for two reasons: the sensors have a limited range; and if they are too sensitive, they can restrict the use of the UAV when flying near objects. In addition, UAVs may also be designed with specific operational scenarios in mind to allow for inspections, thereby limiting their anticollision capabilities to some extent.

Today's UAVs have become very fast and - like any moving object - can not immediately stop, but need at least a certain range to stop from full speed to zero. This so-called demolition distance can already exceed the sensor range.

Since it is not self-evident that UAVs have sensors in all directions, the situation worsens even further. With sensors pointing only forward, a lateral approach of two UAVs is not detected by the on-board systems and both UAVs may collide with each other.

It is the object of the present invention to provide a concept to solve the problems described above, in particular a concept for improved collision avoidance between UAVs, in particular drones.

This object is solved by the features of the independent claims. Advantageous forms of further education are the subject of the dependent claims.

The mechanism described below relates to UAVs, because in this context the requirements are even more complex and demanding due to the three-dimensional nature of the movements compared to terrestrial traffic. However, the principle of combining sensors with wider mechanisms used by specific mobile communication technologies can also be applied to other situations. Nonetheless, the description focuses on unmanned aerial vehicles, especially drones.

A basic idea of the application is to equip the UAVs with other electronic systems that allow UAVs to recognize each other and exchange data to coordinate their trajectories. It makes sense to avoid or at least limit the coordination via a central instance and to keep the necessary information flow only between the affected UAVs, so as to keep the entire communication and thus the effort as low as possible.

The control of UAVs or drones over a cellular network (e.g., LTE, "Long Term Evolution") allows drone missions over long distances without line of sight with the pilot. One particular challenge is that the drone pilot can not see if other drones are near his drone and there is a potential for collision. With the concept of direct ("Device-to-Device", D2D) communication presented here, all drones can be equipped with a transmitter that transmits their current position and their flight behavior to other drones in the immediate vicinity, so that collisions are largely avoided to let.

The methods and systems presented below may be of various types. The individual elements described may be hardware or software components be realized, for example, electronic components that can be produced by various technologies and include, for example, semiconductor chips, ASICs, microprocessors, digital signal processors, integrated electrical circuits, electro-optical circuits and / or passive components.

The following introduced drones or general unmanned systems or UAVs, are largely controlled via a wireless mobile network. Fly or drive in visual line of sight, they are typically controlled via WiFi by a pilot on the ground, outside the line of sight, the pilot can control them via mobile networks of telecommunications providers.

In the following description, the term UAV refers to an unmanned aerial vehicle or a remote controlled flying object. Unmanned aerial vehicles (UAVs) and drones are described below. A UAV, commonly known as a drone, unmanned aerial vehicle (UAS), remote-controlled aircraft (RPAS), remote-controlled aircraft, is an aircraft without a human pilot aboard. A UAV is defined as a powered, airborne vehicle that does not carry a human operator, uses aerodynamic forces to generate vehicle lift that can autonomously fly or be remotely controlled, and that can carry a payload. The flight of UAVs can take place according to different degrees of automation: either by remote control by a human operator or pilot or completely or at least partially autonomously by an on-board computer.

UAVs, as described below, may be equipped with global GNSS receivers (GPS, GLONASS, Galileo) to determine their position with high precision (within a few meters) using a time signal transmitted along a line of sight from a satellite. The GNSS receivers can be used to provide position, navigation, or position tracking. In addition, the received signals allow the electronic receiver to calculate the current local time with high accuracy, allowing for time synchronization.

The devices, systems and methods presented below are capable of transmitting information over a communication network. Such a communication network may include various technologies and network standards, for example a mobile network according to the 5G system architecture. The information can be transmitted by direct communication between two (or more) devices without routing the traffic over the network. For example, the LTE-Direkt technology, also known by the abbreviation LTE-V2x (Long Term Evolution Vehicle-to-Everything), can be used, or the WLAN standard 801.11 p or even the Bluetooth standard.

One concept of the application is to equip all or at least individual UAVs or drones with a transmitter which sends its current position and flight behavior to other UAVs or drones in the immediate vicinity. For this purpose, for example, a communication system can be used that already exists for road traffic. The vehicles are equipped with a transmitter for LTE-V2X or IEEE 802.11p, with which a vehicle can send data to all other vehicles in its environment. IEEE 802.11p is a standard to extend the IEEE 802.11 standard to establish wireless technology in passenger vehicles and to provide a reliable interface for intelligent traffic applications. 802.11p is considered the cornerstone of Dedicated Short Range Communication (DSRC) in the 5.85 to 5.925 GHz frequency band. The new radio standard for intelligent traffic systems is mainly aimed at applications in the field of cooperative systems. With the use of LTE-V2X (Long Term Evolution Vehicle-to-everything) vehicles exchange information directly with each other. This allows low latency and soon communication in real time. Mobile radio (LTE) regulates when and what data between the vehicles (V2X) are transmitted. Information about potential hazardous situations has priority and is forwarded very quickly to all persons and cars in the immediate vicinity. In parallel, road users send and receive information via the comprehensive mobile network (LTE). This way, obstacles or traffic jams can be detected and avoided even from far away.

In the ETSI standards "ETSI TS 102 637-2 Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Part 2: Specification of Cooperative Awareness Basic Service "and" ETSI TS 102 637-3 Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Part 3: Specifications of Decentralized Environmental Notification Basic Service "specifies formats for the messages and the content they contain that can be exchanged between vehicles via LTE-V2X or IEEE 802.11p. Such a system can also be used for UAVs or drones. For this purpose, the UAVs or drones are equipped with LTE radio modules that can communicate with each other via (normal) LTE (ie via the LTE Uu air interface) with the base station as well as with LTE-V2X. Then the drones can mutually support each other to inform about their current position and their flight behavior. Each drone then forwards the information received from neighboring drones via LTE-Uu to its pilot.

For example, for use with UAVs or drones, the LTE-V2X and ETSI standards described above may be modified as follows: The information elements of the messages specified in the above ETSI standards are partially specific to road vehicles. Such information elements can therefore be modified accordingly and adapted to the situation of drones. LTE-V2X makes it possible to manage the radio resources used for vehicle-to-vehicle communication. Among other things, the vehicles may be informed of parameters that govern access to these radio resources depending on the location of the vehicle. Geo-coordinates with latitude and longitude are used, but without height information. The latter can be supplemented for use with UAVs or drones. Furthermore, the spread of mobile radio networks above the antennas has special features and deviations from the "normal" supply situation on the ground, so that corresponding situation-adapted extensions of the signaling for LTE-V2X make sense.

According to a first aspect, the invention relates to an unmanned aerial vehicle (UAV), in particular a drone, comprising: a navigation module, which is designed to determine a current position and a current flight characteristic of the UAV; a radio transmission module which is designed to transmit information about the current position and the current flight characteristics of the UAV to one or more other objects, in particular other UAVs, within a radio range of the UAV, in particular via a device-to-device, D2D, communication ; a radio receiving module which is adapted to receive a radio signal from at least one other object, in particular another UAV, in particular via the device-to-device, D2D, communication, wherein the radio signal information about a current position and a current flight characteristic the at least one other object comprises; and a radio control interface, which is configured to transmit the information about the current position and the current flight characteristic of the at least one other object to a control module for controlling the UAV.

By providing the UAV with a radio transmitter module and a radio receiver module, UAVs can recognize each other and exchange data to coordinate their trajectories. Through direct communication (D2D communication) between the UAVs, coordination via a central instance can be avoided or restricted as far as possible. The required information flow is only conducted between the affected UAVs, which simplifies the entire communication and thus reduces the effort, in particular for signaling, reduced. The battery can be conserved, which increases the life or time between two battery charges of the UAV and thus increases customer satisfaction.

According to one embodiment of the UAV, the radio transmission module is designed to transmit the information according to the radio standards LTE-V2X and / or IEEE 802.11p; the radio reception module is adapted to receive the information according to the radio standards LTE-V2X and / or IEEE 802.11p; and the radio control interface is designed as an LTE Uu air interface.

This has the advantage that the device-to-device communication between the UAVs can take place via standardized interfaces, which reduces the outlay for the technical implementation of the radio transmission module and the radio reception module. Also, the effort for the technical realization of the radio control interface is reduced, if one can fall back on a standardized LTE Uu air interface. LTE-Uu also has the advantage that a large-area radio coverage can be provided, i. the flight range is not limited to the range of a radio transmitter that can be carried by the pilot.

According to one embodiment of the UAV, the current position of the UAV includes a geographical position indication based on latitude and longitude and an additional altitude specification of the UAV.

This has the advantage that the above-mentioned methods for device-to-device communication can be easily used in the airspace. The positioning methods may operate in the same manner as vehicle-to-vehicle communications when the additional altitude coordinate is introduced to determine if a first UAV is at a different altitude than a second UAV. Without this additional altitude coordinate, a crash could be displayed where none exist, such as when two UAVs are flying at different heights.

According to one embodiment of the UAV, the navigation module comprises: a position determination module, in particular a Global Navigation Satellite System (GNSS) receiver for determining the geographical Position specification of the UAV; and a height sensor for determining the altitude of the UAV.

This has the advantage that the GPS receiver already present in UAVs can also be used for the new collision avoidance methods as presented in this application. In some UAVs is already an altimeter, which can be used. The design effort is reduced. It is also possible to determine a height of the UAV via the GPS signals if no altimeter is present.

According to one embodiment of the UAV, the current flight characteristic of the UAV includes information about a current heading of the UAV and a current velocity of the UAV on that course.

This has the advantage that, with the aid of this information, a UAV or a controller of the UAV can easily determine whether its heading is consistent with the heading of an adjacent object, e.g. of a neighboring UAV may possibly cross. The pilot of the UAV can then use this information to take simple countermeasures, e.g. Change speed or change your own course to prevent a collision.

According to one embodiment of the UAV, the radio transmission module is designed to transmit the information about the current position and the current flight characteristics of the UAV periodically.

This has the advantage that the battery is spared during periodic emission. The period can be adjusted to allow the neighboring UAVs enough reaction time to change their flight behavior. For example, the period may depend on a speed of the UAV. The higher the speed, the smaller the period and vice versa.

According to one embodiment of the UAV, the radio transmission module is designed to adjust the radio range of the UAV.

This has the advantage that the radio visibility of the UAV is variably adjustable. This allows the UAV to set a higher radio range at high speed to be perceived faster and to set a lower radio range at low speed to save power. This increases the collision safety.

The limited range - as described above - has the further advantage that only limited frequency resources are used in the surrounding area and disturbances or impairments of other transmit / receive systems in the same frequency range will thus hardly be given or a complex coordination is not required.

According to one embodiment, the UAV comprises an anti-collision module configured to perform an anti-collision control of the UAV based on the information of the radio signal received from the at least one other object.

This has the advantage that the control of the UAV can be carried out in dangerous situations independently of the pilot, so that shortens due to the anti-collision control in the UAV, the reaction time in critical situations and collision safety is increased. When using the device-to-device communication increases the collision security compared to previous anti-collision controls, which rely solely on front and bottom sensors.

According to an embodiment of the UAV, the anti-collision module further comprises a plurality of anti-collision sensors for detecting obstacles in a trajectory of the UAV and is configured to reduce at least a portion of the anti-collision sensors to a reduced-normal mode Power consumption as long as the radio receiving module receives no radio signal from other objects.

This has the advantage of increasing the battery life of the UAV because the anti-collision sensors can be turned off or put into power-down mode when the D2D communication does not detect objects in the vicinity of the UAV. The D2D communication thus acts as a second or extended sensor to detect possible collision situations, which increases the collision safety.

According to an embodiment of the UAV, the radio signal from the at least one other object includes information about a current altitude and a current vertical speed of the at least one other object; and the anti-collision module is configured to determine, based on the current vertical velocity and the current altitude of the at least one other object, whether a collision with the at least one other object is possible or likely.

This has the advantage that with the data on the height and vertical speed of the other UAV can be easily determined whether a collision is imminent. Is the height of two UAVs different (depending on the dimensions of the UAVs) and the vertical velocity of the other object zero, the UAV can also reduce its own vertical velocity to zero to avoid a collision. The algorithm for determining a possible collision is simplified, and the packet length of the data to be transmitted is reduced if only height and vertical speed have to be transmitted. Alternatively, the radio signal may include only the current altitude, which further reduces the packet length. The UAV can then determine the vertical speed from the difference between two received altitude values at a known transmission time interval.

According to a second aspect, the invention relates to a control module for controlling an unmanned aerial vehicle (UAV), in particular a drone, comprising: a radio control interface, which is configured to obtain from the UAV information about a current position and a current flight characteristic of at least one other object, in particular another UAV, to receive in a radio range of the UAV; a display configured to graphically display the received information about the current position and the current flight characteristics of the at least one other object to a pilot for controlling the UAV; and an input configured to capture commands from the pilot to control the UAV and to communicate via the radio control interface to the UAV.

By relaying the information about the current position and the current flight characteristics of the other UAVs within the radio range of the UAV to the control module via the control interface, the pilot at the control module can easily see which objects are within range of his own UAV and thus take timely countermeasures to prevent a collision. The pilot may provide control commands to the UAV via the control interface to coordinate the trajectory of his own UAV with the trajectories of the other UAVs. This increases the collision safety.

According to one embodiment of the control module, the current position of the UAV comprises a geographical position specification based on latitude and longitude as well as an additional altitude specification of the UAV.

This has the advantage that the methods for device-to-device communication described above can be easily used in the airspace. The positioning methods may operate in the same manner as vehicle-to-vehicle communications when the additional altitude coordinate is introduced to determine if a first UAV is at a different altitude than a second UAV. Without this additional altitude coordinate, a crash could be displayed where none exist, such as when two UAVs are flying at different heights.

According to one embodiment of the control module, the current flight characteristic of the UAV includes information about a current heading of the UAV and a current velocity of the UAV on that course.

This has the advantage that, with the aid of this information, the UAV control module or control device can easily determine whether the price of its UAV is equal to the price of a neighboring object, e.g. of a neighboring UAV may possibly cross. The pilot of the UAV can then use this information to take simple countermeasures, e.g. Change speed or change your own course to prevent a collision.

According to one embodiment of the control module, the display is designed to provide information about other objects, which are in collision range with the UAV, with a warning.

This has the advantage that the pilot is easily signaled when there is a risk of collision, so that he can take timely countermeasures, e.g. Change your own course or reduce the speed of your UAV.

According to a third aspect, the invention relates to a method for radio-based collision detection of an unmanned aerial vehicle, UAV, in particular of a drone, comprising the following steps: determining a current position and a current flight characteristic of the UAV; Transmitting, in particular via a device-to-device, D2D, communication, information about the current position and the current flight characteristics of the UAV via a radio interface to other objects, in particular other UAVs, within a radio range of the UAV; Receiving, in particular via the device-to-device, D2D, communication, of radio signals from at least one other object, in particular at least one other UAV, wherein the radio signals comprise information about a current position and a current flight characteristic of the at least one other object; and transmitting the information about the current position and the current flight characteristic of the at least one other object to a control module for controlling the UAV.

By transmitting information via the radio interface of the UAV and receiving information from other UAVs by radio, the method allows mutual recognition UAVs or objects that are able to communicate via D2D communication as well as an exchange of data between these objects so as to coordinate their trajectories to each other. Through direct communication (D2D communication) between the UAVs, coordination via a central instance can be avoided or restricted as far as possible. The required information flow is only conducted between the affected UAVs, which simplifies the entire communication and thus reduces the effort, in particular for signaling, reduced. The battery can be conserved, which increases the life or time between two battery charges of the UAV and thus increases customer satisfaction.

• 1 eine schematische Darstellung eines gewöhnlichen UAV 100 mit Sensoren in Fahrtrichtung 111 und zum Boden hin 112 und entsprechenden toten Winkeln 110 in den anderen Richtungen;
• 2 eine schematische Darstellung eines Kollisionsszenarios 200 der seitlichen Annäherung zweier UAVs 210, 220, welche nur mit Frontsensoren 211, 221 ausgestattet sind;
• 3 eine schematische Darstellung eines Szenarios 300 der seitlichen Annäherung zweier Drohnen 310, 320, welche nach D2D-Kommunikation einen Schnellcheck gemäß einer beispielhaften Ausführungsform ausführen.
• 4 eine schematische Darstellung eines UAVs 400 gemäß einer beispielhaften Ausführungsform;
• 5 eine schematische Darstellung eines Steuerungsmoduls 500 gemäß einer beispielhaften Ausführungsform; und
• 6 eine schematische Darstellung eines Verfahrens 600 zur Kollisionsvermeidung eines UAVs gemäß einer beispielhaften Ausführungsform.

Further embodiments will be explained with reference to the accompanying drawings. Show it:

• 1 a schematic representation of an ordinary UAV 100 with sensors in the direction of travel 111 and to the ground 112 and corresponding blind spots 110 in the other directions;
• 2 a schematic representation of a collision scenario 200 the lateral approach of two UAVs 210 . 220 , which only with front sensors 211 . 221 are equipped;
• 3 a schematic representation of a scenario 300 the lateral approach of two drones 310 . 320 which perform a quick check according to an exemplary embodiment after D2D communication.
• 4 a schematic representation of a UAVs 400 according to an exemplary embodiment;
• 5 a schematic representation of a control module 500 according to an exemplary embodiment; and
• 6 a schematic representation of a method 600 for collision avoidance of a UAV according to an exemplary embodiment.

In the following detailed description, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. It should be understood that other embodiments may be utilized and structural or logical changes may be made without departing from the concept of the present invention. The following detailed description is therefore not to be understood in a limiting sense. Further, it should be understood that the features of the various embodiments described herein may be combined with each other unless specifically stated otherwise.

Aspects and embodiments will be described with reference to the drawings, wherein like reference numerals generally refer to like elements. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of one or more aspects of the invention. However, it will be apparent to one skilled in the art that one or more aspects or embodiments may be practiced with a lesser degree of specific details. In other instances, well-known structures and elements are shown in schematic form to facilitate describing one or more aspects or embodiments. It is understood that other embodiments may be utilized and structural or logical changes may be made without departing from the concept of the present invention.

Furthermore, while a particular feature or aspect of an embodiment may have been disclosed in terms of only one of several implementations, such feature or aspect may be combined with one or more other features or aspects of the other implementations, as for a given or particular one Application may be desirable and advantageous. Furthermore, to the extent that the terms "contain," "have," "with," or other variants thereof are used in either the detailed description or the claims, such terms are intended to include such terms in a manner similar to the term "comprising." The terms "coupled" and "connected" may have been used along with derivatives thereof. It should be understood that such terms are used to indicate that two elements independently cooperate or interact with each other, whether they are in direct physical or electrical contact or are not in direct contact with each other. In addition, the term "exemplary" is to be considered as an example only, rather than the term for the best or optimal. The following description is therefore not to be understood in a limiting sense.

1 shows a schematic representation of a common UAV 100 with sensors in the direction of travel 111 and to the ground 112 and corresponding blind spots 110 in the other directions. The UAV 100 is only with a limited set of sensors 111 . 112 equipped to detect obstacles. In this example, the UAV includes 100 a first level of sensors 112 to the ground to support the automatic landing, and a second level of sensors 111 in direction of travel (in 1 to the right) to detect obstacles in normal flight. This results in a dead angle or a blind area 110 , which is not detectable by the sensors, and in which it can come to collisions.

2 shows a schematic representation of a collision scenario 200 the lateral approach of two UAVs 210 . 220 , which only with front sensors 211 . 221 are equipped. As above 1 already described, creates a dead angle or a blind area, through the front sensors 211 . 221 is not detectable. With lateral approach of the two UAVs 210 . 220 finally it comes to a collision 230 , as none of the front sensors 211 . 221 of the two UAVs 210 . 220 recognize a rapprochement in time.

According to the concept presented in this application, the UAVs 210 . 220 be equipped with other electronic systems that allow the UAVs 210 . 220 recognize each other and can exchange data to coordinate their trajectories and the collision 230 to avoid. This will be the UAVs 210 . 220 equipped with a transmitter that sends its current position and flight behavior to the other UAV. For this purpose, for example, a communication system can be used that already exists for road traffic. The vehicles are equipped with a transmitter for LTE-V2X or IEEE 802.11p, with which a vehicle can send data to all other vehicles in its environment. In the two ETSI standards mentioned above "ETSI TS 102 637-2 Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Part 2: Specification of Cooperative Awareness Basic Service "and" ETSI TS 102 637-3 Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set of Applications; Part 3: Specifications of Decentralized Environmental Notification Basic Service "specifies formats for the messages and the content they contain that can be exchanged between vehicles via LTE-V2X or IEEE 802.11p. Such a system can be used for both UAVs 210 . 220 be used. These are the two UAVs 210 . 220 equipped with LTE radio modules that can communicate with each other via (normal) LTE (ie via the LTE Uu air interface) with the base station, ie the pilot control module, as well as with the LTE-V2X. Then the two UAVs can 210 . 220 inform each other about their current position and their flight behavior. Subsequently, each UAV directs 210 . 220 the information received from the neighboring UAV via LTE-Uu to its pilot. Alternatively, this forwarding can also be done via WiFi, however, the range of the WiFi radio cell is relatively small, so that the pilot may not fly without line of sight.

For use with the UAVs 210 . 220 For example, the LTE-V2X and ETSI standards described above may be adapted to the specific situation of the UAVs moving in three-dimensional space as follows: The information elements of the messages specified in the above-mentioned ETSI standards may therefore be modified accordingly the situation of the UAVs 210 . 220 be adjusted. LTE-V2X makes it possible to manage the radio resources used for vehicle-to-vehicle communication. Among other things, the vehicles may be informed of parameters that govern access to these radio resources depending on the location of the vehicle. Geo-coordinates with latitude and longitude are used, but without height information. The latter are for use in the UAVs 210 . 220 added. Further, situation-adapted extensions make sense, which take into account the spread of mobile networks above the antennas. This results in a corresponding extension of the signaling for LTE-V2X, with the efficient collision avoidance between the two UAVs 210 . 220 becomes possible. Exemplary embodiments of such adjustments are described below.

It is assumed below that one of these extensions of the LTE-V2X and ETSI standards is agreed between the manufacturers as standard for such communication between UAVs.

In an exemplary implementation, each UAV sends 210 . 220 periodically, eg every second, one signal off. Given the limited radio range of these technologies or the ability to reduce the range (as in LTE-Direkt or LTE-V2x), the signal is only noticed in a limited range such as 50-100 m in all directions around the UAV. At a realistic speed of about 10-20 m / s (ie 36-72 km / h), this provides electronic visibility of each UAV for 5-10 seconds prior to contact with other objects equipped with this technology.

For example, the signal to be transmitted described above is the current position (eg, defined by GPS data) including altitude, heading information, and speed. This makes all necessary information about surrounding UAVs in the near distance transparent for each UAV, while those at greater distances are not affected (need-to-know). Principle, ie only necessary information is forwarded).

Once such D2D communication or sensing is employed, this extended range, including other similar technology objects, can be used for a variety of purposes, particularly D2D-assisted collision avoidance as described below 3 to 6 described in more detail or for energy optimization, as shown below.

On-board sensor technology is another power consumer that is particularly critical for power-supplied UAVs. Increasing the number of sensors as well as the complexity of the sensors that assist in detecting a full 360 ° sensor range increases power consumption. The full functionality of the sensors is not needed in most cases. Due to the combination with a D2D communication, the sensors are only fully activated in the event of feedback via D2D and ensure an anti-collision due to the measures implemented. If there is no response via D2D, they will revert to Low Power or Sleep Mode. It may be useful not to completely turn off these sensors, or at least keep them active in the direction of flight, to be prepared for objects not equipped with D2D technology.

3 shows a schematic representation of a scenario 300 the lateral approach of two drones 310 . 320 which perform a quick check according to an exemplary embodiment after D2D communication. In this scenario, there is a first UAV 310 at an exemplary height of 80 m and moves only in the horizontal direction, but not in the vertical direction. A second UAV 320 is located at an exemplary height of 50 m and also moves only in the horizontal direction, but not in the vertical direction, so that no collision is expected. Using D2D communication exchange the two UAVs 310 . 320 corresponding information from: UAV 310 informs UAV 320 by sending a radio signal 311 about his current height ( 80 m) and its current vertical velocity ( 0 m / s); and UAV 320 informs UAV 310 by sending a radio signal 321 about its current altitude (50 m) and its current vertical speed (0 m / s). This allows both UAVs 310 . 320 perform a quick check to see if a collision can occur.

Not only can the D2D communication be used to detect objects by giving an answer in the presence of such an object, but in an exemplary implementation a very small data packet consisting of current height and vertical motion only can be provided. With this data, each UAV or drone can quickly check whether the other object is or could be at the same altitude, for example, using the vertical speed indicator as in 3 shown.

For example, if the detection range for D2D communication is 50 m, then two UAVs will notice each other 310 . 320 each other. If the first UAV 310 moving at an altitude of 80 m and the second UAV 320 moving at a height of 50 m and both have a vertical speed of 0 km / h, there is no real risk of collision, except in the case of an abrupt change in the instantaneous movement. However, this can be avoided by the sensor control described above, so that no costly mechanisms for collision avoidance must be started in course calculations.

4 shows a schematic representation of an unmanned aerial vehicle (UAV) 400 , in particular a drone, according to an exemplary embodiment. The UAV 400 implements the above to the 2 and 3 described D2D communication, thus providing an efficient collision avoidance.

The UAV 400 includes a navigation module 401 , a radio transmitter module 402 , a radio reception module 403 and a radio control interface 404 , The navigation module 401 is trained, a current position and a current flight characteristics of the UAV 400 to determine. For example, the current position of the UAV 400 about receiving a satellite signal 411 from one or more satellites 410 be determined. The current flight characteristics or flight behavior includes a course on which the UAV 400 currently located. This can be done, for example, by measuring the rotor settings and the current speed of the UAV 400 be determined. The wireless transmitter module 402 is trained information 421 about the current position and the current flight characteristics of the UAV 400 to one or more other objects 420 , in particular other UAVs 420 , within a radio range of the UAV 400 to be sent, in particular via a device-to-device, D2D, communication. The radio reception module 403 is formed, a radio signal from at least one other object 420 , especially another UAV 420 to receive, in particular via the device-to-device, D2D, communication. The radio signal comprises information 422 about a current position and a current flight characteristic of the at least one other object 420 , Wireless transmitter module 402 and radio reception module 403 may be implemented as a single transceiver that both transmits and receives radio signals. Although in 4 for simplicity, just another drone 420 may be in the radio range of the UAV 400 several objects are located. The wireless transmitter module 402 can send signals to multiple objects and the radio receiver module 403 can simultaneously or sequentially receive signal from multiple objects, such as other UAVs or drones. The radio control interface 404 is trained, the information 422 about the current position and the current flight characteristics of the at least one other object 420 to a control module 500 to control the UAV 400 to transmit, eg a control module 500 as in 5 described. The data can be transmitted via LTE or via WiFi. The control module 500 can be a remote control with which a pilot 505 the UAV 400 can control.

The wireless transmitter module 402 can the information 421 For example, according to one of the wireless standards LTE-V2X or IEEE 802.11p send out. The radio reception module 403 can the information 422 eg according to one of the radio standards LTE-V2X or IEEE 802.11 p. The two wireless standards can be the ones above 2 and 3 have extensions described in order to realize an adaptation to the communication in the airspace. The radio control interface 404 For example, it can be designed as an LTE Uu air interface or alternatively as a WiFi interface.

The current position of the UAV 400 may include, for example, a geographical position indication based on longitude and latitude and an additional altitude specification of the UAV 400 to adapt to navigation in three-dimensional space. The navigation module 401 In addition, a position determination module, in particular a Global Navigation Satellite System (GNSS) receiver, can have the geographical position specification of the UAV 400 to determine. Optionally, the navigation module 401 a height sensor for determining the altitude of the UAV 400 respectively. The altimeter can perform the height measurement eg barometric, with sound, with microwaves or with laser beams. In the case of barometric altitude measurement, the altitude is measured on the basis of the external air pressure.

The current flight characteristics of the UAV 400 can provide information about a current price of the UAV 400 and a current speed of the UAV 400 on this course. In the simplest case, information can be 311 about a current altitude and a current vertical speed of the UAV 400 be signaled to another UAV, as in 3 described. The information may additionally indicate a direction of flight, for example by means of a compass (eg in the direction north-east), as well as a horizontal speed in this direction of flight.

In one version of the UAV 400 can the radio transmitter module 402 the information 421 about the current position and the current flight characteristics of the UAV 400 send out periodically, eg every second or every 2, 3, 4, 5 or 10 seconds.

The UAV 400 or the radio transmitter module 402 of the UAV 400 may also be formed, the radio range of the UAV 400 to adjust itself, for example, by power control of the radiation of the D2D radio signal to the other UAVs 420 , This allows the UAV 400 to adjust his sight. For example, at higher speeds, it can set a larger radio range to be perceived even by more distant objects. At very low speed or zero speed, the UAV 400 also adjust the radiation of radio signals in order to save power. Furthermore, the radio reception module 403 in one embodiment, adjust its receive resolution to adjust a range of received radio signals.

The UAV 400 may include an anti-collision module configured to provide anti-collision control of the UAV 400 based on the information 422 that of the at least one other object 420 received radio signal. The anti-collision module may include a plurality of anti-collision sensors, eg sensors 111 . 112 as in 1 described or sensors 211 . 221 as in 2 shown for detecting obstacles in a trajectory of the UAV 400 respectively. The anti-collision module can all or at least part of the anti-collision sensors 111 . 112 . 211 . 221 in a mode with reduced power consumption compared to a normal operation (power-down mode) as long as the radio receiving module 403 no radio signal from other objects 420 receives or if no other object is detected in radio range. This can reduce the power consumption and increase the service life.

The radio signal from the at least one other object 420 can information 422 . 321 about a current altitude and a current vertical speed of the at least one other object 420 . 320 include, as in 4 and 3 shown. The anti-collision module can handle this information 422 . 321 that is, based on the current vertical velocity and the current height of the at least one other object 420 . 320 , determine whether a collision with the at least one other object 420 possible or likely.

5 shows a schematic representation of a control module 500 according to an exemplary embodiment. With the control module 500 can be an unmanned aerial vehicle, UAV 400 In particular, a drone are controlled, for example, one of the UAVs described in the previous figures 100 . 210 . 220 . 310 . 320 . 400 , The control module 500 includes a radio control interface 501 which is the counterpart to the above 4 described radio control interface 404 represents a display or screen 502 and an input 503 , eg a keyboard or an input option via the screen 502 as usual with smartphones. The input 503 can also be a control panel with one or more joysticks or joysticks as is common for controlling drones.

The radio control interface 501 is trained by the UAV 400 information 510 about a current position and a current flight characteristic of at least one other object 420 , in particular another UAV, in a radio range of the UAV 400 to recieve. the display 502 is trained, the information received 510 about the current position and the current flight characteristics of the at least one other object 420 the pilot 505 to control the UAV 400 graphically or in any other appropriate way (acoustic, sensory, haptic, textual) 512 , The input 503 is trained, commands 511 of the pilot 505 to control the UAV 400 and via the radio control interface 501 to the UAV 400 to convey.

The pilot 505 So receives a graphical representation of the space in which the UAV 400 stops including other objects such as other UAVs or drones and can be UAV based on this information 400 control accordingly to avoid a collision.

The current position of the UAV 400 For example, a geographical position based on latitude and longitude and an additional altitude of the UAV 400 include. The current flight characteristics of the UAV 400 can provide information, eg information 311 as in 3 represented, over a current course of the UAV 400 and a current speed of the UAV 400 on this course. the display 502 can provide information about other objects 420 , which are in collision range to the UAV 400 provided with a warning to alert the pilot to a dangerous situation.

6 shows a schematic representation of a method 600 for collision avoidance of a UAV according to an exemplary embodiment. The UAV is an unmanned aerial vehicle, UAV 400 as in 4 and 5 described, in particular a drone. For example, the UAV may be one of the UAVs described in the previous figures 100 . 210 . 220 . 310 . 320 . 400 his.

The procedure 600 includes a first step 601 : Determine a current position and a current flight characteristic of the UAV, eg as above 4 described.

The procedure 600 includes a second step 602 Transmission, in particular via a device-to-device, D2D, communication, of information about the current position and the current flight characteristics of the UAV via a radio interface to other objects, in particular other UAVs, within a radio range of the UAV, eg as above 4 described.

The procedure 600 includes a third step 603 : Receiving, in particular via the device-to-device, D2D, communication, of radio signals from at least one other object, in particular at least one other UAV, wherein the radio signals comprise information about a current position and a current flight characteristic of the at least one other object, eg as above 4 described.

The procedure 600 includes a fourth step 604 Transmission of the information about the current position and the current flight characteristics of the at least one other object to a control module for controlling the UAV, eg as above 4 described.

The steps do not have to be performed in the order given here.

The procedure 600 may include further steps, such as those corresponding to those above 4 and 5 described method steps.

One aspect of the invention also includes a computer program product that can be loaded directly into the internal memory of a digital computer and includes software code portions that enable it 6 described method 600 or the too 3 to 5 can be performed when the product is running on a computer. The computer program product may be stored on a computer-suitable non-transitory medium and include computer readable program means for causing a computer to perform the method 600 perform.

The computer may be a PC, for example a PC of a computer network. The computer may be implemented as a chip, an ASIC, a microprocessor or a signal processor and may be located in a computer network, for example in a communications network.

It is to be understood that the features of the various embodiments described herein by way of example may be combined with each other except as specifically stated otherwise. As shown in the specification and drawings, individual elements that have been shown to be related need not communicate directly with each other; Intermediate elements may be provided between the connected elements. Further, it is to be understood that embodiments of the invention may be implemented in discrete circuits, partially integrated circuits, or fully integrated circuits or programming means. The term "for example" is meant as an example only and not as the best or optimal. While particular embodiments have been illustrated and described herein, it will be apparent to those skilled in the art that a variety of alternative and / or similar implementations may be practiced instead of the illustrated and described embodiments without departing from the concept of the present invention.

Claims (15)

Unmanned aerial vehicle, UAV, (400) in particular drone, with: a navigation module (401) configured to determine a current position and a current flight characteristic of the UAV (400); a radio transmission module (402) which is configured to transmit information (421) about the current position and the current flight characteristics of the UAV (400) to one or more other objects (420), in particular other UAVs, within a radio range of the UAV (400 ), in particular via a device-to-device, D2D, communication; a radio receiving module (403), which is configured to receive a radio signal from at least one other object (420), in particular another UAV, in particular via the device-to-device, D2D, communication, wherein the radio signal contains information (422 ) comprises a current position and a current flight characteristic of the at least one other object (420); and a radio control interface (404) configured to communicate the information (422) about the current position and the current flight characteristic of the at least one other object (420) to a control module (500) for controlling the UAV (400). UAV (400) after Claim 1 wherein the radio transmitter module (402) is adapted to transmit the information (421) according to the radio standards LTE-V2X and / or IEEE 802.11p; wherein the radio receiving module (403) is adapted to receive the information (422) according to the radio standards LTE-V2X and / or IEEE 802.11p; and wherein the radio control interface (404) is configured as an LTE Uu air interface. UAV (400) after Claim 1 or 2 wherein the current position of the UAV (400) comprises a geographic location indication based on latitude and longitude and an additional altitude indication of the UAV (400). UAV (400) after Claim 3 wherein the navigation module (401) comprises: a position determination module, in particular a Global Navigation Satellite System (GNSS) receiver for determining the geographical position specification of the UAV (400); and a height sensor for determining altitude indication of the UAV (400). The UAV (400) of any one of the preceding claims, wherein the UAV current flight characteristic (400) includes information (311) about a current heading of the UAV (400) and a current velocity of the UAV (400) on that course. The UAV (400) of any one of the preceding claims, wherein the radio transmitter module (402) is adapted to periodically transmit the information (421) about the current position and flight characteristics of the UAV (400). The UAV (400) of any one of the preceding claims, wherein the radio transmitter module (402) is adapted to adjust the radio range of the UAV (400). A UAV (400) according to any one of the preceding claims, comprising an anti-collision module configured to perform anti-collision control of the UAV (400) based on the information (422) of the radio signal received by the at least one other object (420). UAV (400) after Claim 8 wherein the anti-collision module further comprises a plurality of anti-collision sensors (111, 112) for detecting obstacles in a trajectory of the UAV (400) and configured to form at least a portion of the anti-collision sensors (111, 112 ) in a mode with reduced compared to a normal operation power consumption as long as the radio receiving module (403) receives no radio signal from other objects (420). UAV (400) after Claim 8 or 9 wherein the radio signal from the at least one other object (420) contains information (422, 321) about a current altitude and a current vertical speed of the at least one other object (420, 320); and wherein the anti-collision module is configured to determine, based on the current vertical velocity and the current altitude of the at least one other object (420, 320), whether a collision with the at least one other object (420) is possible or probable. Control module (500) for controlling an unmanned aerial vehicle, UAV (400), in particular a drone, comprising: a radio control interface (501), which is configured to receive from the UAV (400) information (510) about a current position and a current flight characteristic of at least one other object (420), in particular another UAV, in a radio range of the UAV (400 ) to recieve; a display (502) configured to graph (512) the received information (510) about the current position and flight characteristics of the at least one other object (420) to a pilot (505) for controlling the UAV (400); and an input (503) configured to capture commands (511) of the pilot (505) for controlling the UAV (400) and to communicate via the radio control interface (501) to the UAV (400). Control module (500) after Claim 11 wherein the current position of the UAV (400) comprises a geographic location indication based on latitude and longitude and an additional altitude indication of the UAV (400). Control module (500) according to one of Claims 11 or 12 wherein the current flight characteristic of the UAV (400) includes information (311) about a current heading of the UAV (400) and a current velocity of the UAV (400) on that course. Control module (500) according to one of Claims 11 to 13 wherein the display (502) is adapted to provide information about other objects (420) in collision reach to the UAV (400) with a warning. A method (600) for radio-based collision detection of an unmanned aerial vehicle, UAV (400), in particular a drone, comprising the following steps: Determining (601) a current position and a current flight characteristic of the UAV; Transmitting (602), in particular via a device-to-device, D2D, communication, information about the current position and the current flight characteristics of the UAV via a radio interface to other objects, in particular other UAVs, within a radio range of the UAV; Receiving (603), in particular via the device-to-device, D2D, communication, of radio signals from at least one other object, in particular at least one other UAV, wherein the radio signals comprise information about a current position and a current flight characteristic of the at least one other object ; and Transmitting (604) the information about the current position and the current flight characteristic of the at least one other object to a control module for controlling the UAV.

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