JP2022107313A - Bird frightening system and bird frightening method - Google Patents

Abstract

To provide a bird frightening system for effectively frightening birds away.SOLUTION: A bird frightening system 1000 has a main flying body 10 (first flying body) that approaches a bird to frighten away it, and a sub-flying body 40 (second flying body) that automatically follows the main flying body 10 in a predetermined positional relationship. The approach of the main flying body 10 frightens the bird to fly up; and the bird is surprised by the sub-flying body 40 following the main flying body 10 in a predetermined positional relationship and then flies away. In this way, birds can be effectively frightened away.SELECTED DRAWING: Figure 2

Description

The present invention relates to a bird threatening system and a bird threatening method.

Various bird damages have become a problem. For example, seeds and paddy in paddy rice cultivation are eaten by birds, fields are trampled by birds, and aircraft takeoff and landing are hindered by birds. Therefore, a method has been proposed in which a drone equipped with a threatening speaker is remotely controlled wirelessly to drive away birds (for example, Patent Document 1).

Further, a method of controlling a plurality of flying objects to form a formation and fly stably is known (for example, Patent Documents 2 and 3).

JP-A-2019-62743 Japanese Unexamined Patent Publication No. 2019-185603 International Publication No. 2018/146803

In the method of flying an air vehicle equipped with a threatening speaker and driving away a bird as described in Patent Document 1, the bird temporarily evacuates when the air vehicle passes through, but bypasses the air vehicle after the air vehicle passes through. It may come back.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a bird threatening system and a bird threatening method capable of effectively warding off birds.

The bird threatening system of the present invention includes a first flying object that drives away the bird by approaching the bird, and a second flying object that automatically follows the first flying object in a predetermined positional relationship.

The bird threatening method of the present invention is a bird threatening method for driving away a bird, in which the bird flies toward the place where the bird is and the bird follows the rear of the first flying body. Fly the second aircraft towards where you are.

According to the present invention, birds can be effectively driven away.

FIG. 1 is a diagram showing a configuration of a bird threatening system according to the first embodiment. 2 (a) and 2 (b) are schematic views showing the flight states of the main aircraft and the sub-aircraft. FIG. 3 is a block diagram showing the configuration of the bird threatening system according to the first embodiment. FIG. 4 is a flowchart showing an example of flight control of the sub-aircraft according to the first embodiment. 5 (a) and 5 (b) are schematic views showing the experimental results of how to evacuate a bird to a flying object. FIG. 6 is a block diagram showing the configuration of the bird threatening system according to the second embodiment. FIG. 7 is a flowchart showing an example of flight control of the main vehicle according to the second embodiment. FIG. 8 is a flowchart showing an example of flight control of the sub-aircraft according to the second embodiment. FIG. 9 is a block diagram showing a configuration of a bird threatening system according to a modified example of the second embodiment. FIG. 10 is a flowchart showing an example of flight control of the main flying object in the modified example of the second embodiment. FIG. 11 is a flowchart showing an example of flight control of the sub-aircraft in the modified example of the second embodiment. FIG. 12 is a block diagram showing the configuration of the bird threatening system according to the third embodiment. FIG. 13 is a flowchart showing an example of flight control of the main vehicle according to the third embodiment. FIG. 14 is a flowchart showing an example of flight control of the sub-aircraft according to the third embodiment. FIG. 15 is a block diagram showing the configuration of the bird threatening system according to the fourth embodiment. FIG. 16 is a flowchart showing an example of flight control of the main vehicle according to the fourth embodiment. FIG. 17 is a flowchart showing an example of flight control of the sub-aircraft according to the fourth embodiment. FIG. 18 is a block diagram showing a configuration of a bird threatening system according to a fifth embodiment. FIG. 19 is a flowchart showing an example of the flight path rewriting process by the rewriting unit in the fifth embodiment. 20 (a) and 20 (b) are schematic views showing an example of a flight path before and after rewriting by the rewriting unit in the fifth embodiment. FIG. 21 is a block diagram showing the configuration of the bird threatening system according to the sixth embodiment.

<< First Embodiment >>
The bird threatening system according to the first embodiment will be described with reference to FIGS. 1 to 5. FIG. 1 shows the configuration of the bird threatening system 1000 according to the first embodiment. As shown in FIG. 1, the bird threatening system 1000 includes a main aircraft 10, an auxiliary aircraft 40, and a pilot 70.

The main flying object 10 is, for example, a drone, and includes a main body portion 11 and four rotary wings (propellers) 12 attached to the main body portion 11. Similarly, the sub-aircraft 40 is, for example, a drone, and includes a main body 41 and four rotors (propellers) 42 attached to the main body 41. The main aircraft 10 and the auxiliary aircraft 40 fly by rotating the rotor blades 12 and 42. The main aircraft 10 and / or the auxiliary aircraft 40 may be a fixed-wing aircraft having no rotor blades.

An imaging unit 43 is provided on the main body 41 of the sub-aircraft 40. The image pickup unit 43 is provided at a position where at least the front side of the sub-flying object 40 in the flight direction can take an image. The imaging unit 43 is a camera that images the front of the sub-aircraft 40 at a predetermined angle of view in order to control the flight of the sub-aircraft 40, and is, for example, a CCD camera. The sub-aircraft body 40 may be provided with a plurality of imaging units 43. In this case, a plurality of imaging units 43 can be used as a stereo camera.

The pilot 70 includes a main body 71, a control stick 72 provided on the main body 71, and a follow-up mode changeover switch 73 for switching on / off of the automatic follow-up mode. When operated by the user, the pilot 70 transmits operation information to the main aircraft 10 and the sub-aircraft 40 by wireless communication. The pilot 70 may be a wireless communication terminal such as a smartphone.

The user can control the main flying object 10 by picking up the main body 71 and operating the control stick 72. Even if the control stick 72 is operated, the sub-aircraft 40 cannot be operated. Further, when the user operates the follow-up mode changeover switch 73 for switching the on / off of the automatic follow-up mode, the pilot 70 transmits a follow-up mode on signal or a follow-up mode off signal. The sub-aircraft body 40 is capable of receiving the follow-up mode on signal and the off signal transmitted from the pilot 70. The automatic follow-up mode is a mode in which the sub-flying object 40 is automatically followed by the main flying body 10 to fly. The automatic follow-up means that the sub-aircraft 40 flies in substantially the same direction as the main air vehicle 10 at a substantially constant distance from the main air vehicle 10 without the user maneuvering the sub-aircraft body 40. ..

The frequency bands of the flight signal transmitted from the pilot 70 to the main aircraft 10 and the follow-up mode on signal and off signal transmitted from the pilot 70 to the sub-aircraft 40 are different. As an example, the frequency band of the flight signal is the 2.4 GHz band or the 5.7 GHz band, and the frequency band of the follow-up mode on signal and the off signal is the 920 MHz band.

2 (a) and 2 (b) show the flight states of the main aircraft 10 and the auxiliary aircraft 40. FIG. 2A is a schematic view of the state in which the main flight body 10 and the sub-flying object 40 are flying toward the flight direction DM from above, and FIG. 2B is a schematic view seen from the side. Is. In FIGS. 2A and 2B, the vertical direction is the Z-axis direction, the direction orthogonal to the Z-axis is the X-axis direction, and the Z-axis and the direction orthogonal to the X-axis are the Y-axis directions. It is assumed that the flight direction DMs of the main aircraft 10 and the auxiliary aircraft 40 are in the X-axis direction. In addition, in FIG. 2A and FIG. And the scale of the sub-aircraft 40 is increased.

As shown in FIGS. 2A and 2B, the sub-aircraft 40 automatically follows the main aircraft 10 from behind the main aircraft 10 and flies. That is, the sub-aircraft body 40 automatically follows the main air vehicle 10 in a direction substantially the same as that of the main air vehicle 10 while maintaining a substantially constant distance L from the main air vehicle 10. The distance L between the main aircraft 10 and the auxiliary aircraft 40 is, for example, 2 m to 20 m. For example, the sub-aircraft 40 is located diagonally behind the main aircraft 10 when viewed from above, and flies on the flight path FP2 substantially parallel to the flight path FP1 of the main aircraft 10 with an interval D1 in the Y-axis direction. do. The interval D1 is, for example, 1 m to 17 m. For example, when the main flying object 10 is viewed from above with the main flying object 10 as the origin, the first direction (-X direction) opposite to the traveling direction DM of the main flying object 10 is 0 °, and the second direction (-) orthogonal to the first direction. Assuming that the Y direction is 90 °, the auxiliary aircraft 40 is preferably located within the range of 30 ° to 60 °, and more preferably within the range of 40 ° to 50 °. The substantially same direction and substantially parallel are not limited to the case of being completely the same direction and parallel, but also include the case of being deviated from the same direction and parallel to the extent of an error in control accuracy. The distance D2 between the main aircraft 10 and the auxiliary aircraft 40 in the X-axis direction is, for example, 1 m to 17 m.

The flight path FP1 of the main aircraft 10 and the flight path FP2 of the sub-aircraft 40 are, for example, substantially the same altitude. That is, the sub-aircraft 40 flies at substantially the same altitude as the main aircraft 10. The substantially same altitude is not limited to the case of exactly the same altitude, but also includes the case where the altitude deviates to the extent of an error in control accuracy.

The sub-aircraft body 40 may be located substantially behind the main air vehicle 10 and automatically follow the main air vehicle 10. Further, the sub-aircraft body 40 may fly in a flight path higher than the flight path of the main flight body 10, or may fly in a flight path lower than that of the main flight body 10.

FIG. 3 shows a block diagram of the configuration of the bird threatening system 1000 according to the first embodiment.

(Main aircraft 10)
The main flying object 10 includes a control unit 20, a rotary wing mechanism 21, a wireless communication unit 22, a position detection unit 23, a geomagnetic detection unit 24, an ultrasonic detection unit 25, an angular velocity detection unit 26, and an acceleration detection. A unit 27, a storage unit 30, and a battery 31 are provided. The control unit 20 is configured by using, for example, a CPU (Central Processing Unit), an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), or the like. The control unit 20 performs signal processing for controlling the operation of each part of the main aircraft 10 and input / output processing of signals with other devices.

The control unit 20 includes a flight control unit 36 that controls the rotary wing mechanism 21 to control the flight of the main aircraft 10. The flight control unit 36 is realized by the cooperation between the software stored in the storage unit 30 and the hardware of the control unit 20. The storage unit 30 is, for example, a non-volatile semiconductor memory such as a flash memory, and may be provided in the main body unit 11 or may be removable from the main body unit 11. The flight control unit 36 controls the rotary wing mechanism 21 according to the flight signal received from the pilot 70 via the radio communication unit 22 to control the flight of the main aircraft 10.

The rotary blade mechanism 21 includes a plurality of rotary blades 12, a plurality of motors 32 for rotating the plurality of rotary blades 12, and a motor amplifier 33 that amplifies the current supplied from the battery 31 and supplies the current to the motor 32. .. The amount of current amplification by the motor amplifier 33 changes according to the signal from the flight control unit 36.

The wireless communication unit 22 performs wireless communication with the wireless communication unit 82 of the pilot 70. The wireless communication unit 22 receives various signals (for example, flight signals) from the wireless communication unit 82 of the pilot 70 to the control unit 20.

The position detection unit 23 is, for example, a GPS (Global Positioning System) sensor, receives signals indicating the positions of each GPS satellite transmitted from a plurality of GPS satellites, and receives signals of the main aircraft 10 based on the received plurality of signals. Detect the position. The position detection unit 23 outputs the position information of the main aircraft 10 to the control unit 20. The position information of the main aircraft 10 may be detected by the control unit 20 instead of the position detection unit 23. In this case, the position detection unit 23 outputs a signal indicating the position of each GPS satellite to the control unit 20.

The geomagnetic detection unit 24 is, for example, a geomagnetic sensor, which detects the direction and outputs the detection result to the control unit 20.

The ultrasonic detection unit 25 is, for example, an ultrasonic sensor, which emits ultrasonic waves, detects ultrasonic waves reflected by the ground or the like, and outputs the detection result to the control unit 20. The detection result may include the distance from the main aircraft 10 to the ground, that is, the altitude of the main aircraft 10.

The angular velocity detection unit 26 is, for example, a gyro sensor, detects angular velocities in the three axial directions of the pitch axis, roll axis, and yaw axis of the main aircraft 10, and outputs the detection result to the control unit 20.

The acceleration detection unit 27 is, for example, an acceleration sensor, which detects acceleration in the three axial directions of the main vehicle 10 in the front-rear direction, left-right direction, and up-down direction, and outputs the detection result to the control unit 20.

(Secondary aircraft 40)
The sub-aircraft body 40 includes a control unit 50, a rotary blade mechanism 51, a wireless communication unit 52, an imaging unit 43, a position detection unit 53, a geomagnetic detection unit 54, an ultrasonic wave detection unit 55, and an angular velocity detection unit. It includes 56, an acceleration detection unit 57, a timing unit 58, a follow-up mode changeover switch 59, a storage unit 60, and a battery 61. The control unit 50 is configured by using, for example, a CPU, an MPU, a DSP, or the like. The control unit 50 performs signal processing for controlling the operation of each part of the sub-aircraft body 40, input / output processing with other devices, and the like.

The control unit 50 includes an acquisition unit 65 and a flight control unit 66. The acquisition unit 65 acquires information on the positional relationship between the main aircraft 10 and the sub-aircraft 40. The flight control unit 66 automatically follows the main flight body 10 while maintaining a predetermined positional relationship with the main flight body 10 based on the information regarding the positional relationship acquired by the acquisition unit 65. In addition, it controls the flight of the sub-aircraft 40. For example, the acquisition unit 65 acquires image information including the main aircraft 10 imaged by the imaging unit 43 as information regarding the positional relationship between the main aircraft 10 and the sub-aircraft 40. The flight control unit 66 maintains the positional relationship between the main aircraft 10 and the sub-aircraft 40 acquired from the captured image including the main air vehicle 10 acquired by the acquisition unit 65, and the sub-aircraft 40 Controls the flight of the sub-aircraft 40 so that it automatically follows the main air vehicle 10. For example, when the flight control unit 66 sees the main aircraft 10 from the distance L between the auxiliary aircraft 40 and the main aircraft 10 acquired from the image information including the main aircraft 10 and the auxiliary aircraft 40. The flight of the sub-aircraft 40 is controlled so that the sub-aircraft 40 automatically follows the main air vehicle 10 while maintaining the predetermined distance and the predetermined direction. The acquisition unit 65 and the flight control unit 66 are realized by the cooperation between the software stored in the storage unit 60 and the hardware of the control unit 50. The storage unit 60 is, for example, a non-volatile semiconductor memory such as a flash memory, and may be provided in the main body 41 or may be removable from the main body 41.

The rotary blade mechanism 51 includes a plurality of rotary blades 42, a plurality of motors 62 for rotating the plurality of rotary blades 42, and a motor amplifier 63 that amplifies the current supplied from the battery 61 and supplies the current to the motor 62. .. The amount of current amplification by the motor amplifier 63 changes according to the signal from the flight control unit 66.

The imaging unit 43 captures at least the front of the sub-aircraft 40 in the flight direction. The image capturing unit 43 outputs the captured image information to the control unit 50. When the sub-flying object 40 flies following the main flying object 10, the imaging unit 43 captures an image including the main flying object 10 and outputs image information including the captured main flying object 10 to the control unit 50. do.

The wireless communication unit 52 communicates wirelessly with the wireless communication unit 82 of the pilot 70. The wireless communication unit 52 receives, for example, a follow-up mode on signal and an off signal from the wireless communication unit 82 of the pilot 70.

The position detection unit 53, the geomagnetic detection unit 54, the ultrasonic detection unit 55, the angular velocity detection unit 56, and the acceleration detection unit 57 are the position detection unit 23, the geomagnetic detection unit 24, the ultrasonic detection unit 25, and the angular velocity of the main vehicle 10. Since the functions are the same as those of the detection unit 26 and the acceleration detection unit 27, the description thereof will be omitted.

The timekeeping unit 58 has, for example, a timer, measures the time, and outputs the result to the control unit 50.

The follow-up mode changeover switch 59 is a switch for switching on / off of the automatic follow-up mode. The control unit 50 switches the automatic follow-up mode on / off in response to the user operating the follow-up mode changeover switch 59 or the follow-up mode on / off signal transmitted from the pilot 70.

(Manipulator 70)
The pilot 70 includes a control unit 80, a control stick 72, a follow-up mode changeover switch 73, and a wireless communication unit 82. The control unit 80 is configured by using a CPU, MPU, DSP, or the like. The control unit 80 performs signal processing for controlling the operation of each part of the pilot 70, signal input / output processing with and from other devices, and the like.

The control unit 80 generates a flight signal for controlling the flight of the main aircraft 10 in response to the operation of the control stick 72 by the user. The control unit 80 outputs the generated flight signal to the wireless communication unit 82. Further, the control unit 80 generates a follow-up mode on signal or an off signal by operating the follow-up mode changeover switch 73 by the user. The control unit 80 outputs the generated tracking mode on signal and off signal to the wireless communication unit 82.

The wireless communication unit 82 transmits and receives a signal to and from the wireless communication unit 22 of the main aircraft 10 using a predetermined wireless communication method (for example, wireless communication in the 2.4 GHz band or 5.7 GHz band). The radio communication unit 82 transmits the flight signal generated by the control unit 80 to the radio communication unit 22 of the main aircraft 10. As a result, the user can remotely control the main aircraft 10 by operating the control stick 72 of the pilot 70.

Further, the wireless communication unit 82 transmits / receives a signal to / from the wireless communication unit 52 of the sub-aircraft 40 using a predetermined wireless communication method (for example, wireless communication in the 920 MHz band). The radio communication unit 82 transmits the follow-up mode on signal and the off signal generated by the control unit 80 to the radio communication unit 52 of the sub-aircraft body 40. As a result, the automatic follow-up mode of the sub-aircraft 40 can be turned on or off by operating the follow-up mode changeover switch 73 of the pilot aircraft 70.

(Flight control)
Hereinafter, the flight control in the bird threatening system 1000 will be described with reference to the flowchart of FIG. The flight of the main flying object 10 is controlled by the user operating the control aircraft 70, and since it is a general control, the description thereof will be omitted. Therefore, in the following, the flight control of the sub-aircraft body 40 will be described with reference to the flowchart of FIG.

As shown in FIG. 4, the flight control unit 66 of the sub-aircraft 40 waits until the automatic follow-up mode is turned on by the follow-up mode changeover switch 59 of the sub-aircraft 40 or the follow-up mode changeover switch 73 of the pilot 70. Step S10: No), when it is turned on (step S10: Yes), the home point is set (step S11). For example, the flight control unit 66 sets the location where the sub-aircraft 40 currently exists as the home point. The flight control unit 66 stores the position information of the home point detected by the position detection unit 53 in the storage unit 60. After setting the home point, the flight control unit 66 issues an instruction to the rotary wing mechanism 51 to raise the auxiliary aircraft 40 to a predetermined altitude and hover on the spot (step S12).

When the sub-flying object 40 starts hovering, the acquisition unit 65 acquires image information including the main flying object 10 from the imaging unit 43 whether or not the main flying object 10 is included in the image captured by the imaging unit 43. It is determined whether or not it has been done (step S13). In this case, the acquisition unit 65 determines whether or not the main flying object 10 is included in the image by pattern matching processing between the captured image and the image of the main flying object 10 prepared in advance. However, the present invention is not limited to this, and the acquisition unit 65 may determine whether or not the main flying object 10 is included in the image by using other generally known image analysis techniques.

When the acquisition unit 65 has not acquired the image information including the main flying object 10 (step S13: No), determines whether or not the predetermined time has elapsed (step S14), and when the predetermined time has not elapsed. (Step S14: No) returns to step S13 and continues to attempt to acquire image information including the main aircraft 10. As the predetermined time, a time sufficient for the user to operate the pilot 70 to move the main flying object 10 within the imaging range of the imaging unit 43 and hover is set. If the user can move the main flying object 10 within the imaging range of the imaging unit 43 within a predetermined time (step S13: Yes), the process proceeds to step S15. On the other hand, when the user cannot move the main flying object 10 within the imaging range of the imaging unit 43 within the predetermined time and cannot acquire the image information including the main flying object 10 even after the predetermined time has elapsed (step). S14: Yes), the flight control unit 66 lands the sub-aircraft 40 at the home point (step S19). After that, all the processing of FIG. 4 is completed.

In step S13, when the sub-aircraft body 40 acquires the image information including the main air vehicle 10, the sub-aircraft body 40 may transmit the image information acquisition signal to the pilot 70. The pilot 70 may turn on a lamp or the like when receiving an image information acquisition signal. This makes it easier for the user to recognize whether or not the main aircraft 10 is hovering at an appropriate position. Further, in step S13, the sub-aircraft body 40 may turn or rotate the image pickup unit 43 on the spot so that the image information including the main air vehicle 10 can be acquired.

When the acquisition unit 65 acquires the image information including the main aircraft 10 (step S13: Yes), the flight control unit 66 determines the positions of the main aircraft 10 and the sub-aircraft 40 from the image information including the main aircraft 10. Acquire the relationship (step S15). For example, the flight control unit 66 calculates the distance between the sub-aircraft 40 and the main air vehicle 10 and the direction when the main air vehicle 10 is viewed from the sub-aircraft 40 from the image information including the main air vehicle 10. .. For example, the flight control unit 66 can calculate the distance between the sub-aircraft 40 and the main air vehicle 10 by extracting the size of the main air vehicle 10 with respect to the captured image. Further, the flight control unit 66 can calculate the direction when the main flying object 10 is viewed from the auxiliary flying object 40 based on the position of the region in which the main flying object 10 is reflected in the captured image. When the sub-flying object 40 has a plurality of imaging units 43, the plurality of imaging units 43 can be used as stereo cameras, so that the distance can be calculated from the captured images of the plurality of imaging units 43. be.

When the main aircraft 10 is hovering (stopped), the auxiliary aircraft 40 cannot determine the flight direction DM of the main aircraft 10 and cannot move to a position where the main aircraft 10 can easily follow. Can occur. Therefore, the main body 11 of the main body 10 is marked to indicate the rear, and the sub-aircraft 40 recognizes the flight direction DM of the main body 10 by acquiring the marking image by the imaging unit 43. You may. Alternatively, when the main flight body 10 rises, moves, and then stops, the sub-flying body 40 recognizes the flight direction DM of the main flying body 10 by acquiring the moving direction of the main flying body 10 by the imaging unit 43. You may do so. Alternatively, the sub-flying body 40 acquires the direction of the main flying body 10 acquired by the main flying body 10 from the geomagnetic detection unit 24 or the like from the main flying body 10, and recognizes the direction as the flight direction DM of the main flying body 10. You may do so.

After step S15, the flight control unit 66 moves the sub-aircraft 40 so that the positional relationship between the main air vehicle 10 and the sub-aircraft 40 becomes a predetermined positional relationship (step S16). For example, the flight control unit 66 sets the distance between the sub-aircraft 40 and the main aircraft 10 and the direction when the main aircraft 10 is viewed from the sub-aircraft 40 to be a predetermined distance and a predetermined direction. , Move the sub-aircraft 40. The flight control unit 66 sequentially acquires the positional relationship between the main aircraft 10 and the sub-aircraft 40 from the image information including the main air vehicle 10 sequentially acquired by the acquisition unit 65, so that the main aircraft 10 and the sub-aircraft 40 are sequentially acquired. It may be moved so that the positional relationship with and is a predetermined positional relationship. The predetermined positional relationship (predetermined distance and predetermined direction) may be a positional relationship (distance and direction) suitable for intimidating and driving away birds as a result of experiments conducted with different positional relationships in advance. can.

The sub-aircraft body 40 may transmit an arrangement completion signal to the pilot 70 when the positional relationship between the main air vehicle 10 and the sub-aircraft body 40 becomes a predetermined positional relationship. The pilot 70 may turn on a lamp or the like when receiving the arrangement completion signal. This makes it easier for the user who operates the pilot 70 to recognize that the positional relationship between the main aircraft 10 and the sub-aircraft 40 has become a predetermined positional relationship.

Even after step S16, the acquisition unit 65 determines whether or not the image information including the main flying object 10 is acquired from the image pickup unit 43 (step S17). After the positional relationship between the main aircraft 10 and the sub-aircraft 40 becomes a predetermined positional relationship, the user operates the pilot 70 to fly the main aircraft 10, so that the position of the main aircraft 10 changes. .. Therefore, while the acquisition unit 65 is acquiring the image information including the main aircraft 10 (step S17: Yes), the flight control unit 66 receives the follow-up mode off signal from the pilot 70 (step S18: Yes). No), the positional relationship between the main aircraft 10 and the sub-aircraft 40 is acquired at a predetermined timing (step S15), and the positional relationship between the main aircraft 10 and the sub-aircraft 40 maintains the predetermined positional relationship. The sub-aircraft body 40 is moved so as to (step S16). As a result, the positional relationship between the main flying object 10 and the auxiliary flying object 40 can be maintained at a predetermined positional relationship, and the auxiliary flying object 40 can be automatically followed by the main flying object 10.

If the acquisition unit 65 cannot acquire the image information including the main aircraft 10 while the auxiliary aircraft 40 is automatically following the main aircraft 10 (step S17: No), the flight control unit 66 is in danger. For avoidance, the sub-aircraft 40 is landed at the home point (step S19). Instead of landing the sub-aircraft 40 at the home point, the sub-aircraft 40 may be hovered on the spot and a signal notifying the pilot 70 that the automatic follow-up of the sub-aircraft 40 has been interrupted may be transmitted. good.

After the main flight body 10 and the sub-aircraft body 40 have finished intimidating and driving away the birds, in order to end the flight of the main flight body 10 and the sub-aircraft body 40, the user uses the follow-up mode changeover switch 73 of the pilot 70. To turn off the auto-following mode. Therefore, when the flight control unit 66 receives the follow-up mode off signal from the pilot 70 (step S18: Yes), the flight control unit 66 lands the sub-aircraft 40 at the home point (step S19).

5 (a) and 5 (b) are schematic views showing the experimental results of how to evacuate a bird to a flying object. FIG. 5A is a schematic view showing how to evacuate the bird 1 when the single flying object 2 is flown toward the place where the bird 1 is, and FIG. 5B is a schematic diagram of the present embodiment. It is a schematic diagram which shows how to evacuate a bird 1 when the main flying body 10 and the sub-flying body 40 are flown as described above.

As shown in FIG. 5A, when a single flying object 2 was flown straight toward the place where the bird 1 was, the bird 1 was surprised at the approach of the flying object 2 and took off. After the flight body 2 passed as shown by the solid line arrow, it bypassed the flight body 2 and came back again. On the other hand, as shown in FIG. 5B, when the main flying object 10 and the sub-aircraft 40 that automatically follows the main flying object 10 are made to fly straight toward the place where the bird 1 is, the bird 1 After taking off astonished by the approach of the main aircraft 10, he was surprised by the sub-aircraft 40 following from behind the main aircraft 10 and escaped as shown by the solid line arrow. The number was smaller than that in FIG. 5 (a).

As described above, according to the first embodiment, the main flying object 10 (first flying object) that drives away the bird by approaching the bird toward the place where the bird is present is made to fly, and the main flying object 10 is made to fly. The sub-aircraft (second air vehicle) is made to fly toward the place where the bird is, so as to follow the rear of the bird. This can effectively drive away the birds. Since the sub-aircraft 40 automatically follows the main air vehicle 10 in a predetermined positional relationship, the positional relationship between the main air vehicle 10 and the sub-aircraft body 40 can be maintained with good accuracy without the user having to operate the sub-aircraft body 40. You can keep the position suitable for getting rid of birds, and you can get rid of birds effectively. As for the predetermined positional relationship between the main flying object 10 and the sub-aircraft body 40, the positional relationship that can effectively drive away the birds is obtained in advance by an experiment, and the positional relationship is used. Therefore, the type and location of the bird. It is possible to set an appropriate positional relationship according to such factors.

Further, in the first embodiment, the sub-flying body 40 is automatically set to the main flying body 10 in a positional relationship that effectively suppresses the bird threatened by the main flying body 10 from wrapping around behind the main flying body 10. I'm following. Specifically, the sub-aircraft 40 follows substantially the same altitude diagonally rearward of the main aircraft 10 when viewed from above. By following the sub-aircraft body 40 diagonally behind the main air vehicle 10, it is possible to control the direction in which the birds are driven away.

Further, in the first embodiment, as shown in FIG. 3, the sub-aircraft body 40 is acquired by the acquisition unit 65 and the acquisition unit 65 that acquire information regarding the positional relationship between the main air vehicle 10 and the sub-aircraft body 40. Based on the information regarding the positional relationship, the flight of the sub-aircraft 40 is controlled so that the sub-aircraft 40 maintains a predetermined positional relationship with the main aircraft 10 and automatically follows the main aircraft 10. It has a flight control unit 66. As a result, the sub-flying body 40 can be automatically followed by the main flying body 10 while maintaining a good predetermined positional relationship between the main flying body 10 and the sub-flying body 40.

Further, in the first embodiment, the acquisition unit 65 acquires image information including the main aircraft 10 imaged by the imaging unit 43 as information regarding the positional relationship between the main aircraft 10 and the sub-aircraft 40. In the flight control unit 66, the sub-aircraft 40 becomes the main aircraft 10 while the positional relationship between the main air vehicle 10 and the sub-aircraft 40 acquired from the image information including the main air vehicle 10 maintains a predetermined positional relationship. The flight of the sub-aircraft 40 is controlled so as to automatically follow. In this way, by automatically following the sub-aircraft body 40 to the main air vehicle 10 using the image information including the main air vehicle 10, the main air vehicle 10 and the sub-aircraft body 40 do not perform wireless communication. , The sub-aircraft 40 can be made to automatically follow the main air vehicle 10.

In the first embodiment, the case where the main flying object 10 is made to fly horizontally in the direction in which the birds exist has been described, but the present invention is not limited to this, and for example, the birds existing on the ground are effectively driven away. Therefore, the main flying object 10 may be swooped toward a bird existing on the ground.

In the first embodiment, the case where the flight control unit 66 calculates the positional relationship between the main aircraft 10 and the sub-aircraft 40 from the image information including the main aircraft 10 is shown as an example. In this case, Not limited to. For example, image information including the main flying object 10 is transmitted to a device outside the auxiliary flying object 40, and this external device calculates the positional relationship between the main flying object 10 and the auxiliary flying object 40 to the auxiliary flying object 40. By transmitting, the flight control unit 66 may acquire the positional relationship between the main flying object 10 and the auxiliary flying object 40. Further, in the first embodiment, the case where the follow-up mode on signal and the off signal are directly transmitted from the pilot 70 to the sub-aircraft 40 is shown as an example, but the follow-up mode on signal is directly transmitted from the pilot 70 to the main aircraft 10. And off signals may be transmitted, and the follow-up mode on signal and off signal may be transmitted to the sub-aircraft 40 via the main aircraft 10.

In the first embodiment, the sub-flying object 40 does not automatically follow the main flying body 10 by using the image information including the main flying body 10, but the flight transmitted from the pilot 70 to the main flying body 10. A signal may be transmitted to the sub-aircraft body 40 as well, and the sub-aircraft body 40 may automatically follow the main aircraft body 10 by flying in response to the flight signal.

<< Second Embodiment >>
FIG. 6 shows a block diagram of the configuration of the bird threatening system 1100 according to the second embodiment. As shown in FIG. 6, the bird threatening system 1100 according to the second embodiment is not provided with the pilot 70. A flight path (flight route) is stored in the storage unit 30 of the main flight body 10, and the flight control unit 36 automatically flies the main flight body 10 along the flight path stored in the storage unit 30. Further, wireless communication is possible between the wireless communication unit 22 of the main aircraft 10 and the wireless communication unit 52 of the sub-aircraft 40, and a predetermined wireless communication method (for example, wireless communication in the 920 MHz band) is used. Signals are sent and received. The main flight body 10 is provided with a time measuring unit 28 having, for example, a timer that measures time. Since other configurations are the same as those of the first embodiment, the description thereof will be omitted. Further, since the flight states of the main flight body 10 and the sub-flying body 40 are the same as those of the first embodiment shown in FIGS. 2 (a) and 2 (b), the description thereof will be omitted.

(Flight control)
Flight control in the bird threatening system 1100 will be described with reference to FIGS. 7 and 8. FIG. 7 is a flowchart showing an example of flight control of the main aircraft 10. FIG. 8 is a flowchart showing an example of flight control of the sub-aircraft body 40. As shown in FIG. 7, after setting the home point (step S20), the flight control unit 36 of the main aircraft 10 issues an instruction to the rotary wing mechanism 21 to raise the main aircraft 10 to a predetermined altitude. Hover on the spot (step S21). As a home point, for example, a place where the main aircraft 10 currently exists can be set, and the flight control unit 36 stores the position information of the home point detected by the position detection unit 23 in the storage unit 30.

As shown in FIG. 8, the flight control unit 66 of the sub-aircraft 40 waits until the automatic follow-up mode is turned on (step S30: No), and when it is turned on (step S30: Yes), sets a home point. After that (step S31), an instruction is given to the rotary wing mechanism 51 to raise the auxiliary aircraft 40 to a predetermined altitude and hover on the spot (step S32).

When the sub-aircraft body 40 starts hovering, the acquisition unit 65 determines whether or not the image information including the main air vehicle 10 has been acquired from the image pickup unit 43 (step S33). When the acquisition unit 65 has not acquired the image information including the main flying object 10 (step S33: No), determines whether or not the predetermined time has elapsed (step S34), and when the predetermined time has not elapsed. (Step S34: No) returns to step S33 and continues to attempt to acquire image information including the main aircraft 10. As the predetermined time, a time sufficient for the main aircraft 10 and the sub-aircraft 40 to rise to a predetermined altitude and hover is set. When the main flying object 10 and the auxiliary flying object 40 rise to a predetermined altitude and hover over the positions of the main flying object 10 and the auxiliary flying object 40 before hovering, the main flying object 10 falls within the imaging range of the imaging unit 43. By setting the position so that the main flight body 10 and the sub flight body 40 rise to a predetermined altitude within a predetermined time, the acquisition unit 65 will acquire the image information including the main flight body 10 (step S33). : Yes), the process proceeds to step S35. On the other hand, when the main flight body 10 and / or the sub-flying body 40 cannot ascend to a predetermined altitude within a predetermined time and the image information including the main flying body 10 cannot be acquired even after the predetermined time has elapsed ( Step S34: Yes), the flight control unit 66 lands the sub-aircraft 40 at the home point (step S42). After that, all the processing of FIG. 8 is completed.

When the acquisition unit 65 acquires the image information including the main aircraft 10 (step S33: Yes), the flight control unit 66 determines the positions of the main aircraft 10 and the sub-aircraft 40 from the image information including the main aircraft 10. The relationship is acquired (step S35), and the sub-aircraft 40 is moved so that the positional relationship between the main aircraft 10 and the sub-aircraft 40 becomes a predetermined positional relationship (step S36). After the positional relationship between the main aircraft 10 and the sub-aircraft 40 becomes a predetermined positional relationship, the flight control unit 66 transmits a flight start signal to the main aircraft 10 (step S37).

As shown in FIG. 7, the flight control unit 36 determines whether or not a flight start signal has been received from the sub-aircraft 40 after starting hovering of the main aircraft 10 (step S22). The flight control unit 36 determines whether or not the predetermined time has elapsed when the flight start signal has not been received (step S22: No), and when the predetermined time has not elapsed (step S23). : No), return to step S22 and continue to try to receive the flight start signal. As the predetermined time, a time sufficient for the sub-aircraft body 40 to move so as to have a predetermined positional relationship with respect to the main aircraft body 10 is set. On the other hand, if the flight start signal cannot be received even after the predetermined time has elapsed (step S23: Yes), the flight control unit 36 lands the main aircraft 10 at the home point (step S27).

When the flight start signal is received within a predetermined time (step S22: Yes), the flight control unit 36 automatically flies the main flight body 10 along the flight path stored in the storage unit 30 (step S24) and flies. The main aircraft 10 is automatically made to fly until the end of the route (step S25: No).

As shown in FIG. 8, even after step S37, the acquisition unit 65 determines whether or not the image information including the main flying object 10 is acquired from the image pickup unit 43 (step S38). As described with reference to FIG. 7, since the main flight body 10 automatically flies along the flight path stored in the storage unit 30 after receiving the flight start signal, the position of the main flight body 10 changes. Therefore, while the acquisition unit 65 is acquiring the image information including the main aircraft 10 (step S38: Yes), the flight control unit 66 receives the follow-up mode off signal from the main aircraft 10 (step S41). : No), the positional relationship between the main aircraft 10 and the sub-aircraft 40 is acquired at a predetermined timing (step S39), and the positional relationship between the main aircraft 10 and the sub-aircraft 40 maintains the predetermined positional relationship. The sub-aircraft body 40 is moved so as to do so (step S40). As a result, the sub-flying object 40 can be automatically followed by the main flying body 10 to fly while maintaining the positional relationship between the main flying body 10 and the sub-aircraft body 40 at a predetermined positional relationship. When the acquisition unit 65 cannot acquire the image information including the main aircraft 10 while the auxiliary aircraft 40 is automatically made to follow the main aircraft 10 (step S38: No), the flight control unit 66 is subordinated. Land the aircraft 40 at the home point (step S42).

As shown in FIG. 7, the flight control unit 36 automatically flies the main aircraft 10 to the end of the flight path stored in the storage unit 30 (step S25: Yes), and then turns off the follow-up mode to the sub-aircraft 40. A signal is transmitted (step S26). After that, the flight control unit 36 lands the main aircraft 10 at the home point (step S27).

As shown in FIG. 8, when the flight control unit 66 receives the follow-up mode off signal from the main aircraft 10 (step S41: Yes), the flight control unit 66 lands the sub-aircraft 40 at the home point (step S42).

According to the second embodiment, the main flying object 10 automatically flies along a predetermined flight path. As a result, the user does not have to operate the main aircraft 10, which reduces the burden on the user. Further, for example, by setting the automatic flight at a predetermined time, the main flight body 10 and the sub-flying body 40 can be flown to drive away the birds even when the user is absent.

Further, in the second embodiment, the main flight body 10 receives a flight start signal transmitted from the sub-flying body 40 after the positional relationship between the main flying body 10 and the sub-flying body 40 becomes a predetermined positional relationship. After that, it will fly automatically along the flight path. In this way, after the positional relationship between the main flying object 10 and the secondary flying object 40 becomes a predetermined positional relationship, the main flying object 10 automatically flies along the flight path, so that the position suitable for driving away the birds. It is possible to easily realize that the main aircraft 10 and the sub-aircraft 40 are flown in relation to each other.

Next, the bird threatening system according to the modified example of the second embodiment will be described. FIG. 9 shows a block diagram of the configuration of the bird threatening system 1200 according to the modified example of the second embodiment. As shown in FIG. 9, in the bird threatening system 1200 according to the modified example of the second embodiment, the control unit 20 of the main aircraft 10 includes the acquisition unit 35 in addition to the flight control unit 36. The acquisition unit 35 acquires the position information of the main aircraft 10 detected by the position detection unit 23 and the position information of the sub-aircraft 40 transmitted from the sub-aircraft 40. Since other configurations are the same as those in FIG. 6 of the second embodiment, the description thereof will be omitted. Further, since the flight states of the main flight body 10 and the sub-flying body 40 are the same as those of the first embodiment shown in FIGS. 2 (a) and 2 (b), the description thereof will be omitted.

(Flight control)
Flight control in the bird threatening system 1200 will be described with reference to FIGS. 10 and 11. FIG. 10 is a flowchart showing an example of flight control of the main aircraft 10. FIG. 11 is a flowchart showing an example of flight control of the sub-aircraft body 40. As shown in FIG. 10, after setting the home point (step S50), the flight control unit 36 of the main aircraft 10 issues an instruction to the rotary wing mechanism 21 to raise the main aircraft 10 to a predetermined altitude. Hover on the spot (step S51).

When the main aircraft 10 starts hovering, the acquisition unit 35 determines whether or not the position information of the main aircraft 10 is acquired from the position detection unit 23 and the position information of the sub-aircraft 40 is acquired from the sub-aircraft 40 ( Step S52). The acquisition unit 35 determines whether or not the predetermined time has elapsed when the position information has not been acquired (step S52: No), and when the predetermined time has not elapsed (step S53: No). ), Return to step S52 and continue trying to acquire the position information. On the other hand, if the position information cannot be acquired even after the predetermined time has elapsed (step S53: Yes), the flight control unit 36 lands the main aircraft 10 at the home point (step S59).

When the acquisition unit 35 acquires the position information of the main aircraft 10 and the position information of the sub-aircraft 40 (step S52: Yes), the flight control unit 36 determines the position information of the main aircraft 10 and the position of the sub-aircraft 40. The positional relationship between the main aircraft 10 and the auxiliary aircraft 40 is acquired from the information (step S54). For example, the flight control unit 36 acquires the difference information between the position information of the main aircraft 10 and the position information of the sub-aircraft 40, that is, the information regarding the relative position of the sub-aircraft 40 with respect to the main aircraft 10. The flight control unit 36 determines whether or not the positional relationship between the main aircraft 10 and the sub-aircraft 40 is a predetermined positional relationship (step S55), and if it is not the predetermined positional relationship (step S55: No), the step. S52 to S55 are repeated.

The main flying object 10 executes steps S56 to S59 after the positional relationship between the main flying object 10 and the sub-aircraft body 40 becomes a predetermined positional relationship (step S55: Yes), which is the second embodiment. Since it is the same as steps S24 to S27 in FIG. 7 of the embodiment, the description thereof will be omitted.

As shown in FIG. 11, the flight control unit 66 of the sub-aircraft 40 waits until the automatic follow-up mode is turned on (step S60: No), and when it is turned on (step S60: Yes), sets a home point. After that (step S61), an instruction is given to the rotary wing mechanism 51 to raise the auxiliary aircraft 40 to a predetermined altitude and hover on the spot (step S62). After the flight control unit 66 starts hovering the sub-aircraft body 40, the flight control unit 66 transmits the position information of the sub-aircraft body 40 detected by the position detection unit 53 to the main aircraft body 10 (step S63).

After step S63, the acquisition unit 65 determines whether or not the image information including the main flying object 10 has been acquired from the image pickup unit 43 (step S64). When the acquisition unit 65 has not acquired the image information including the main flying object 10 (step S64: No), determines whether or not the predetermined time has elapsed (step S65), and has not elapsed the predetermined time. (Step S65: No) returns to step S64 and continues to attempt to acquire image information including the main aircraft 10. On the other hand, if the image information including the main aircraft 10 cannot be acquired even after the lapse of a predetermined time (step S65: Yes), the flight control unit 66 lands the sub-aircraft 40 at the home point (step S73).

When the acquisition unit 65 acquires the image information including the main aircraft 10 (step S64: Yes), the flight control unit 66 determines the positions of the main aircraft 10 and the sub-aircraft 40 from the image information including the main aircraft 10. The relationship is acquired (step S66), and it is determined whether or not the positional relationship between the main flying object 10 and the auxiliary flying object 40 is a predetermined positional relationship (step S67). When the positional relationship is not predetermined (step S67: No), the flight control unit 66 moves the sub-aircraft body 40 so as to have a predetermined positional relationship (step S68). The acquisition unit 65 and the flight control unit 66 repeat steps S63 to S67 until the positional relationship between the main aircraft 10 and the sub-aircraft 40 becomes a predetermined positional relationship.

The sub-aircraft body 40 executes steps S69 to S73 after the positional relationship between the main air vehicle 10 and the sub-aircraft body 40 becomes a predetermined positional relationship (step S67: Yes), which is the second embodiment. Since it is the same as steps S38 to S42 in FIG. 8 of the embodiment, the description thereof will be omitted.

According to the modification of the second embodiment, the main flying object 10 includes the position information of the main flying object 10 detected by the position detecting unit 23 and the position information of the auxiliary flying object 40 transmitted from the auxiliary flying object 40. After the positional relationship between the main aircraft 10 and the sub-aircraft 40 acquired from the difference information of the above becomes a predetermined positional relationship, the aircraft automatically flies along the flight path. In this way, after the positional relationship between the main flying object 10 and the secondary flying object 40 becomes a predetermined positional relationship, the main flying object 10 automatically flies along the flight path, so that the position suitable for driving away the birds. It is possible to easily realize that the main aircraft 10 and the sub-aircraft 40 are flown in relation to each other.

In the second embodiment and the modified examples of the second embodiment, a plurality of flight paths are stored in the storage unit 30 by obtaining in advance a flight path (flight pattern) effective for driving away each type of bird. It may be possible to select from them as appropriate.

<< Third Embodiment >>
FIG. 12 shows a block diagram of the configuration of the bird threatening system 1300 according to the third embodiment. As shown in FIG. 12, in the bird threatening system 1300 according to the third embodiment, the sub-aircraft 40 does not include the imaging unit 43. Further, wireless communication is not performed between the radio communication unit 82 of the pilot 70 and the radio communication unit 52 of the sub-aircraft 40, and the radio communication unit 22 of the main air vehicle 10 and the radio communication unit 52 of the sub-aircraft 40 Wireless communication is possible between the two, and signals are transmitted and received using a predetermined wireless communication method (for example, wireless communication in the 920 MHz band). The acquisition unit 65a of the sub-aircraft 40 is detected by the position information of the main aircraft 10 and the position detection unit 53 transmitted from the main aircraft 10 as information regarding the positional relationship between the main aircraft 10 and the sub-aircraft 40. The position information of the sub-aircraft 40 is acquired. The flight control unit 66a determines the positional relationship between the main aircraft 10 and the sub-aircraft 40 acquired from the difference information between the position information of the main aircraft 10 acquired by the acquisition unit 65a and the position information of the sub-aircraft 40. The flight of the sub-aircraft 40 is controlled so that the sub-aircraft 40 automatically follows the main air vehicle 10 while maintaining the positional relationship of. Since other configurations are the same as those in FIG. 3 of the first embodiment, the description thereof will be omitted. Further, since the flight states of the main flight body 10 and the sub-flying body 40 are the same as those of the first embodiment shown in FIGS. 2 (a) and 2 (b), the description thereof will be omitted.

(Flight control)
Flight control in the bird threatening system 1300 will be described with reference to FIGS. 13 and 14. FIG. 13 is a flowchart showing an example of flight control of the main aircraft 10. FIG. 14 is a flowchart showing an example of flight control of the sub-aircraft body 40. As shown in FIG. 13, the flight control unit 36 of the main aircraft 10 waits until it receives a flight signal from the pilot 70 (step S80: No), and when it receives the flight signal (step S80: Yes), it flies. The main aircraft 10 is made to fly in response to the signal (step S81). When the flight control unit 36 starts flying the main flight body 10, the flight control unit 36 transmits the position information of the main flight body 10 detected by the position detection unit 23 to the sub-aircraft body 40 at a predetermined timing (step S82), and the step Return to S80.

As shown in FIG. 14, the flight control unit 66a of the sub-aircraft 40 waits until the automatic follow-up mode is turned on (step S90: No), and when it is turned on (step S90: Yes), sets a home point. After that (step S91), an instruction is given to the rotary wing mechanism 51 to raise the auxiliary aircraft 40 to a predetermined altitude and hover on the spot (step S92).

After the sub-aircraft body 40 starts hovering, the acquisition unit 65a determines whether or not the position information of the main air vehicle 10 is acquired from the main air vehicle 10 and the position information of the sub-aircraft 40 is acquired from the position detection unit 53. (Step S93). The acquisition unit 65a determines whether or not the predetermined time has elapsed when the position information has not been acquired (step S93: No), and when the predetermined time has not elapsed (step S94: No). ), Return to step S93 and continue to try to acquire the position information. On the other hand, if the position information cannot be acquired even after the lapse of a predetermined time (step S94: Yes), the flight control unit 66a lands the sub-aircraft 40 at the home point (step S101).

When the acquisition unit 65a acquires the position information of the main aircraft 10 and the position information of the sub-aircraft 40 (step S93: Yes), the flight control unit 66a receives the position information of the main air vehicle 10 and the position of the sub-aircraft 40. The positional relationship between the main aircraft 10 and the auxiliary aircraft 40 is acquired from the information (step S95). For example, the flight control unit 66a acquires the positional relationship of the relative position of the sub-aircraft 40 with respect to the main air vehicle 10 from the difference information between the position information of the main air vehicle 10 and the position information of the sub-aircraft 40.

After step S95, the flight control unit 66a moves the sub-aircraft 40 so that the positional relationship between the main air vehicle 10 and the sub-aircraft 40 becomes a predetermined positional relationship (step S96). Even after step S96, the acquisition unit 65a determines whether or not the position information of the main aircraft 10 and the position information of the sub-aircraft 40 have been acquired (step S97). While the acquisition unit 65a is acquiring the position information of the main aircraft 10 and the sub-aircraft 40 (step S97: Yes), the flight control unit 66a receives the follow-up mode off signal from the main aircraft 10 (step S97: Yes). Step S100: No), the positional relationship between the main flying object 10 and the auxiliary flying object 40 is acquired at a predetermined timing (step S98), and the positional relationship between the main flying object 10 and the auxiliary flying object 40 is a predetermined positional relationship. The sub-aircraft 40 is moved so as to maintain the above (step S99). As a result, the sub-flying object 40 can be automatically followed by the main flying body 10 to fly while maintaining the positional relationship between the main flying body 10 and the sub-aircraft body 40 at a predetermined positional relationship.

If the acquisition unit 65a cannot acquire the position information while the auxiliary aircraft 40 is automatically following the main aircraft 10 (step S97: No), the flight control unit 66a makes the auxiliary aircraft 40 a home point. Land on (step S101). Further, after the main flight body 10 and the sub-flying body 40 have finished intimidating and driving away the birds, the user switches the follow-up mode of the pilot 70 in order to end the flight of the main flying body 10 and the sub-flying body 40. Operate the switch 73 to turn off the automatic tracking mode. Therefore, when the flight control unit 66a receives the follow-up mode off signal transmitted from the pilot 70 via the main aircraft 10 (step S100: Yes), the flight control unit 66a lands the auxiliary aircraft 40 at the home point (step). S101).

According to the third embodiment, the acquisition unit 65a acquires the position information of the main aircraft 10 and the position information of the sub-aircraft 40 as information regarding the positional relationship between the main aircraft 10 and the sub-aircraft 40. In the flight control unit 66a, the positional relationship between the main aircraft 10 and the auxiliary aircraft 40 acquired from the difference information between the position information of the main aircraft 10 and the position information of the auxiliary aircraft 40 maintains a predetermined positional relationship. However, the flight of the sub-aircraft 40 is controlled so that the sub-aircraft 40 automatically follows the main air vehicle 10. In this way, by automatically following the sub-flying object 40 to the main flying body 10 by using the position information of the main flying body 10 and the position information of the sub-flying body 40, the sub-flying body 40 does not have an imaging unit. Therefore, cost reduction and weight reduction can be realized by reducing the number of parts.

<< Fourth Embodiment >>
FIG. 15 shows a block diagram of the configuration of the bird threatening system 1400 according to the fourth embodiment. As shown in FIG. 15, in the bird threatening system 1400 according to the fourth embodiment, the sub-aircraft 40 does not include the imaging unit 43. The acquisition unit 65a of the sub-aircraft body 40 is detected by the position information and the position detection unit 53 of the main air vehicle 10 transmitted from the main aircraft body 10 as information regarding the positional relationship between the main aircraft body 10 and the sub-aircraft body 40. The position information of the sub-aircraft 40 is acquired. The flight control unit 66a determines the positional relationship between the main aircraft 10 and the sub-aircraft 40 acquired from the difference information between the position information of the main aircraft 10 acquired by the acquisition unit 65a and the position information of the sub-aircraft 40. The flight of the sub-aircraft 40 is controlled so that the sub-aircraft 40 automatically follows the main air vehicle 10 while maintaining the positional relationship of. Since other configurations are the same as those in FIG. 6 of the second embodiment, the description thereof will be omitted. Further, since the flight states of the main flight body 10 and the sub-flying body 40 are the same as those of the first embodiment shown in FIGS. 2 (a) and 2 (b), the description thereof will be omitted.

(Flight control)
Flight control in the bird threatening system 1400 will be described with reference to FIGS. 16 and 17. FIG. 16 is a flowchart showing an example of flight control of the main aircraft 10. FIG. 17 is a flowchart showing an example of flight control of the sub-aircraft body 40. As shown in FIG. 16, after setting the home point (step S110), the flight control unit 36 of the main aircraft 10 issues an instruction to the rotary wing mechanism 21 to raise the main aircraft 10 to a predetermined altitude. Hover on the spot (step S111). After starting hovering of the main flight body 10, the flight control unit 36 transmits the position information of the main flight body 10 detected by the position detection unit 23 to the sub-aircraft body 40 (step S112).

As shown in FIG. 17, the flight control unit 66a of the sub-aircraft 40 waits until the automatic follow-up mode is turned on (step S120: No), and when it is turned on (step S120: Yes), sets a home point. After that (step S121), an instruction is given to the rotary wing mechanism 51 to raise the auxiliary aircraft 40 to a predetermined altitude and hover on the spot (step S122).

When the sub-aircraft body 40 starts hovering, the acquisition unit 65a determines whether or not the position information of the main air vehicle 10 is acquired from the main air vehicle 10 and the position information of the sub-aircraft 40 is acquired from the position detection unit 53 ( Step S123). The acquisition unit 65a determines whether or not the predetermined time has elapsed when the position information has not been acquired (step S123: No), and when the predetermined time has not elapsed (step S124: No). ), Return to step S123 and continue trying to acquire the position information. On the other hand, if the position information cannot be acquired even after the predetermined time has elapsed (step S124: Yes), the flight control unit 66a lands the sub-aircraft 40 at the home point (step S132).

When the acquisition unit 65a acquires the position information of the main aircraft 10 and the position information of the sub-aircraft 40 (step S123: Yes), the flight control unit 66a receives the position information of the main air vehicle 10 and the position of the sub-aircraft 40. The positional relationship between the main aircraft 10 and the auxiliary aircraft 40 is acquired from the information (step S125). For example, the flight control unit 66a acquires the positional relationship that is the relative position of the sub-aircraft 40 with respect to the main air vehicle 10 from the difference information between the position information of the main air vehicle 10 and the position information of the sub-aircraft 40. After step S125, the flight control unit 66a moves the sub-aircraft body 40 so that the positional relationship between the main air vehicle 10 and the sub-aircraft body 40 becomes a predetermined positional relationship (step S126). After the positional relationship between the main aircraft 10 and the sub-aircraft 40 becomes a predetermined positional relationship, the flight control unit 66a transmits a flight start signal to the main aircraft 10 (step S127).

As shown in FIG. 16, the main aircraft 10 executes the steps S113 to S118 after transmitting the position information to the auxiliary aircraft 40, which is the same as steps S22 to S27 in FIG. 7 of the second embodiment. Since they are the same, the description will be omitted.

As shown in FIG. 17, the sub-aircraft body 40 executes steps S128 to S132 after transmitting the flight start signal to the main aircraft body 10, which is the steps S97 to S101 in FIG. 14 of the third embodiment. Since it is the same as the above, the description thereof will be omitted.

According to the fourth embodiment, the main flying object 10 automatically flies along a predetermined flight path. In this case, the acquisition unit 65a acquires the position information of the main aircraft 10 and the position information of the sub-aircraft 40, and the flight control unit 66a obtains the position information of the main aircraft 10 and the position information of the sub-aircraft 40. The flight of the sub-aircraft 40 so that the sub-aircraft 40 automatically follows the main air vehicle 10 while maintaining a predetermined positional relationship between the main air vehicle 10 and the sub-aircraft 40 acquired from the difference information. To control. For example, in the case of poor visibility such as fog or darkness, it is difficult for the user to operate the pilot to fly the main aircraft 10, and the sub-aircraft 40 acquires image information including the main aircraft 10. Difficult to do. However, as in the fourth embodiment, the main flight body 10 flies along a predetermined flight path, and the sub-aircraft body 40 uses the position information of the main flight body 10 and the sub-aircraft body 40 to make a main flight. By automatically following the body 10, even when the visibility is poor such as fog or darkness, the main flying object 10 and the auxiliary flying object 40 that automatically follows the main flying object 10 can be made to fly.

<< Fifth Embodiment >>
In the fifth embodiment, similarly to the second embodiment, the main flying object 10 automatically flies along the flight path stored in the storage unit 30. FIG. 18 shows a block diagram of the configuration of the bird threatening system 1500 according to the fifth embodiment. In FIG. 18, due to the restrictions of the drawings, the same components as those in FIG. 6 of the second embodiment are not shown. As shown in FIG. 18, the bird threatening system 1500 according to the fifth embodiment includes a third flying object 90 in addition to the main flying object 10 and the auxiliary flying object 40. The third flying object 90 includes a control unit 100, a rotary blade mechanism 101, a wireless communication unit 102, an imaging unit 93, a position detection unit 103, a geomagnetic detection unit 104, an ultrasonic detection unit 105, and an angular velocity. It includes a detection unit 106, an acceleration detection unit 107, a storage unit 110, and a battery 111. The rotary blade mechanism 101 includes a plurality of rotary blades 92, a motor 112, and a motor amplifier 113. The control unit 100 includes a flight control unit 116 that automatically flies the third flying object 90 along the flight path stored in the storage unit 110.

The third aircraft 90 flies at a higher altitude than, for example, the main aircraft 10 and the auxiliary aircraft 40. The imaging unit 93 of the third flying object 90 images the ground. The image captured by the imaging unit 93 is output to the wireless communication unit 102. The position detection unit 103, the geomagnetic detection unit 104, the ultrasonic detection unit 105, the angular velocity detection unit 106, and the acceleration detection unit 107 of the third flying object 90 are the position detection unit 23, the geomagnetic detection unit 24, and the main vehicle body 10. Since the functions are the same as those of the ultrasonic detection unit 25, the angular velocity detection unit 26, and the acceleration detection unit 27, the description thereof will be omitted.

Between the radio communication unit 22 of the main aircraft 10 and the radio communication unit 52 of the sub-aircraft 40, as well as between the radio communication unit 22 of the main aircraft 10 and the radio communication unit 102 of the third aircraft 90. Wireless communication is possible, and signals are transmitted and received using a predetermined wireless communication method (for example, wireless communication in the 920 MHz band). In addition to the flight control unit 36, the control unit 20 of the main flight body 10 analyzes the image captured by the image pickup unit 93 transmitted from the third flight body 90 and obtains the flight path stored in the storage unit 30. The rewriting unit 37 to be rewritten is included. Since other configurations are the same as those in FIG. 6 of the second embodiment, the description thereof will be omitted. Further, since the flight states of the main flight body 10 and the sub-flying body 40 are the same as those of the first embodiment shown in FIGS. 2 (a) and 2 (b), the description thereof will be omitted.

FIG. 19 is a flowchart showing an example of the flight path rewriting process by the rewriting unit 37. As shown in FIG. 19, the rewriting unit 37 receives the image information on the ground imaged by the imaging unit 93 of the third flying object 90 from the third flying object 90 (step S140). The rewriting unit 37 analyzes the received image information on the ground using a general image analysis technique, and identifies the place where the bird is (step S141). The rewriting unit 37 rewrites the flight path stored in the storage unit 30 so that the main flying object 10 flies over the place where the specified bird is located (step S142).

20 (a) and 20 (b) are schematic views showing an example of a flight path before and after rewriting by the rewriting unit 37. As shown in FIG. 20A, before the rewriting by the rewriting unit 37, the storage unit 30 stores a flight path in which the main flying object 10 flies over the central portion of the area 5 (for example, the field area) where the bird is to be driven away. Suppose it was done. As shown in FIG. 20 (b), when the image of the ground received from the third flying object 90 is analyzed and the bird 1 is identified to be located near the edge of the region 5, the rewriting unit 37 Rewrites the flight path so that the main aircraft 10 flies over the edge of the region 5.

According to the fifth embodiment, the main flying object 10 has a rewriting unit 37 that rewrites the flight path according to the location of the bird 1 identified by image analysis of the image captured by the imaging unit 93 that images the ground. Have. As a result, when the main flying object 10 automatically flies along the flight path, it comes closer to the bird, so that the bird can be effectively driven away.

In the fifth embodiment, the third flying object 90 is shown in the case of a drone, for example, but may be a flying object floating in the air such as a balloon. Further, although the case where the location where the bird 1 is located is specified based on the image on the ground captured by the imaging unit 93 included in the third flying object 90 is shown as an example, the main flying object 10 and / or the auxiliary flying object 40 may be used. It may have an imaging unit that images the ground, and may specify the location of the bird 1 based on the image of the ground imaged by the imaging unit. Further, although the case where the third flying object 90 automatically flies is shown as an example, it may be remotely controlled by the user operating the pilot.

<< 6th Embodiment >>
FIG. 21 shows a block diagram of the configuration of the bird threatening system 1600 according to the sixth embodiment. In FIG. 21, due to the restrictions of the figure, the same components as those in FIG. 3 of the first embodiment are not shown. As shown in FIG. 21, the bird threatening system 1600 according to the sixth embodiment includes a third flying object 90 in addition to the main flying object 10, the auxiliary flying object 40, and the pilot 70. Since the configuration of the third flying object 90 is the same as that of the third flying object 90 in FIG. 18 of the fifth embodiment, the description thereof will be omitted. The third aircraft 90 flies at an altitude higher than that of the main aircraft 10. Wireless communication is possible between the wireless communication unit 82 of the pilot 70 and the wireless communication unit 102 of the third aircraft 90, and a signal using a predetermined wireless communication method (for example, wireless communication in the 920 MHz band). Is sent and received. The pilot 70 has a display unit 83 capable of displaying an image on the ground imaged by the image pickup unit 93 transmitted from the third aircraft body 90. Since other configurations are the same as those in FIG. 3 of the first embodiment, the description thereof will be omitted. Further, since the flight states of the main flight body 10 and the sub-flying body 40 are the same as those of the first embodiment shown in FIGS. 2 (a) and 2 (b), the description thereof will be omitted.

According to the sixth embodiment, the image information on the ground captured by the imaging unit 93 is transmitted to the pilot 70 from the third aircraft 90 flying at an altitude higher than that of the main aircraft 10. As a result, the user who operates the pilot 70 can recognize the place where the bird is located, for example, from the image on the ground displayed on the display unit 83. Therefore, the user can fly the main flying object 10 toward the place where the bird is, and can effectively drive away the bird.

In the first to sixth embodiments described above, the case where one sub-aircraft 40 automatically follows the main aircraft 10 is shown as an example, but a plurality of sub-aircraft 40s are the main aircraft. It may be the case of automatically following 10. For example, two auxiliary aircraft 40 automatically follow the main aircraft 10, one of the two auxiliary aircraft 40 is diagonally rearward to the left of the main aircraft 10, and the other is diagonally rearward to the right of the main aircraft 10. May be automatically followed. For example, there may be a case where a plurality of sub-aircraft bodies 40 arranged in order at a predetermined interval diagonally behind one of the main aircraft bodies 10 automatically follow the main aircraft body 10.

Further, in the first to sixth embodiments described above, the case where the main flying object 10 and the auxiliary flying object 40 do not emit a sound threatening a bird from a speaker or the like is shown as an example, but the main flying object 10 And / or a sound threatening a bird may be emitted from the sub-aircraft 40 using a speaker or the like.

Further, in the first to sixth embodiments, a resin or metal chain may be hung from at least one of the main aircraft 10 and the auxiliary aircraft 40. As a result, the main flying object 10 and / or the auxiliary flying object 40 can be made to appear larger than the bird, and the bird can be effectively driven away.

Further, in the first to sixth embodiments described above, the case of driving away birds is shown as an example, but the invention according to the embodiment may be applied when driving away insects, animals and the like.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and modifications are made within the scope of the gist of the present invention described in the claims. It can be changed.

10 Main aircraft 20 Control unit 22 Wireless communication unit 23 Position detection unit 30 Storage unit 35 Acquisition unit 36 Flight control unit 37 Rewriting unit 40 Sub-aircraft unit 43 Imaging unit 50 Control unit 52 Wireless communication unit 53 Position detection unit 59 Follow-up mode switching Switch 60 Storage unit 65, 65a Acquisition unit 66, 66a Flight control unit 70 Pilot 73 Follow-up mode changeover switch 80 Control unit 82 Wireless communication unit 83 Display unit 90 Third aircraft 93 Imaging unit 100 Control unit 102 Wireless communication unit 1000 1,100, 1200, 1300, 1400, 1500, 1600 Bird threatening system

Claims (12)

The first flying object that drives away birds by approaching them,
A bird threatening system including a second flying object that automatically follows the first flying object in a predetermined positional relationship. The bird threatening system according to claim 1, wherein the predetermined positional relationship is a positional relationship that prevents a bird threatened by the first flying object from wrapping around behind the first flying body. The bird threatening system according to claim 1 or 2, wherein the second air vehicle automatically follows the first air vehicle diagonally behind the first air vehicle when viewed from above. The bird threatening system according to any one of claims 1 to 3, wherein the second air vehicle automatically follows the first air vehicle at substantially the same altitude as the first air vehicle. The second flight body has an acquisition unit that acquires information on the positional relationship between the first flight object and the second flight object, and the second flight based on the information on the positional relationship acquired by the acquisition unit. It has a flight control unit that controls the flight of the second flying object so that the body maintains the predetermined positional relationship with the first flying body and automatically follows the first flying body. The bird threatening system according to any one of claims 1 to 4. The acquisition unit acquires image information including the first air vehicle imaged by the first imaging unit of the second air vehicle as information regarding the positional relationship.
In the flight control unit, the second flight body maintains the predetermined positional relationship between the first flight body and the second flight body acquired from the image information including the first flight body. The bird threatening system according to claim 5, which controls the flight of the second flying object so as to automatically follow the first flying body. The acquisition unit acquires the position information of the first air vehicle and the position information of the second air vehicle as information regarding the positional relationship.
The flight control unit has the predetermined positional relationship between the first flight body and the second flight body, which is acquired from the difference information between the position information of the first flight body and the position information of the second flight body. The bird threatening system according to claim 5, wherein the flight of the second flying object is controlled so that the second flying body automatically follows the first flying body while maintaining the positional relationship. The bird threatening system according to any one of claims 1 to 7, wherein the first air vehicle automatically flies along a predetermined flight path. The bird threat according to claim 8, wherein the first air vehicle automatically flies along the flight path after the positional relationship between the first air vehicle and the second air vehicle becomes the predetermined positional relationship. system. 8. Described bird threatening system. A pilot that remotely controls the first aircraft and
It includes a third flying object that has a third imaging unit that images the ground, flies at an altitude higher than that of the first flying object, and transmits image information captured by the third imaging unit to the pilot. , The bird threatening system according to any one of claims 1 to 7. It ’s a bird threatening way to get rid of birds.
A bird threatening method in which a first flying object is made to fly toward a place where a bird is present, and a second flying object is made to fly toward a place where the bird is present so as to follow the rear of the first flying object.

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