JP2025129791A - Relay system, relay method, and relay program - Google Patents

Abstract

The present invention aims to improve communication performance by using a relay aircraft for wireless communication relay.
[Solution] A relay system comprising a relay aircraft that relays wireless communications between a base system and on-site equipment that performs measurement work or other work in a work area; a relay aircraft control unit that controls the flight of the relay aircraft or outputs flight control commands; and an airspace communication status determination unit that determines the communication status, including at least one of communication strength and communication speed, for each airspace area, wherein the relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area that is capable of wireless communication with both the on-site equipment and the base system and where the communication status meets specified conditions, or outputs the flight control command to fly the relay aircraft through the airspace area.
[Selected Figure] Figure 1

Description

The present invention relates to a relay system, a relay method, and a relay program.

Patent Document 1 discloses technology that reduces communication interruptions between an unmanned aerial vehicle performing survey work and an operating terminal, thereby expanding the range of remote control of the unmanned aerial vehicle from the operating terminal. In particular, it discloses controlling the state of a relay aerial vehicle that relays communications between the operating terminal and the work aerial vehicle.

Japanese Patent Application Laid-Open No. 2019-40514

In recent years, when an emergency such as a disaster or accident occurs, there is a need to quickly gather information from the scene by dispatching troops to the scene or flying an aircraft above the scene. In such cases, it is important to maintain wireless communication to send and receive command information and measurement data between the troops or aircraft on the scene and the data acquisition site. When attempting to fly an unmanned aircraft or similar device remotely in an airspace far from the operating terminal or operating site, technology has been proposed, such as in Patent Document 1, in which a relay aircraft is flown to relay wireless communication between the unmanned aircraft and the operating terminal. However, the system described in Patent Document 1 still has the following problems.

When collecting information from an emergency scene, it is necessary to transmit measurement data from the scene to a base where the data is analyzed as quickly as possible. Therefore, even when relaying communications using a relay aircraft, it is necessary to operate a relay aircraft that is capable of wirelessly transmitting large volumes of measurement data. However, there are cases where the desired communication speed cannot be maintained due to the communication environment in the airspace in which the relay aircraft flies.
Alternatively, when an unmanned aerial vehicle is flying above a site, if flight control communication between the unmanned aerial vehicle and the control device (or control base) is interrupted, the unmanned aerial vehicle cannot continue to fly safely, so it is necessary to maintain a stable connection of wireless communication. Therefore, even when communication is relayed by a relay aircraft, it is necessary to operate the relay aircraft so that communication is not interrupted, but there are cases where the desired communication strength cannot be maintained due to the communication environment of the airspace in which the relay aircraft flies.
Alternatively, when manned aircraft, manned vehicles, or other units are dispatched to a site, a remote command center is required to maintain a stable wireless communication connection so that it can constantly grasp the situation at the site and issue commands to the units. Therefore, even when communications are relayed by a relay aircraft, it is required to operate the relay aircraft so that communications are not interrupted. However, there are cases where it is not possible to maintain the desired communication strength due to the communication environment in the airspace in which the relay aircraft flies.

The present invention was made in consideration of at least one of the above problems, and aims to provide a relay system that can improve communication performance when relaying wireless communications with remote locations using a relay aircraft.

To achieve the above objective, the system comprises a relay aircraft that relays wireless communications between a base system and on-site devices performing measurement or other work in the target work area; a relay aircraft control unit that controls the flight of the relay aircraft or outputs flight control commands; and an airspace communication status determination unit that determines the communication status, including at least one of communication strength and communication speed, for each airspace area. The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area that is capable of wireless communication with both the on-site device and the base system and where the communication status satisfies predetermined conditions, or outputs flight control commands to fly through the airspace area.

This invention makes it possible to improve communication performance through wireless communication relay using relay aircraft.

1 is a diagram illustrating the overall configuration of a relay system according to an embodiment of the present invention. FIG. 2 is a configuration diagram showing the main functions of a data acquisition site system. FIG. 2 is a functional block diagram showing the main functions of the work aircraft. FIG. 2 is a functional block diagram showing the main functions of the relay aircraft. FIG. 1 is a functional block diagram of an air traffic control system. FIG. 2 is a functional block diagram of a communication infrastructure management system. FIG. 10 is a diagram showing an example of a communication means via a relay aircraft. FIG. 10 is a diagram showing another example of communication means via a relay flying vehicle. FIG. 1 is a diagram illustrating an example of a communication means via a communication satellite. FIG. 10 is a diagram showing another example of communication means via a communication satellite. FIG. 10 is a diagram showing an example of a communication means for directly communicating with a work aircraft. FIG. 10 is a diagram showing another example of communication means for directly communicating with a work aircraft. FIG. 1 illustrates an example of a means of communication via an air traffic control system. FIG. 10 is a diagram illustrating another example of a means of communication via an air traffic control system. FIG. 2 is a functional block diagram of an aircraft operation system. FIG. 2 is a functional block diagram of an acquisition data management system. FIG. 2 is a hardware configuration diagram of a data acquisition site system, etc. FIG. 1 is a conceptual diagram illustrating a wireless communication failure state. FIG. 10 is a flowchart illustrating the operation of the relay system. FIG. 10 is a flowchart illustrating a process of determining a communication means by a communication means determining unit. FIG. 10 is a flowchart illustrating another example of communication means determination performed by the communication means determination unit. FIG. 10 is a flowchart illustrating a process for performing wireless communication relay by a relay aircraft. FIG. 10 is a diagram illustrating the position of a flight geofence of a relay aircraft. FIG. 10 is a diagram illustrating the setting position of the flight area when flying an additional relay aircraft. FIG. 10 is a flowchart illustrating a method for changing the relay method of wireless communication by an additional relay aircraft. A figure showing an example of the determination result when the relay position determination unit determines the flight position of the relay aircraft. FIG. 10 is a diagram showing an example of collecting measurement data from a work aircraft via wireless communication. FIG. 10 is a diagram showing an example of collecting measurement data from a work aircraft via wireless communication. FIG. 10 is a diagram showing an example of collecting measurement data by directly removing a recording medium from a relay aircraft. FIG. 10 is a diagram showing an example of collecting measurement data by directly removing a recording medium from a relay aircraft. FIG. 10 is a diagram showing an example of collecting measurement data by directly removing the recording medium from the work aircraft and relay aircraft. FIG. 10 is a diagram showing an example of collecting measurement data by directly removing the recording medium from the work aircraft and relay aircraft. A flowchart showing the process of determining whether a relay aircraft is needed while a wireless communication relay is being performed by the relay aircraft. FIG. 10 is an explanatory diagram showing an example of redundancy in the case where communication is made redundant using a plurality of communication means; FIG. 10 is a diagram illustrating the overall configuration of a modified example of a relay system according to an embodiment of the present invention.

The present invention will be described below by listing the contents of the embodiments. The present invention has the following configuration.
[Item 1]
a relay aircraft that relays wireless communications between a site device that performs measurement work or other work in a work area and a base system;
a relay aircraft control unit that controls the flight of the relay aircraft or outputs flight control commands;
an airspace communication status determination unit that determines a communication status including at least one of communication strength and communication speed for each airspace area;
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication status meets specified conditions, or outputs the flight control command to fly through the airspace area.
[Item 2]
Item 1, a relay system according to the present invention,
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication strength determined by the airspace communication status determination unit is stronger than a predetermined value, or outputs the flight control command to fly the relay aircraft through the airspace area.
[Item 3]
3. The relay system according to item 1 or 2,
When the amount of measurement data measured by the field device is greater than a predetermined value or is expected to be greater than a predetermined value,
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication speed determined by the airspace communication status determination unit is faster than a predetermined value, or outputs the flight control command to fly the relay aircraft through the airspace area.
[Item 4]
4. The relay system according to any one of items 1 to 3,
When the communication strength or communication speed or a combination thereof determined by the airspace communication state determination unit does not satisfy a predetermined condition,
A relay system in which the relay aircraft control unit controls the flight of the relay aircraft to increase the altitude of the relay aircraft, or outputs the flight control command to increase the altitude.
[Item 5]
5. The relay system according to any one of items 1 to 4,
When the wireless communication distance between the relay aircraft and the on-site device, or the wireless communication distance between the relay aircraft and the base system, becomes longer than a predetermined distance, or is expected to become longer than a predetermined distance,
A relay system in which the relay aircraft control unit controls the flight of the relay aircraft to increase the altitude of the relay aircraft, or outputs the flight control command to increase the altitude.
[Item 6]
6. The relay system according to any one of items 1 to 5,
A relay system that starts wireless communication relay by the relay aircraft when the communication strength or communication speed between the field device and the base system before wireless communication relay by the relay aircraft becomes lower than a predetermined value.
[Item 7]
7. The relay system according to any one of items 1 to 6,
A relay system that starts wireless communication relaying by the relay aircraft or determines the number of relay aircraft that will start wireless communication relaying when the communication speed between the field device and the base system before wireless communication relaying by the relay aircraft is expected to be lower than a reference speed corresponding to the amount of measurement data measured by the field device.
[Item 8]
8. The relay system according to any one of items 1 to 7,
A relay system that, before performing wireless communication relay by the relay aircraft, starts wireless communication relay by the relay aircraft or determines the number of relay aircraft that will start wireless communication relay if the future distance between the field device and the base system based on the planned movement position of the field device is predicted to be longer than a predetermined distance.
[Item 9]
9. The relay system according to any one of items 1 to 8,
If abnormality information of ground infrastructure facilities including ground communication facilities or power facilities is acquired before the wireless communication relay by the relay aircraft is performed, the wireless communication relay by the relay aircraft is started;
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area surrounding the ground infrastructure facility where an abnormality exists, or outputs the flight control command to fly through the airspace area.
[Item 10]
10. The relay system according to any one of items 1 to 9,
A relay system comprising a relay communication status monitoring unit that monitors at least one of a first communication status including communication strength or communication speed between the relay aircraft and the field device, and a second communication status including communication strength or communication speed between the relay aircraft and the base system.
[Item 11]
11. The relay system according to any one of items 1 to 10,
A relay system in which, when either the communication strength or the communication speed in the first communication state or the second communication state does not satisfy a specified condition, an additional relay aircraft, a second relay aircraft, is flown to perform wireless communication relay using multiple relay aircraft.
[Item 12]
12. The relay system according to any one of items 1 to 11,
A relay system that determines the flight area of the second relay aircraft depending on at least one of the first communication state and the second communication state, and controls the flight of the second relay aircraft so that the second relay aircraft flies in the flight area, or outputs a flight control command to fly the second relay aircraft in the flight area.
[Item 13]
13. The relay system according to any one of items 1 to 12,
When the communication strength of the first communication state is lower than a predetermined value, the second relay aircraft is flown in an airspace area between the relay aircraft and the on-site device, and a series relay is performed by the relay aircraft and the second relay aircraft;
Alternatively, a relay system in which, when the communication strength of the second communication state is lower than a predetermined value, the second relay aircraft is flown in the airspace area between the relay aircraft and the base system, and a series relay is performed by the relay aircraft and the second relay aircraft.
[Item 14]
14. The relay system according to any one of items 1 to 13,
When the communication speed of the first communication state is lower than a predetermined value, the second relay aircraft is flown in an airspace area between the relay aircraft and the on-site device, and a parallel relay is performed by the relay aircraft and the second relay aircraft;
Alternatively, a relay system in which, when the communication speed of the second communication state is lower than a predetermined value, the second relay aircraft is flown in an airspace area between the relay aircraft and the base system, and parallel relay is performed by the relay aircraft and the second relay aircraft.
[Item 15]
15. The relay system according to any one of items 1 to 14,
A relay system in which, when the distance between the relay aircraft and the on-site device is longer than a predetermined distance, or when it is expected that the distance will become longer than the predetermined distance in the future, an additional relay aircraft, a second relay aircraft, is flown to perform wireless communication relay using multiple relay aircraft.
[Item 16]
16. The relay system according to any one of items 1 to 15,
A relay system that switches wireless communication between the field device and the base system from wireless communication using relay by the relay aircraft to wireless communication that does not go through the relay aircraft when the communication strength and communication speed in the first communication state and the second communication state satisfy specified conditions and the field device and the base system are within a distance range where they can communicate directly.
[Item 17]
17. The relay system according to any one of items 1 to 16,
A relay system that, when switching wireless communication between the field device and the base system from wireless communication using relay by the relay aircraft to wireless communication not via the relay aircraft, moves the field device within a distance range where direct communication with the base system is possible, outputs a movement command to move the field device within said distance range, or outputs a flight mission to move a work aircraft carrying the field device within said distance range.
[Item 18]
18. The relay system according to any one of items 1 to 17,
A relay system that, when it is possible to move the field device within a distance range where the field device and the base system can directly communicate, moves the field device within that distance range, outputs a movement command to move the field device within that distance range, or outputs a flight mission to move a work aircraft carrying the field device within that distance range.
[Item 19]
19. The relay system according to any one of items 1 to 18,
A relay system that switches wireless communication between the field device and the base system from wireless communication using relay by the relay aircraft to wireless communication using relay by the communication satellite when the field device is capable of communicating with a communication satellite.
[Item 20]
20. The relay system according to any one of items 1 to 19,
A relay system that generates a relay flight geofence to limit the flight area of the relay aircraft when the relay aircraft begins flying a wireless communication relay.
[Item 21]
21. The relay system according to any one of items 1 to 20,
the in-situ device is mounted on a measurement aircraft;
A relay system in which at least a portion of the relay flight geofence is generated within an area enclosed by the measurement flight geofence generated for the measurement aircraft.
[Item 22]
22. The relay system according to any one of items 1 to 21,
A relay system that transmits information about the generated relay flight geofence to an airspace control system that controls the airspace in which the relay flight geofence was generated.
[Item 23]
23. The relay system according to any one of items 1 to 22,
the relay aircraft is equipped with a measurement data recording unit that records the measurement data received from the on-site device;
A relay system in which the relay aircraft receives the measurement data from the field device and records the measurement data in the measurement data recording unit when the relay aircraft is moved to a position closer to the field device than the base system, or when the communication state between the relay aircraft and the field device satisfies a predetermined condition.
[Item 24]
24. The relay system according to any one of items 1 to 23,
the relay aircraft is equipped with a measurement data recording unit that records the measurement data received from the on-site device;
A relay system that transmits the measurement data from the field device to the relay aircraft and records the received measurement data in the measurement data recording unit when the communication status between the relay aircraft and the base system does not satisfy a specified condition and the communication status between the relay aircraft and the field device satisfies a specified condition.
[Item 25]
25. The relay system according to any one of items 1 to 24,
A relay system that moves the relay aircraft to an airspace area where the communication status between the relay aircraft and the base system satisfies specified conditions, and transmits the measurement data recorded in the measurement data recording unit in the airspace area from the relay aircraft to the base system.
[Item 26]
26. A relay system according to any one of items 1 to 25,
A relay system that moves the relay aircraft to an airspace area where the communication status between the relay aircraft and a communication satellite satisfies specified conditions, and transmits the measurement data recorded in the measurement data recording unit in the airspace area from the relay aircraft to the base system via the communication satellite.
[Item 27]
27. The relay system according to any one of items 1 to 26,
A relay system in which the on-site device is mounted on an aircraft, vehicle, ship, other moving body, or portable mobile terminal device.
[Item 28]
A relay method for relaying wireless communication between a field device that performs measurement work or other work in a work area and a base system using a relay aircraft, comprising:
The computer
an airspace communication state determination step of determining a communication state including at least one of communication strength and communication speed for each airspace area;
a flight control step of controlling the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication state satisfies a predetermined condition, or outputting a flight control command to fly the relay aircraft through the airspace area;
Execute the relay method.
[Item 28]
A relay program that relays wireless communication between a field device that performs measurement work or other work in a work area and a base system using a relay aircraft,
On the computer,
an airspace communication state determination command for determining a communication state including at least one of communication strength and communication speed for each airspace area;
a flight control command that controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication state satisfies a predetermined condition, or outputs a flight control command that causes the relay aircraft to fly through the airspace area;
A relay program that executes the above.

The following describes in detail preferred embodiments of the present invention, with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configuration are designated by the same reference numerals, and redundant explanations will be omitted. Furthermore, the embodiments described below are merely examples, and other known elements or alternative means may be adopted depending on the application, purpose, scale, etc.

A. One embodiment
[A-1. composition]
(A-1-1. Overview)
1 is an overall configuration diagram of a relay system 1 (hereinafter also referred to as "aviation data sensing system 1" or "system 1") according to one embodiment of the present invention. As shown in FIG. 1, the relay system 1 includes a work aircraft 1000, a data acquisition base system 2000, a relay aircraft 3000, a communication satellite 4000, an air traffic control system 5000, and a spatial information data utilization system 6000.

The work aircraft 1000 is a manned or unmanned aircraft or other aircraft, and is equipped with sensors such as optical cameras, infrared cameras, and laser sensors including LiDAR, and uses these sensors to acquire information about the measurement area from the sky as measurement data. The work aircraft 1000 also wirelessly transmits the measurement data to the data acquisition base system 2000 during flight. Note that the work aircraft 1000 is not limited to acquiring information about the measurement area, and may also be an aircraft that acquires weather data or environmental data, tracks suspicious vessels, or performs other tasks. Furthermore, the work aircraft 1000 does not necessarily have to be an aircraft, but may also be a field device in which the above-mentioned sensors are mounted on a vehicle, ship, other moving object, or a portable mobile terminal device.

The data acquisition base system 2000 is a system that has the function of remotely controlling the flight and measurement of the work aircraft 1000 by sending and receiving control command information (flight control commands and measurement control commands) with the work aircraft 1000 if the work aircraft 1000 is an unmanned aircraft, and of monitoring the status of the work aircraft 1000 by sending and receiving control status information (flight control status and measurement control status) with the work aircraft 1000 if the work aircraft 1000 is a manned aircraft. The data acquisition base system 2000 also has the function of receiving measurement data acquired by the work aircraft 1000 via wireless communication. Note that the data acquisition base system 2000 is not limited to fixed buildings, but can also be implemented in mobile vehicles, ships, etc.

The relay aircraft 3000 is a manned or unmanned aircraft or other aircraft that relays control-related information (control commands, control status information, real-time video, etc.) of the work aircraft 1000 transmitted and received between the work aircraft 1000 and the data acquisition base system 2000, as well as communication of measurement data acquired by the work aircraft 1000. Furthermore, if the relay aircraft 3000 is an unmanned aircraft, it has the function of transmitting and receiving control command information (flight control commands) with the data acquisition base system 2000, and if the relay aircraft 3000 is a manned aircraft, it has the function of transmitting and receiving control status information (flight control status and measurement control status) with the data acquisition base system 2000.

The communications satellite 4000 is connected via wireless communication to the work aircraft 1000, relay aircraft 3000, and data acquisition base system 2000. The communications satellite 4000 has the function of relaying the aforementioned control-related information and measurement data transmitted and received between the aircraft (including the work aircraft 1000 and relay aircraft 3000) and the data acquisition base system 2000 via this wireless communication.

The air traffic control system 5000 may be configured, for example, as an air traffic management system (hereinafter referred to as "ATM"), an unmanned aircraft system traffic management system (hereinafter referred to as "UTM"), or an air traffic management subsystem (UASSP). The air traffic control system 5000 communicates wirelessly with the work aircraft 1000 and relay aircraft 3000 flying in the airspace subject to control, sending and receiving control-related information and measurement data. It may also be connected to the data acquisition base system 2000 via wired or wireless communication, and have the function of exchanging control-related information and measurement data sent and received between the work aircraft 1000 and relay aircraft 3000 with the data acquisition base system 2000.

The spatial information data utilization system 6000 is connected to the data acquisition base system 2000 via wired or wireless communication and receives measurement data acquired by the work aircraft 1000 from the data acquisition base system 2000. The spatial information data utilization system 6000 processes the received measurement data to convert it into data that makes it easier for the user to understand the condition of the measurement area, and provides the processed data to a user terminal, etc. For example, if the measurement data is images measured with an optical camera or infrared camera, it generates a wide-area image stitched together from multiple images, a wide-area orthoimage stitched together from multiple images after orthogonal transformation, or a map image integrating the wide-area image or wide-area orthoimage with geographic information. Furthermore, if the measurement data is point cloud data acquired by a laser sensor, it processes the point cloud data to generate three-dimensional spatial data expressed in a digital surface model (DSM) or digital elevation model (DEM), or a map image integrating the three-dimensional spatial data with geographic information.

Note that wired or wireless communications between the components of the relay system 1 shown in FIG. 1 (work aircraft 1000, data acquisition base system 2000, relay aircraft 3000, communications satellite 4000, air traffic control system 5000, and spatial information data utilization system 6000) may be interconnected via a communications network such as the Internet or a communications method such as LTE. Each wireless communication may constitute a dedicated wireless communications network or may utilize existing wireless infrastructure. Note that the control communications (e.g., command and control link) for transmitting and receiving the above-mentioned control-related information and the measurement data communications (e.g., payload link) for transmitting and receiving measurement data are each assigned separate communication frequency bands or separate communication paths, and communicated via separate wireless communications links.

(A-1-2. Overview of the data acquisition base system)
Next, an overview of the main functions of the data acquisition base system 2000 and its connection relationships with other systems will be described. Figure 2 is a configuration diagram showing the main functions of the data acquisition base system. The data acquisition base system 2000 has a communication infrastructure management system 2100, an aircraft flight operation system 2200, a measurement data management system 2300, an flight management system 2400, and an airspace monitoring system 2500.

The communication infrastructure management system 2100 is a system that manages the communication means used to transmit control-related information and measurement data exchanged between the data acquisition base system 2000 and other systems in the relay system 1 (the work aircraft 1000, the relay aircraft 3000, the communication satellite 4000, the air traffic control system 5000, and the spatial information data utilization system 6000). Specifically, it is equipped with multiple communication facilities and has the function of switching between communication means using multiple different types of communication facilities. The communication infrastructure management system 2100 also monitors the communication speed as well as the communication strength (communication stability) of the existing infrastructure, and determines and switches to the appropriate communication means based on the stability and speed required for data transmission and reception. The transmission process may be, for example, parallel transmission or switched transmission. Furthermore, if the communication infrastructure management system 2100 determines that data should be transmitted by physically transporting the memory by a person, it may display this information on an appropriate display unit and request the administrator to physically transport the memory.

The aircraft operation system 2200 is a system that generates flight missions for aircraft (including work aircraft and relay aircraft) to be remotely controlled, acquires the aircraft's real-time flight status (including position and speed), and controls the aircraft by transmitting control target values as control commands to the aircraft. A flight mission is, for example, a movement plan including the movement route and movement speed of the work aircraft 1000 or relay aircraft 3000, and the movement route is generated in an airspace at an altitude of 150 m or less to avoid interference with passenger aircraft, for example. In addition to movement plan information, the flight mission may also include information on a measurement plan obtained by measurement sensors. The aircraft operation system 2200 transmits control signals to the aircraft via the communication infrastructure management system 2100 to operate the aircraft automatically.

The acquired data management system 2300 is a system that manages the measurement data acquired by the work aircraft 1000. Specifically, it determines whether the vast amount of measurement data acquired via the communications infrastructure management system contains defective data, records the measurement data, and determines whether to send the measurement data to an external system.

The flight management system 2400 is a system that makes decisions and gives instructions regarding the operation of the work aircraft 1000 and relay aircraft 3000. The flight management system 2400 prepares plans for the work of the work aircraft 1000, including sensing and flight, transmits the plans to the aircraft flight operating system, and causes the aircraft flight operating system 2200 to generate flight missions and the like in accordance with the plans. The flight management system 2400 may also prepare plans for multiple aircraft and transmit information about the plans to the aircraft flight operating system 2200 that controls each aircraft.

The airspace monitoring system 2500 is a system that monitors in real time the airspace through which the aircraft controlled by the data acquisition base system 2000 is flying. The airspace monitoring system 2500 has the function of detecting aircraft flying in the airspace using aircraft detection devices such as radar or sonar, or acquires information from the air traffic control system 5000 described above via the communication infrastructure management system 2100. In other words, the airspace monitoring system 2500 measures or acquires information on the environment in the airspace through which the aircraft is flying, as well as information on other aircraft, and transmits the information to the flight management system 2400 or the aircraft flight operation system 2200. Based on the information from the airspace monitoring system 2500, the flight management system 2400 or the aircraft flight operation operation system 2200 changes the flight plan or flight mission if there is a problem with the aircraft's work plan or flight mission.

(A-1-3. Overview of the Work Aircraft)
Next, the work aircraft 1000 will be described. Figure 3 is a functional block diagram showing the main functions of the work aircraft. In this specification, the term "aircraft" refers to any aircraft with flight capabilities, regardless of the power source (electric power, prime mover, etc.), the control method (wireless or wired, fully autonomous flight type or partially manual flight type, etc.), and whether manned or unmanned. Aircraft may also be referred to as unmanned aerial vehicles (UAVs), aircraft, multicopters, RPAS (remote piloted aircraft systems), or UAS (unmanned aircraft systems), etc.

The work aircraft 1000 is a manned or unmanned aircraft or other aircraft that wirelessly transmits measurement data to the data acquisition base system 2000 during flight. The work aircraft 1000 may be a fixed-wing aircraft, a rotary-wing aircraft, or a vertical take-off and landing aircraft (VTOL) equipped with fixed and rotary wings. The work aircraft 1000 comprises a flight unit 1100, a measurement unit 1200, a control communication unit 1300, a measurement data communication unit 1400, a communication status determination unit 1500, a measurement data processing unit 1600, and a data recording unit 1700. Furthermore, if the work aircraft 1000 is a manned aircraft, it also comprises a control device (having a control command input unit, display unit, audio output unit, etc.) operated by a pilot appearing on the aircraft.

(A-1-3-1. Flight section 1100)
The flying unit 1100 is a functional unit that flies the work aircraft 1000, and is equipped with a self-position measurement unit 1110, an attitude measurement unit 1120, a flight control unit 1130, a remote control camera 1140, and a remote control microphone 1150.

The self-location measurement unit 1110 measures the position (absolute position) of the aircraft. The self-location measurement unit 1110 measures its current position using, for example, but not limited to, GNSS (Global Navigation Satellite System), GPS (Global Positioning System), etc. As a method for measuring its position, for example, RTK-GNSS (Real Time Kinematic - Global Navigation Satellite System) can also be used. The position information includes at least two-dimensional coordinate information in a planar view (e.g., latitude and longitude), and preferably three-dimensional coordinate information including altitude information. Note that the self-location measurement unit 1110 is not limited to measuring the position of the aircraft, and may also measure speed and acceleration information.

The attitude measurement unit 1120 measures the attitude (orientation) of the aircraft. The self-location measurement unit 1110 measures the current orientation of the aircraft using, for example, a geomagnetic sensor, a GNSS compass, etc. Attitude information includes at least the attitude angle (azimuth) in a planar view around the Z axis, and preferably includes attitude information around three axes: the X axis, the Y axis, and the Z axis. Note that the attitude measurement unit 1120 may measure information on angular velocity and angular acceleration in addition to the attitude of the aircraft.

The flight control unit 1130 is a mechanism and function that controls the flight operation of the work aircraft 1000, generating thrust for the aircraft to lift the work aircraft 1000 and move it in a desired direction. The flight control unit 1130 has a processing unit, also called a flight controller. The processing unit may have one or more processors, such as a programmable processor (e.g., a central processing unit (CPU), MPU, or DSP). The processing unit has access to memory (storage unit). The memory stores logic, code, and/or program instructions that the processing unit can execute to perform one or more steps.

The processing unit includes a control module configured to control the airframe state of the work aircraft 1000. For example, the control module adjusts the spatial configuration, attitude angle, angular velocity, angular acceleration, angular jerk rate, and/or acceleration of the work aircraft 1000, which has six degrees of freedom (translational motion x, y, and z, and rotational motion θx, θy, and θz). That is, the flight control unit 1130 controls the work aircraft 1000 to perform various operations such as liftoff, forward movement, turning, and landing, and controls the attitude angle control and flight operations of the work aircraft 1000 from takeoff to flight and landing.

The flight control unit 1130 can control the flight of the work aircraft 1000 based on, for example, an autonomous flight program obtained from the aircraft flight operating system 2200. The flight control unit 1130 can also control the flight of the work aircraft 1000 by controlling the motors based on various information, such as the measurement target area, flight permitted/prohibited areas, corresponding flight geofence information, map information including two-dimensional or three-dimensional map data, the current position information of the work aircraft 1000, attitude information (heading information), speed information, and acceleration information, as well as any combination of these.

The remote control camera 1140 is a camera that captures images of the surroundings of the work vehicle, such as the direction of travel of the vehicle. The remote control microphone 1150 is a microphone that picks up audio from around the work vehicle. The images and audio captured by the remote control camera 1140 and remote control microphone 1150 are transmitted in real time by the control communication unit 1300 to the vehicle operation system 2200 of the data acquisition base system 2000 via a relay vehicle or the like.

(A-1-3-2. Measurement unit 1200)
The measurement unit 1200 is a functional unit that acquires information about a measurement target area using a measurement sensor 1210. The measurement unit 1200 includes the measurement sensor 1210, a sensor attitude control unit 1220, and a sensor control unit 1230.

The measurement sensor 1210 is composed of, for example, an optical camera that acquires optical images, an infrared camera that acquires infrared images, and a laser sensor such as LiDAR that acquires point cloud data. The measurement sensor 1210 acquires optical images, infrared images, point cloud data, and other measurement data of the ground surface of the measurement area from above the measurement area.

The sensor attitude control unit 1220 controls at least one of the attitude angles of the measurement sensor 1210 around the three axes relative to the body of the work aircraft 1000 by operating an attitude change device such as a gimbal that supports the measurement sensor. The sensor attitude control unit 1220 may control either or both the pitch angle relative to the horizontal attitude of the body and the yaw angle relative to a predetermined reference direction. The sensor attitude control unit 1220 adjusts the sensor attitude change device to control the orientation of the measurement sensor 1210 so that the measurement target area can be photographed from a predetermined flight path.

The sensor control unit 1230 controls the measurement parameters of the measurement sensor 1210, such as the timing of data acquisition by the measurement sensor 1210 and the zoom amount. The sensor control unit 1230 controls the measurement sensor 1210 so that images are captured according to measurement conditions such as the data acquisition timing and zoom amount that have been set in advance. For example, if the measurement sensor is an optical camera, the sensor control unit 1230 may control the image acquisition timing, shutter speed, resolution, etc.

(A-1-3-3. Control communication unit 1300)
The control communication unit 1300 includes a radio wave communication module capable of radio wave communication. The control communication unit 1300 transmits and receives control-related information via wireless communication via a communication network NW or direct wireless communication using Wi-Fi, 2.4 GHz, or 5.6-5.8 GHz frequency bands with the data acquisition base system 2000, relay aircraft 3000, communication satellite 4000, or air traffic control system 5000. The control communication unit 1300 can use a communication network NW that uses a communication standard such as LTE (Long Term Evolution) as the communication network NW. The control-related information transmitted and received by the control communication unit 1300 includes, for example, flight control commands to the flight control unit 1130, sensor attitude control commands to the sensor attitude control unit 1220, sensor control commands to the sensor control unit 1230, measurement information such as the aircraft's position measured by the aircraft's position measurement unit 1110, and aircraft attitude measurement information measured by the attitude measurement unit 1120.

Furthermore, the control communication unit 1300 transmits the communication status information, including the communication strength and communication speed, determined by the communication status determination unit 1500 (described below), as control-related information to the data acquisition base system 2000, relay aircraft 3000, communication satellite 4000, or air traffic control system 5000.

(A-1-3-4. Measurement data communication unit 1400)
Similarly, the measurement data communication unit 1400 includes a radio wave communication module capable of radio wave communication, and transmits and receives measurement data by wireless communication with the data acquisition base system 2000, relay aircraft 3000, communication satellite 4000, or air traffic control system 5000 using wireless communication via a communication network NW or direct wireless communication using Wi-Fi, 2.4 GHz, or 5.6-5.8 GHz frequency bands. The control communication unit 1300 can use a communication network NW that uses a communication standard such as LTE (Long Term Evolution) as the communication network NW. The measurement data transmitted and received by the measurement data communication unit 1400 includes, for example, optical images measured with an optical camera, infrared images measured with an infrared camera, and point cloud data measured with a laser sensor such as LiDAR.

Control-related information has a smaller data volume than measurement data, but because it affects flight control and measurement control, real-time communication with minimal communication delays is required. On the other hand, measurement data has a larger data volume than control-related information and requires transmission via a communication method with a high communication speed, but the real-time nature of communication does not necessarily need to be high, and temporary communication interruptions do not pose a major problem. For this reason, as described above, control-related information and measurement data are sent and received via independent communication methods via different communication units (control communication unit 1300, measurement data communication unit 1400).

(A-1-3-5. Communication Status Determination Unit 1500)
The communication status determination unit 1500 determines the communication status between the aircraft itself (the work aircraft 1000) and the outside (the data acquisition base system 2000, the relay aircraft 3000, the communication satellite 4000, or the air traffic control system 5000) for each airspace area via the control communication unit 1300 and the measurement data communication unit 1400. The communication status determination unit 1500 includes a communication strength determination unit 1510 and a communication speed determination unit 1520.

The communication strength determination unit 1510 determines the communication strength between the device itself and each external system for each airspace area. For example, this is done by measuring or calculating the state quantity of the communication strength defined in units such as dB. The communication speed determination unit 1520 determines the communication speed between the device itself and each external system for each airspace area. For example, this is done by measuring or calculating the state quantity of the communication speed defined in units such as bps.

(A-1-3-6. Measurement data processing unit 1600)
The measurement data processing unit 1600 processes the measurement data measured by the measurement unit 1200. The measurement data processing unit 1600 is configured as, for example, a workstation so that it can execute data processing with a relatively large processing load.

Data processing that can be performed by the measurement data processing unit 1600 includes, for example, generating a wide-area image by stitching together multiple images, a wide-area orthoimage by stitching together multiple images after orthogonal transformation, or a map image by integrating a wide-area image or wide-area orthoimage with geographic information when the measurement data is images measured with an optical camera or infrared camera. Alternatively, when the measurement data is point cloud data acquired with a laser sensor, generating three-dimensional spatial data expressed as a Digital Surface Model (DSM) or Digital Elevation Model (DEM) by processing the point cloud data, or a map image by integrating the three-dimensional spatial data with geographic information.

(A-1-3-7. Data recording unit 1700)
The data recording unit 1700 is a functional unit that records measurement data measured by the measurement unit 1200 and other data on a recording medium inside the work aircraft 1000. The recording medium may include a separable medium such as an SD card or RAM. The data recording unit 1700 includes a measurement data recording unit 1710, a communication status recording unit 1720, and a post-processing data recording unit 1730.

The measurement data recording unit 1710 records the measurement data measured by the measurement unit 1200. The communication status recording unit 1720 records the communication strength and communication speed information determined by the communication status determination unit 1500. The processed data recording unit 1730 records the processed data generated by the measurement data processing unit 1600.

(A-1-4. Overview of the relay aircraft)
Next, the relay aircraft 3000 will be described. FIG. 4 is a functional block diagram showing the main functions of the relay aircraft. The relay aircraft 3000 is a manned or unmanned aircraft, or other aircraft. The relay aircraft 3000 relays control-related information (control commands or control status information) of the work aircraft 1000 transmitted and received between the work aircraft 1000 and the data acquisition base system 2000, as well as communication of measurement data acquired by the work aircraft 1000. The relay aircraft 3000 also transmits and receives information related to the control of its own aircraft (the relay aircraft 3000) to and from the data acquisition base system 2000. The relay aircraft 3000 may be a fixed-wing aircraft, a rotary-wing aircraft, or a vertical take-off and landing aircraft (VTOL) equipped with fixed and rotary wings.

The relay aircraft 3000 comprises a flight unit 3100, a control communication unit 3300, a communication status determination unit 3500, a measurement data processing unit 3600, and a data recording unit 3700. Furthermore, if the relay aircraft 3000 is a manned aircraft, it also comprises a control device (having a control command input unit, display unit, audio output unit, etc.) operated by a pilot appearing on the aircraft.

The flight unit 3100 is equipped with a self-position measurement unit 3110, an attitude measurement unit 3120, a flight control unit 3130, a remote control camera 3140, and a remote control microphone 3150. The flight unit 3100 may have the same functions as the flight unit 1100 of the work aircraft 1000. The control communication unit 3300 may have the same functions as the control communication unit 1300 of the work aircraft 1000.

The relay communication unit 3400 is equipped with a control information relay communication unit 3410 and a measurement data relay communication unit 3420. The control information relay communication unit 3410 relays control-related information (including control commands, control status information, real-time video, and audio) for the work aircraft 1000 transmitted and received between the work aircraft 1000 and the data acquisition base system 2000. For example, it receives control commands for the work aircraft 1000 from the data acquisition base system 2000 and forwards them to the work aircraft 1000, and receives information regarding the control status of the work aircraft 1000 from the work aircraft 1000 and forwards it to the data acquisition base system 2000. The measurement data relay communication unit 3420 relays measurement data acquired by the work aircraft 1000 and transmits it to the data acquisition base system 2000.

The communication status determination unit 3500 determines the communication status between the relay aircraft 3000 and an external system (data acquisition base system 2000, work aircraft 1000, communication satellite 4000, or air traffic control system 5000) for each airspace area via the control communication unit 3300 and relay communication unit 3400 (control information relay communication unit 3410, measurement data relay communication unit 3420). The communication status determination unit 3500 is equipped with a communication strength determination unit 3510 and a communication speed determination unit 3520. The communication strength determination unit 3510 and the communication speed determination unit 3520 can have the same functions as the communication strength determination unit 1510 and the communication speed determination unit 1520 of the work aircraft 1000. For example, the communication status determination unit 3500 determines the communication strength and communication speed between the relay aircraft 3000 and the working aircraft 1000, and also the communication strength and communication speed between the relay aircraft 3000 and the data acquisition base system 2000.

The measurement data processing unit 3600 performs data processing on the measurement data received via the measurement data relay communication unit 3420. The measurement data processing unit 3600 is configured, for example, as a workstation so that it can execute data processing that has a relatively large processing load. The data processing that can be executed by the measurement data processing unit 3600 is the same as that executed by the measurement data processing unit 1600 of the work aircraft 1000.

The data recording unit 3700 is a functional unit that records measurement data received via the measurement data relay communication unit 3420 on a recording medium inside the work aircraft 3000. The recording medium may include, for example, a separable medium such as an SD card or RAM. The data recording unit 3700 includes a relay measurement data recording unit 3710, a communication status recording unit 3720, and a processed data recording unit 3730.

The relay measurement data recording unit 3710 records the measurement data received via the measurement data relay communication unit 3420. The communication status recording unit 3720 records the communication strength and communication speed information determined by the communication status determination unit 3500. The processed data recording unit 3730 records the processed data generated by the measurement data processing unit 3600.

(A-1-5. Overview of the Air Traffic Control System)
Next, an air traffic control system 5000 will be described. Fig. 5 is a functional block diagram of the air traffic control system. The air traffic control system 5000 includes a control communication unit 5100, a relay information communication unit 5200, and an operation control unit 5300.

The control communication unit 5100 is equipped with a radio wave communication module capable of radio wave communication, and is a functional unit that transmits and receives information necessary for traffic control within controlled airspace between aircraft flying in the controlled airspace of the air traffic control system 5000.

The relay information communication unit 5200 is equipped with a radio wave communication module capable of radio wave communication, and is a functional unit that relays control-related information or measurement data sent and received between the work aircraft 1000, the relay aircraft 3000, and the data acquisition base system 2000. The relay information communication unit 5200 has a control information relay communication unit 5210 and a measurement data relay communication unit 5220.

The control information relay communication unit 5210 relays control-related information (control commands or control status information) of the work aircraft 1000 transmitted and received between the work aircraft 1000 and the data acquisition base system 2000. The control information relay communication unit 5210 may also relay control-related information (control commands or control status information) of the relay aircraft 3000 transmitted and received between the relay aircraft 3000 and the data acquisition base system 2000. The measurement data relay communication unit 5220 relays measurement data measured by the work aircraft 1000 and transmits it to the data acquisition base system 2000.

The flight control unit 5300 is a functional unit that acquires information and generates commands necessary for traffic control within the controlled airspace. The flight control unit 5300 includes an aircraft status acquisition unit 5310 and a control command generation unit 5320. The aircraft status acquisition unit 5310 acquires information regarding the flight status (position, altitude, speed, acceleration, planned flight path, planned landing position, etc.) and other aircraft status (flight distance, presence or absence of aircraft abnormalities, manned/unmanned identification information, etc.) of the work aircraft 1000, relay aircraft 3000, and other aircraft flying within the controlled airspace. The control command generation unit 5320 generates control commands for each aircraft based on the acquired status information of the aircraft within the controlled airspace. Here, control commands include, for example, commands to change the planned flight path or the planned landing position.

(A-1-6. Overview of communication infrastructure management system 2100)
Next, the communication infrastructure management system 2100 will be described. Fig. 6 is a functional block diagram of the communication infrastructure management system. The communication infrastructure management system 2100 includes a candidate communication means acquisition unit 2110, a communication status determination unit 2120, a communication means determination unit 2130, a relay aircraft usage determination unit 2140, a control communication unit 2150, and a measurement data communication unit 2160.

(A-1-6-1. Communication method candidate acquisition unit 2110)
The communication means candidate acquisition unit 2110 acquires information regarding candidate communication means for direct communication between the data acquisition base system 2000 and the work aircraft 1000, and candidate communication means for communication with the work aircraft 1000 via other external systems (relay aircraft 3000, communication satellite 4000, air traffic control system 5000). An example of the communication means candidates acquired by the communication means candidate acquisition unit 2110 is described below in Figures 7a to 10b.

First, we will explain the communication means via a relay aircraft. Figure 7a is a diagram showing an example of a communication means via a relay aircraft. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates with the work aircraft 1000 via the relay aircraft 3000, and in particular, shows an example in which direct wireless communication is performed between the relay aircraft 3000 using wireless communication equipment for direct communication (including wireless communication antennas, etc.) installed in the communication infrastructure management system 2100. For direct wireless communication, wireless communication bands such as the 2.4 GHz band and the 5.7 GHz band can be used, but are not limited to these. Wireless communication using frequencies such as very long waves in the 3 kHz to 30 kHz band, long waves in the 30 kHz to 300 kHz band, medium waves in the 300 kHz to 3 MHz band, short waves in the 3 MHz to 30 MHz band, ultra-short waves in the 30 MHz to 300 MHz band, ultra-short waves in the 300 MHz to 3 GHz band, microwaves in the 3 GHz to 30 GHz band, millimeter waves in the 30 GHz to 300 GHz band, and submillimeter waves in the 300 GHz to 3 THz band can also be used.

Figure 7b shows another example of a communication means via a relay aircraft. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates with the work aircraft 1000 via the relay aircraft 3000, and in particular, communication between the communication infrastructure management system 2100 and the relay aircraft 3000 is performed via an Internet line and public wireless equipment. Wireless communication between public wireless communication equipment (including base stations for aircraft communications, wireless communication antennas, etc.) and the relay aircraft 3000 can appropriately use wireless in the various bands described above.

Next, communication means via a communication satellite 4000 will be described. Figure 8a is a diagram showing an example of communication means via a communication satellite. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates with the work aircraft 1000 via a communication satellite 4000, and in particular shows an example in which direct wireless communication is performed with the communication satellite 4000 using wireless communication equipment (including a wireless communication antenna, etc.) for direct communication with the communication satellite installed in the communication infrastructure management system 2100. Note that this direct wireless communication can use wireless communication bands such as, but are not limited to, the 2.4 GHz band or the 5.7 GHz band.

Figure 8b shows another example of a communication means via a communication satellite. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates with the work aircraft 1000 via a communication satellite 4000, and in particular, communication between the communication infrastructure management system 2100 and the communication satellite 4000 is carried out via an Internet line and public wireless equipment (including satellite communication base stations, wireless communication antennas, etc.).

Next, we will explain the communication means used when conducting direct wireless communication with a work aircraft. Figure 9a is a diagram showing an example of a communication means used when conducting direct communication with a work aircraft. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates directly with the work aircraft 1000, and in particular, shows an example in which direct wireless communication is conducted with the work aircraft 1000 using wireless communication equipment for direct communication (including wireless communication antennas, etc.) installed in the communication infrastructure management system 2100. Note that this direct wireless communication can use wireless communication bands such as the 2.4 GHz band or the 5.7 GHz band, but is not limited to these.

Figure 9b shows another example of a communication means for direct communication with a work aircraft. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates directly with the work aircraft 1000, and in particular, communication between the communication infrastructure management system 2100 and the work aircraft 1000 is carried out via an Internet line and public wireless equipment (including base stations for aircraft communications, wireless communication antennas, etc.).

Next, we will explain the communication means used when performing wireless communication via the air traffic control system 5000. Figure 10a is a diagram showing an example of communication means via the air traffic control system. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates with the work aircraft 1000 via the air traffic control system 5000, and in particular, shows an example in which wireless communication is performed between the communication infrastructure management system 2100 and the air traffic control system 5000 using wireless communication equipment (including wireless communication antennas, etc.) installed in the communication infrastructure management system 2100. Note that the wireless communication can use wireless communication bands such as the 2.4 GHz band or the 5.7 GHz band, but is not limited to these.

Figure 10b is a diagram showing another example of a communication means via the air traffic control system 5000. The candidate example of communication means shown in this figure shows an example in which the communication infrastructure management system 2100 of the data acquisition base system 2000 communicates with the work aircraft 1000 via the air traffic control system 5000, and in particular, communication between the communication infrastructure management system 2100 and the air traffic control system 5000 is performed via an Internet line and public wireless equipment (including base stations, wireless communication antennas, etc.).

As shown in Figures 7a to 10b, there are multiple candidate communication means for communication between the communication infrastructure management system 2100 of the data acquisition base system 2000 and the work aircraft 1000. The candidate communication means acquisition unit 2110 acquires information on these multiple candidate communication means.

(A-1-6-2. Communication Status Determination Unit 2120)
The communication status determination unit 2120 includes a communication strength determination unit 2121 and a communication speed determination unit 2122, and determines the communication status (communication strength and communication speed) for each of the multiple communication means candidates acquired by the communication means candidate acquisition unit 2110 for each airspace area. The communication status is determined for each of multiple communication channels, such as LTE (Long Term Evolution), WiFi, 2.4 GHz, 3.2 GHz, and 5.7 GHz. The communication strength determination unit 2111 determines the communication strength between the device itself and each external system for each airspace area. For example, this determination is made by measuring or calculating a state quantity of communication strength defined in units such as dB. The communication speed determination unit 2112 determines the communication speed between the device itself and each external system for each airspace area. For example, this determination is made by measuring or calculating a state quantity of communication speed defined in units such as bps. The communication status (communication strength and communication speed) for each airspace area can be obtained by acquiring information on current or past communication status measured by the communication status determination unit 1500, 3500 of the work aircraft 1000 or relay aircraft 3000, or by other aircraft flying in the same airspace or other communication status measurement means. For example, the communication status determination unit 2120 can determine the communication strength and communication speed between the relay aircraft 3000 and the work aircraft 1000, and also the communication strength and communication speed between the relay aircraft 3000 and the data acquisition base system 2000.

For example, in the case of a communication means via a communication satellite 4000 as shown in Figures 8a and 8b, the communication strength determination unit 2111 and communication speed determination unit 2112 measure the communication strength and communication speed between the communication infrastructure management system and the communication satellite 4000, and the communication strength and communication speed between the communication satellite 4000 and the work aircraft 1000, respectively, and determine the poorest communication strength and communication speed as the communication strength and communication speed of the communication means.

(A-1-6-3. Communication means determination unit 2130)
The communication means determination unit 2130 is a functional unit that determines the control communication means and the measurement data communication means based on the communication state for each communication means candidate determined by the communication state determination unit 2120 and standard information on the communication performance required for the control communication and the measurement data communication. Note that the communication means determination unit 2130 may allocate not only the communication path but also the communication frequency bands to be used for the control communication and the measurement data communication from different frequency bands. The communication means determination unit 2130 includes a control communication means determination unit 2131 and a measurement data communication means determination unit 2132.

The control communication means determination unit 2131 determines, from among the candidate communication means, the communication means to perform control communication for sending and receiving control-related information (control commands, control status information, real-time video, etc.). Control-related information is information necessary for remote operation of flight control and measurement control of the work aircraft 1000, etc., so in order to ensure the safe operation of the aircraft and the execution of measurement work, stable communication without interruption and real-time communication with little communication delay are required. For this reason, the communication means is determined based on criteria that prioritize high communication strength over communication speed.

The measurement data communication means determination unit 2132 determines, from among the candidate communication means, the communication means to perform control communication for receiving measurement data (or processed data if data processing is performed in the work aircraft 1000 or relay aircraft 3000). Unlike control communication, communication of measurement data, etc. is not directly related to flight control or measurement control, so the requirements for communication stability and real-time communication performance are relatively low. On the other hand, measurement data and processed data have larger data volumes than control-related information, so high-speed transmission of large amounts of data is required. Therefore, the communication means is determined based on criteria that prioritize high communication speed over communication strength.

The control communication means determination unit 2131 and the measurement data communication means determination unit 2132 are not limited to determining the use of a single communication means, but may, for example, perform parallel transmission using multiple communication means, or switch transmission by switching between multiple communication means. Furthermore, if the communication infrastructure management system 2100 determines that data should be transmitted by physically transporting the memory by a person, it may display this on an appropriate display unit and request the administrator to physically transport the memory.

(A-1-6-4. Relay Aircraft Usage Determination Unit 2140)
The relay aircraft usage determination unit 2140 has a relay position determination unit 2141, a relay aircraft addition necessity determination unit 2142, and a relay aircraft unnecessary determination unit 2143. When the communication means determination unit 2130 selects communication via the relay aircraft 3000 as shown in Figures 7a and 7b as the communication means between the work aircraft 1000 and the data acquisition base system 2000, the relay aircraft usage determination unit 2140 determines the position where the communication will be relayed by the relay aircraft 3000, and determines whether or not to add a relay aircraft 3000 or whether or not the relay aircraft 3000 is unnecessary.

First, the function of the relay position determination unit 2141 will be explained. The relay position determination unit 2141 is a functional unit that determines the flight area of the relay aircraft 3000. The relay position determination unit 2141 determines, as an airspace area (i.e., a relay position) in which to fly the relay aircraft, an airspace area that is set in advance as an airspace area where wireless communication is possible, or an airspace area where wireless communication is possible within a predetermined distance from the data acquisition base system 2000 and the working aircraft 1000, and where the communication status determined by the communication status determination unit 2120 satisfies predetermined conditions.

The airspace area where the communication state described above meets the specified conditions can be determined as an airspace area where the communication strength determined by the communication state determination unit 2120 is stronger than a specified strength. In this way, by determining an airspace area where the communication strength is stronger than a specified strength as a relay location, wireless communication relay by the relay aircraft 3000 can be performed stably and without interruption, and flight control and measurement control of the work aircraft 1000 in particular can be performed stably.

Furthermore, an airspace area in which the above-mentioned communication state satisfies a predetermined condition can be determined to be an airspace area in which the communication speed determined by the communication state determination unit 2120 is faster than a predetermined speed. In particular, if the amount of measurement data measured by the working aircraft 1000 is greater than a predetermined value, or is expected to be greater than the predetermined value, the airspace area in which the communication speed determined by the communication state determination unit 2120 is faster than a predetermined speed can be determined to be the flight area of the relay aircraft 3000. By determining the flight area of the relay aircraft 3000 in this way, it is possible to transmit measurement data at high speed via the relay aircraft 3000, even if the amount of measurement data is large and the communication load for data communication of the measurement data is heavy.

When conducting wireless communications on Earth, it is necessary to determine the relay location taking into account the presence of obstacles between the two communication points. Therefore, Figure 14 will be used to explain situations in which communication failures occur and how to deal with them. Figure 14 is a conceptual diagram illustrating a wireless communication failure state. This figure shows the positional relationship when the relay aircraft 3000 relays wireless communications between the data acquisition base system 2000 and the work aircraft 1000. As shown in this figure, since the Earth is approximately spherical, as the wireless communication distance increases, mountains and other natural features may appear on the wireless communication path, interfering with wireless communications. In such cases, increasing the flight altitude of the relay aircraft 3000 eliminates obstacles blocking communication between the work aircraft and the relay aircraft, and between the relay aircraft and the data acquisition base system, thereby improving communication conditions.

Therefore, if the communication strength or communication speed, or both, determined by the communication status determination unit 2120 do not satisfy predetermined conditions, the relay position determination unit 2141 determines that the relay position is a position higher than the current altitude of the relay aircraft. Alternatively, the relay position may be determined so that the lower the communication strength or communication speed, the higher the altitude of the relay aircraft.

Alternatively, if the wireless communication distance between the relay aircraft 3000 and the working aircraft 1000, or the wireless communication distance between the relay aircraft 3000 and the data acquisition base system 2000, becomes longer than a predetermined distance, or is expected to become longer than a predetermined distance, the relay position determination unit 2141 determines that the relay position is a position higher than the current altitude of the relay aircraft. Alternatively, the relay position may be determined so that the altitude of the relay aircraft increases as the wireless communication distance becomes longer than a predetermined distance.

Next, we will explain the function of the repeater addition necessity determination unit 2142. The repeater addition necessity determination unit 2142 is a functional unit that determines whether or not to dispatch the relay aircraft 3000 to perform wireless communication relay before performing wireless communication relay by the relay aircraft 3000.

For example, the relay addition necessity determination unit 2142 determines to start wireless communication relay by the relay aircraft 3000 when the communication strength or communication speed between the data acquisition base system 2000 and the work aircraft 1000 determined by the communication status determination unit 2120 becomes lower than a predetermined value before wireless communication relay by the relay aircraft 3000 is performed.

Alternatively, the relay unit addition necessity determination unit 2142 determines to start wireless communication relay by the relay aircraft 3000 when the communication speed between the data acquisition base system 2000 and the working aircraft 1000, as determined by the communication status determination unit 2120 before wireless communication relay by the relay aircraft 3000, is expected to be lower than a reference speed corresponding to the amount of measurement data measured by the working aircraft 1000. Alternatively, when the amount of measurement data is so large that it is expected that transmission by a single relay aircraft 3000 will take too long, relaying by multiple relay aircraft 3000 is required. Therefore, the relay unit addition necessity determination unit 2142 determines the number of relay aircraft for starting wireless communication relay in this way according to the amount of measurement data.
Here, the reference speed is set so that the communication speed increases as the amount of measurement data increases, and decreases as the amount of measurement data decreases.

Alternatively, before wireless communication relay by the relay aircraft 3000, the relay aircraft addition necessity determination unit 2142 calculates the future distance between the working aircraft 1000 and the data acquisition base system 2000 based on information regarding the planned movement location of the working aircraft 1000, such as the planned flight route, and determines to start wireless communication relay by the relay aircraft 3000 if the calculated distance is expected to be longer than a predetermined distance. Alternatively, if the calculated distance is very long and it is expected that relaying by a single relay aircraft 3000 is not possible, relaying by multiple relay aircraft 3000 will be necessary. Therefore, the relay aircraft addition necessity determination unit 2142 determines the number of relay aircraft for which wireless communication relay should be started based on the distance calculated in this manner.

Even if the communication status is normal, if an abnormality occurs in ground infrastructure equipment, including communication equipment and power equipment, which are infrastructure related to ground communications, there is a high possibility of a communication abnormality occurring. Therefore, if the repeater addition necessity determination unit 2142 acquires abnormality information in ground infrastructure equipment, including ground communication equipment or power equipment, before wireless communication relay by the relay aircraft 3000, it determines to start wireless communication relay by the relay aircraft 3000. In addition, in this case, the relay position determination unit 2141 determines that the airspace area surrounding the abnormal ground infrastructure equipment is the flight area of the relay aircraft.

So far, we have explained the method for determining whether to start wireless communication relay by the relay aircraft 3000 before wireless communication relay is performed. Below, we will explain the function of the relay aircraft addition necessity determination unit 2142, which determines whether to dispatch an additional relay aircraft 3000 and perform wireless communication relay using multiple relay aircraft (3000, 3001) while wireless communication relay by the relay aircraft 3000 is being performed.

While wireless communication relay is being performed by the relay aircraft 3000, the relay aircraft addition necessity determination unit 2142 determines whether to dispatch an additional relay aircraft 3000 and perform wireless communication relay using multiple relay aircraft, based on the first communication state determined by the communication state determination unit 2120, which includes the communication strength and communication speed between the relay aircraft 3000 and the working aircraft 1000, and the second communication state determined by the communication state determination unit 2120, which includes the communication strength and communication speed between the relay aircraft 3000 and the data acquisition base system 2000.

For example, if either the communication strength or communication speed in the first communication state or the second communication state does not meet a predetermined condition, it is determined that an additional relay aircraft 3001 should be flown and wireless communication relay should be performed by multiple relay aircraft.

Furthermore, when the relay unit addition necessity determination unit 2142 determines that an additional relay aircraft 3000 should be dispatched to perform wireless communication relay using multiple relay aircraft, the relay position determination unit 2141 determines the flight area of the additional relay aircraft 3001 based on the first communication state and the second communication state. Here, a method for determining the flight area of the additional relay aircraft 3001 will be explained using Figure 20. Figure 20 is a diagram explaining the setting position of the flight area when flying an additional relay aircraft.

For example, if the communication strength of the first communication state between the relay aircraft 3000 and the working aircraft 1000 is lower than a predetermined value, an additional relay aircraft 3001 is flown in the airspace area between the relay aircraft 3000 and the working aircraft 1000, and a series relay (series relay) is performed in which the relay aircraft 3000 and the additional relay aircraft 3001 are relayed in series. Also, if the communication strength of the second communication state between the relay aircraft 3000 and the data acquisition base system 2000 is lower than a predetermined value, an additional relay aircraft 3001 is flown in the airspace area between the relay aircraft 3000 and the data acquisition base system, and a series relay is performed between the relay aircraft 3000 and the additional relay aircraft 3001. Such series relay shortens the individual wireless communication distance, allowing communication strength to be maintained at a higher level.

As another example, when the communication speed of the first communication state between the relay aircraft 3000 and the work aircraft 1000 is lower than a predetermined value, an additional relay aircraft 3001 is flown in the airspace area between the relay aircraft 3000 and the work aircraft 1000, and parallel relay is performed by the relay aircraft 3000 and the additional relay aircraft 3001. Also, when the communication speed of the second communication state between the relay aircraft 3000 and the data acquisition base system 2000 is lower than a predetermined value, an additional relay aircraft 3001 is flown in the airspace area between the relay aircraft 3000 and the data acquisition base system 2000, and parallel relay is performed by the relay aircraft 3000 and the additional relay aircraft 3001. Such parallel relay can improve the amount of data that can be transmitted per unit time between the data acquisition base system 2000 and the work aircraft 1000.

As a method for determining whether an additional relay aircraft 3001 needs to be dispatched while wireless communication relay by the relay aircraft 3000 is being performed, the need for dispatch of an additional relay aircraft 3001 can also be determined based on the distance between the relay aircraft 3000 and the work aircraft 1000, instead of the communication information determined by the communication status determination unit 2120. For example, if the distance between the relay aircraft 3000 and the work aircraft 1000 is longer than a predetermined distance, or if information such as the planned flight path of the work aircraft 1000 indicates that the distance between the relay aircraft 3000 and the work aircraft 1000 will become longer than a predetermined distance in the future, the relay aircraft addition necessity determination unit 2142 flies an additional relay aircraft, a second relay aircraft, to perform wireless communication relay by multiple relay aircraft.

Next, the function of the relay no-go determination unit 2143 will be described. The relay no-go determination unit 2143 determines whether to switch from the current wireless communication relay by a relay aircraft to wireless communication that does not involve a relay aircraft, depending on the communication state and other conditions. For example, when the communication strength and communication speed in the first communication state between the relay aircraft 3000 and the work aircraft 1000 and the second communication state between the relay aircraft 3000 and the data acquisition base system 2000 satisfy predetermined conditions, and the work aircraft 1000 and the data acquisition base system 2000 are within a distance range where direct communication is possible, a relay no-go determination is made to switch the wireless communication between the work aircraft 1000 and the data acquisition base system 2000 from wireless communication that uses relay by a relay aircraft to wireless communication that does not involve a relay aircraft.

Furthermore, the relay no-go determination unit 2143 may have a function to set the flight area of the work aircraft 1000 when determining that a relay is not required and switching to wireless communication that does not involve a relay aircraft. For example, when switching wireless communication between the work aircraft 1000 and the data acquisition base system 2000 from wireless communication that uses relaying by the relay aircraft 3000 to wireless communication that does not involve the relay aircraft 3000, a flight area within a distance range that allows direct communication with the data acquisition base system 2000 is set as the flight area of the work aircraft 1000, and the work aircraft is moved to that flight area.

Furthermore, the relay no-repeater determination unit 2143 may determine that a relay is not required and, even before switching to wireless communication that does not involve a relay aircraft, if it is possible to move the work aircraft within a flight area within a distance range where direct communication with the data acquisition base system 2000 is possible, set the flight area within the distance range where direct communication with the data acquisition base system 2000 is possible as the flight area of the work aircraft 1000, move the work aircraft to that flight area, and after the work aircraft 1000 has moved to that flight area, determine that a relay is not required and switch to wireless communication that does not involve a relay aircraft.

Furthermore, the relay-no-necessity determination unit 2143's relay-no-necessity determination is not limited to a determination to switch from the current wireless communication relay by the relay aircraft to direct communication between the data acquisition base system 2000 and the work aircraft 1000 without using a relay aircraft, but may also be a determination to switch from the current wireless communication relay by the relay aircraft to wireless communication relay by a communication satellite. For example, if the work aircraft 1000 is capable of communicating with the communication satellite 4000, the relay-no-necessity determination unit 2143 determines to switch the wireless communication between the work aircraft 1000 and the data acquisition base system 2000 from wireless communication using a relay by the relay aircraft 3000 to wireless communication using a relay by the communication satellite 4000.

(A-1-6-5. Control communication unit 2150)
The control communication unit 2150 switches the communication used for transmitting and receiving control-related information to the communication means determined by the control communication means determination unit 2131.

(A-1-6-6. Measurement data communication unit 2160)
The measurement data communication unit 2160 switches the communication used to receive the measurement data to the communication means determined by the measurement data communication means determination unit 2132. Also, in accordance with the determination result of the data transmission determination unit 2330 of the acquired data management system 2300, the measurement data recorded in the measurement data recording unit 2310 is transmitted to the spatial information data utilization system 6000 or the like.

(A-1-7. Overview of Aircraft Flight Operating System 2200)
Next, the vehicle flight operating system 2200 will be described. Fig. 11 is a functional block diagram of the vehicle flight operating system. The vehicle flight operating system 2200 has functions for setting flight areas and the like for air vehicles (including work air vehicles and relay air vehicles) to be remotely controlled, and for flight control. The vehicle flight operating system 2200 includes a flight area setting unit 2210, a flight geofence setting unit 2220, a flight mission setting unit 2230, a remote control unit 2240, and a flight control command unit 2250.

(A-1-7-1. Flight area setting unit 2210)
The flight area setting unit 2210 sets the flight area of the working aircraft 1000 according to information related to the previously set flight plan of the working aircraft 1000. In addition, when setting the flight area of the working aircraft 1000 before or after the relay no longer required determination is made by the relay no longer required determination unit 2143 described above, the flight area setting unit 2210 obtains information about the flight area from the relay no longer required determination unit 2143 and sets the flight area as the flight area of the working aircraft.

In addition, the flight area setting unit 2210 sets the flight area of the relay aircraft 3000 according to the various determination results of the relay aircraft usage determination unit 2140. For example, it obtains information on the airspace area (relay position) in which the relay aircraft 3000 or additional relay aircraft 3001 will fly, as determined by the relay position determination unit 2141, and sets that airspace area as the flight area of the relay aircraft 3000 or additional relay aircraft 3001, respectively.

(A-1-7-2. Flight geofence setting unit 2220)
The flight geofence setting unit 2220 is a functional unit that generates a flight geofence that restricts the flight area of a work aircraft or relay aircraft to be operated. The flight geofence setting unit 2220 sets a flight geofence at a position that includes the flight area generated by the flight area setting unit 2210, depending on the position of the flight area. Here, the flight geofence is set as a virtual fence at a position that covers an airspace area where the aircraft can safely fly without interfering with other aircraft. When a manual or automatic flight command is issued to move outside the flight geofence, or when there is a risk that the aircraft will move outside the flight geofence due to external disturbances such as strong winds, the flight geofence restricts the flight position of the aircraft so that it remains inside the flight geofence. Furthermore, the flight geofence is generated before the work aircraft or relay aircraft to be operated begins flight.

Here, if wireless communication relaying by the relay aircraft 3000 is started while measurement work, etc. is being performed by the work aircraft 1000, in order to secure a new flight-permitted area exclusively for the relay aircraft 3000, arbitration with the air traffic control system is required to ensure that there is no interference with other aircraft in the airspace, and this arbitration may take time. Therefore, by generating a flight geofence for the relay aircraft within an area covered by an already generated flight geofence for the work aircraft, arbitration with the air traffic control system can be omitted, the time required for arbitration can be shortened, or the flight geofence for the relay aircraft can be set in a safer area.

When the flight geofence setting unit 2220 generates a flight geofence for a work aircraft or relay aircraft, it transmits information about the flight geofence to the air traffic control system 5000, which controls the airspace in which the flight geofence is set.

(A-1-7-3. Flight mission setting unit 2230)
The flight mission setting unit 2230 generates, as flight mission information, a planned flight route at a position within the airspace area covered by the flight geofence generated by the flight geofence setting unit 2220. Note that the flight mission is not limited to the planned flight route, and may include target information on flight speed at each position on the planned flight route. It may also include planned measurement information for measurement sensors at each position on the planned flight route.

(A-1-7-4. Remote control unit 2240)
The remote control unit 2240 is a functional unit that allows a pilot, who is a user of the aircraft flight operating system 2200, to remotely control the work aircraft 1000 or relay aircraft 3000 to be operated from the data acquisition base system 2000. The remote control unit 2240 includes a display unit 2241, an audio output unit 2242, and a control command input unit 2243.

The display unit 2241 displays control status information to the pilot, including the flight control status (movement control status) and measurement control status of the work aircraft, relay aircraft, or other moving object being controlled. The flight control status displayed on the display unit 2241 includes real-time video captured by a remote control camera mounted on the work aircraft or relay aircraft. Furthermore, the display unit 2241 may also display information on pilot commands input by the pilot via the pilot command input unit 2243. The audio output unit 2242 outputs real-time audio picked up by a remote control microphone mounted on the work aircraft or relay aircraft.

The control command input unit 2243 accepts control command inputs from the pilot for the work aircraft, relay aircraft, or other moving object being controlled. For example, it inputs flight commands to the flight control unit of the controlled object (such as a command to move in any direction in three dimensions, or a command to change attitude around three axes toward a person), and measurement commands to the measurement unit (such as a command to start or stop measurement by a measurement sensor, or a command to change the measurement parameters of a measurement sensor).

With this configuration of the remote control unit 2240, the operator can remotely control the controlled object while checking real-time video and audio captured from the controlled object, as well as information about the aircraft's control status.

(A-1-7-5. Flight control command unit 2250)
Next, the flight control command unit 2250 will be described. Based on the flight area set by the flight area setting unit 2210, the flight control command unit 2250 generates flight control commands to fly the work aircraft 1000, relay aircraft, or additional relay aircraft within the flight area. Alternatively, based on the flight mission generated by the flight mission setting unit 2230, the flight control command unit 2250 generates flight control commands to cause the work aircraft 1000, relay aircraft, or additional relay aircraft to follow the flight mission. Alternatively, based on the information of the piloting command input by the piloting command input unit 2243, the flight control command unit 2250 generates flight control commands (or measurement control commands) for the work aircraft 1000, relay aircraft, or additional relay aircraft.

Alternatively, the relay position determination unit 2141 generates a flight control command to have the relay aircraft or additional relay aircraft fly through the relay position based on the determined relay position information. Alternatively, the relay no-repeater determination unit 2143 determines that relaying is not required, and when switching to wireless communication that does not involve a relay aircraft, if a flight area for the work aircraft 1000 is set, a flight control command to fly within that flight area is generated.

When the data acquisition base system 2000 automatically pilots the work aircraft 1000 or relay aircraft 3000, which are the objects of control, the flight control command unit 2250 remotely and automatically pilots the work aircraft 1000 or relay aircraft 3000 by transmitting the flight control commands generated for the work aircraft 1000 or relay aircraft 3000 to the work aircraft 1000 or relay aircraft 3000 via the communication infrastructure management system.

Furthermore, when the remote control unit 2240 manually controls the work aircraft 1000 or relay aircraft 3000, which are the objects to be controlled, the flight control command unit 2250 outputs the flight control commands generated for the work aircraft 1000 or relay aircraft 3000 to the display unit 2241 of the remote control unit 2240.

Furthermore, if the work aircraft 1000 or relay aircraft 3000 to be controlled is a manned aircraft with a pilot on board, the flight control command unit 2250 outputs the flight control commands generated for the work aircraft 1000 or relay aircraft 3000 to the display unit of the control device provided on the work aircraft 1000 or relay aircraft 3000.

In this way, the flight control command unit 2250 generates commands for various types of aircraft, including remotely controlled automatic aircraft, remotely controlled manually, and manned aircraft, to directly control the flight of the work aircraft 1000 or relay aircraft 3000 that are the objects of control, or to output flight control commands to the pilot (including screen display, audio output, etc.).

(A-1-8. Overview of Acquired Data Management System 2300)
Next, we will explain the acquired data management system 2300. Figure 12 is a functional block diagram of the acquired data management system. The acquired data management system 2300 is a system that manages measurement data acquired by the work aircraft 1000, and includes a measurement data recording unit 2310, a defect data determination unit 2320, and a data transmission determination unit 2330.

The measurement data recording unit 2310 is a functional unit that records measurement data acquired via the communications infrastructure management system on a recording medium. Alternatively, if the measurement data has been processed by the measurement data processing unit of the work aircraft 1000 or relay aircraft 3000, it records the processed data acquired via the communications infrastructure management system on a recording medium. The defect data determination unit 2320 determines whether the measurement data or processed data contains any defects, and records the determination result in the measurement data recording unit 2310 or notifies the user via a display device or the like. The data transmission determination unit 2330 is a functional unit that determines which data to transmit to the spatial information data utilization system or other external systems from each piece of data recorded in the measurement data recording unit 2310.

(A-1-9. Hardware configuration)
13 is a hardware configuration diagram of a data acquisition base system, etc. Here, the data acquisition base system 2000, air traffic control system 5000, and spatial information data utilization system 6000 constituting the relay system 1 of the present invention are information processing devices such as a server device or a PC. As shown in the figure, the data acquisition base system 2000, air traffic control system 5000, and spatial information data utilization system 6000 each include an input device 100, an output device 200, a processing device 300, a main memory device 400, an auxiliary memory device 500, a communication device 600, and a bus 700 that electrically connects these devices.

The input device 100 is a device used by the user of each system to input information and instructions. Specifically, the input device 100 is, for example, a touch panel, a keyboard, a mouse, or an audio input device such as a microphone.

The output device 200 is a device that outputs information from the information display unit in the data acquisition base system 2000, the air traffic control system 5000, and the spatial information data utilization system 6000. Specifically, the output device 200 is a display device (including eyewear, AR, VR display devices, etc.), a printer, or a speaker.

The processing device 300 is, for example, a device that performs arithmetic processing. Specifically, the processing device 300 is, for example, a CPU, microprocessor, GPU (Graphics Processing Unit), FPGA (Field Programmable Gate Array), or other semiconductor device capable of performing calculations.

The main memory device 400 is a memory device such as RAM, which temporarily stores various read information, and ROM, which stores programs executed by the processing device 300, application programs, and various other information. The auxiliary memory device 500 is a non-volatile memory device such as an HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory, which can store digital information.

The communication device 600 is a device that communicates information with external devices wirelessly or via a wired connection.

(A-1-10. Flowchart)
Next, the operation flow of the relay system 1 will be described. FIG. 15 is a flowchart showing the operation of the relay system. First, the communication status determination unit 2120 determines the communication status (step 101). Here, the communication status determination unit 2120 acquires the communication strength and communication speed as the communication status. The communication status may be measured by a measurement device on the aircraft itself, or measurement results may be acquired from the work aircraft 1000 or relay aircraft 3000.

Next, the communication means determination unit 2130 determines the communication means from among multiple communication means candidates (step 102). The communication means candidates can include communication relay by a relay aircraft as shown in Figure 7, communication relay by a communication satellite as shown in Figure 8, and communication relay via an air traffic control system as shown in Figure 10.

Next, the communication means determination unit 2130 determines whether communication relay using a relay aircraft is necessary, and if it determines that a relay aircraft is necessary, the process transitions to processing step 104. On the other hand, if it determines that a relay aircraft is not necessary, the process transitions to processing step 105 (step 103).

Next, the relay aircraft usage determination unit 2140, control communication unit 2150, measurement data communication unit 2160, aircraft flight operating system 2200, etc. determine the flight area of the relay aircraft, generate flight control commands, etc., and perform wireless communication relay by the relay aircraft (step 104).

Next, the relay aircraft usage determination unit 2140 determines whether or not it is necessary to change the relay method used by the relay aircraft, including changing the relay position of the relay aircraft, dispatching additional relay aircraft, or temporarily storing measurement data from the relay aircraft (step 105).

Next, if the relay aircraft usage determination unit 2140 determines that a change in the relay aircraft's relay method is necessary, the process proceeds to processing step 107; if it determines that a change in the relay aircraft's relay method is not necessary, the process proceeds to processing step 108 (step 106).

Next, the relay method of the relay aircraft is changed by the relay aircraft usage determination unit 2140, control communication unit 2150, measurement data communication unit 2160, aircraft operation operating system 2200, etc. (step 107).

Next, the repeater unnecessary determination unit 2143 determines whether wireless communication relay by a relay aircraft is necessary (step 108).

Next, if the relay device unnecessary determination unit 2143 determines that wireless communication relay by a relay aircraft is not necessary, the process proceeds to processing step 110; if it determines that wireless communication relay by a relay aircraft is necessary, the process of this flowchart ends (step 109).

Next, the communication infrastructure management system 2100 switches from wireless communication relay using the relay aircraft to wireless communication without the relay aircraft (step 110). After this step is performed, the processing of this flowchart ends.

(A-1-11. Detailed flow of communication means determination)
Next, a detailed flow of communication means determination will be described below. Fig. 16 is a flow chart showing the process performed by the communication means determination unit 2130 to determine the communication means.

First, the communication means determination unit 2130 determines whether the communication state of the communication means currently being used for control communication with the work aircraft 1000 satisfies a first predetermined condition. If the first predetermined condition is satisfied, the process transitions to processing step 205. On the other hand, if the first predetermined condition is not satisfied, the process transitions to processing step 202 (step 201). Here, the first predetermined condition is the communication state condition required for control communication, and for example, requires that the communication strength (dB) is relatively strong and communication is unlikely to be interrupted, and that there is little communication delay. Note that because the data volume of control-related information is relatively small, the required communication speed level may be low.

Next, if the first predetermined condition is not met in step 201, the communication means determination unit 2130 determines whether there is a communication means candidate other than the communication means using the relay aircraft that meets the first predetermined condition, and if there is another communication means that meets the first predetermined condition, transitions to processing step 203.On the other hand, if there is no other communication means that meets the first predetermined condition, transitions to processing step 204 (step 202).

Next, if there is another communication means that satisfies the first predetermined condition in step 201, the communication means determination unit 2130 switches the communication means for control communication with the work aircraft 1000 to the other communication means that satisfies the first predetermined condition (step 203).

Next, if there is no other communication means that meets the first predetermined condition in step 201, the communication means determination unit 2130 flies the relay aircraft 3000 and switches the communication means for control communication with the work aircraft 1000 to the communication means using the relay aircraft 3000 (step 204).

Next, if it is determined in step 201 that the first predetermined condition is met, or if a relay aircraft for control communication relay is dispatched in step 204, the communication means determination unit 2130 proceeds to determine the communication means for data transmission. Specifically, the communication means determination unit 2130 determines whether the communication status of the communication means currently being used for data transmission with the work aircraft 1000 meets the second predetermined condition. If the second predetermined condition is met, the control flow in this figure is terminated. On the other hand, if the second predetermined condition is not met, the control flow transitions to processing step 206 (step 205). Here, the second predetermined condition is the communication status required for the communication transmission of measurement data and processed data. For example, a relatively high communication speed (bps) is required to enable the rapid transmission of large amounts of measurement data, etc. Note that, since temporary communication interruptions do not pose a major problem for measurement data, the required communication strength level may be low. Additionally, the communication speed specified as the second predetermined condition may be determined according to the amount of measurement data being transmitted (the greater the amount of data, the higher the communication speed required).

Next, if the second predetermined condition is not met in step 205, a determination is made as to whether there is any other communication means other than the relay aircraft that meets the second predetermined condition. If there is any other communication means that meets the second predetermined condition, the process transitions to processing step 207. On the other hand, if there is no other communication means that meets the second predetermined condition, the process transitions to processing step 208 (step 206).

Next, if there is another communication means that satisfies the second predetermined condition in step 206, the communication means used for data transmission with the work aircraft 1000 is switched to the other communication means that satisfies the second predetermined condition (step 207).

Next, if there are no other communication means that satisfy the second predetermined condition in step 206, the relay aircraft 3000 is flown, and the communication means used for data transmission with the work aircraft 1000 is switched to the communication means using the relay aircraft 3000 (step 208). After this step is performed, the processing of this flowchart ends.

(A-1-12. Other detailed flow of communication means determination)
While Fig. 16 describes a method for switching the communication means between the control communication and the measurement data communication depending on the communication state, Fig. 17 describes an example of switching the communication means based on another criterion. Fig. 17 is a flowchart showing another example of communication means determination by the communication means determination unit.

First, the communication means determination unit 2130 determines whether there is any damage information for terrestrial communication infrastructure (including communication antennas, etc.), and if there is no damage information, transitions to processing step 305; if there is damage information, transitions to processing step 302 (step 301).

Next, if damage information is found in step 301, the communication means determination unit 2130 determines whether there are other communication means other than the communication means using the relay aircraft that are not damaged and can use available communication infrastructure facilities.If there are other communication means that can use available communication infrastructure facilities, the process transitions to processing step 303; if there are no other communication means that can use available communication infrastructure facilities, the process transitions to processing step 304 (step 302).

Next, if the communication means determination unit 2130 determines in step 302 that there is another communication means that can utilize the available communication infrastructure, it switches the communication means for control communication and data transmission to the other communication means that can utilize the available communication infrastructure (step 303).

Furthermore, if the communication means determination unit 2130 determines in step 302 that there are no other communication means that can utilize available communication infrastructure facilities, it starts the flight of the relay aircraft 3000 and switches the communication means to wireless communication relay for control communication and data transmission using the relay aircraft 3000 (step 304).

The communication means determination unit 2130 then determines whether the wireless communication distance predicted from the information on the planned flight path of the work aircraft or relay aircraft set in advance is within the communicable distance. If the wireless communication distance is within the communicable distance, the processing of this flowchart ends. If the wireless communication distance is longer than the communicable distance, the processing transitions to processing step 306 (step 305). Here, if the wireless communication distance is the communication distance between the work aircraft and relay aircraft, it is calculated as the straight-line distance between the work aircraft and relay aircraft. If the communication distance is the communication distance between the work aircraft or relay aircraft and the data acquisition base system (or air traffic control system), it is calculated as the distance from the work aircraft or relay aircraft to the ground-side communication antenna. Furthermore, the communicable distance may be set in advance for each communication channel.

Next, if it is determined in step 305 that the wireless communication distance is longer than the possible communication distance, it is determined whether wireless communication relaying by a relay aircraft is already in progress. If wireless communication relaying by a relay aircraft is not in progress, the process transitions to processing step 308. On the other hand, if wireless communication relaying by a relay aircraft is in progress, the process transitions to predetermined step 307 (step 306).

Next, if it is determined in step 306 that wireless communication relaying is being performed by the relay aircraft, the altitude of the relay aircraft is increased (step 307). In this way, by raising the relay aircraft when the wireless communication distance becomes longer than the predetermined communication distance, it is possible to ensure that there are no ground obstacles in the line between the relay aircraft and the communication antenna of the communication partner, as shown in Figure 14, and it is possible to extend the communication distance.

Next, if it is determined in step 306 that wireless communication relaying by a relay aircraft is not being performed, it is determined whether there is a communication means other than using a relay aircraft that can use a communication antenna within communication distance from the working aircraft.If there is a communication means that can use a communication antenna within communication distance, the process transitions to processing step 309; if there is no communication means that can use a communication antenna within communication distance, the process transitions to processing step 310 (step 308).

Next, in step 308, if it is determined that there is a communication means that can use a communication antenna within the communication distance, the communication means for control communication and data transmission is switched to a communication means that can use a communication antenna within the communication distance from the work aircraft (step 309).

Next, in step 308, if it is determined that there is no communication means that can use a communication antenna within the communication distance, the number of relay aircraft to be dispatched is determined based on the wireless communication distance between the data acquisition base system 2000 and the work aircraft 1000 (step 310).

Next, the number of relay aircraft determined in step 310 is flown, and control communications and data transmissions are relayed using multiple relay aircraft (step 311). After this step is performed, the processing of this flowchart ends.

(A-1-13. Method for starting relay using relay aircraft)
Next, a method for performing wireless communication relay by a relay aircraft will be described with reference to the flowchart of FIG.

First, the relay position determination unit 2141 or flight area setting unit 2210 determines the flight area of the relay aircraft (step 401). Here, for example, if the planned flight position of the work aircraft falls within the distance range where wireless communication relay is possible in the fixed flight area of the relay aircraft, the flight area (relay position) of the relay aircraft can be set as a fixed area based on the planned flight position of the work aircraft, and can be planned in advance before the relay aircraft begins flight. On the other hand, if the planned flight position of the work aircraft does not fall within the distance range where wireless communication relay is possible in the fixed flight area of the relay aircraft, the flight area of the relay aircraft is updated in real time according to the current flight position of the work aircraft based on the planned flight position of the work aircraft.

Next, the flight geofence setting unit 2220 generates a flight geofence for the relay aircraft (step 402). Here, the flight geofence for the relay aircraft is generated within the area covered by the flight geofence for the work aircraft, but if it is necessary, such as to deviate from the communication distance, the flight geofence for the relay aircraft is generated outside the area covered by the flight geofence for the work aircraft as a flight geofence dedicated to the relay aircraft.

Next, the flight mission setting unit 2230 generates a flight mission for the relay aircraft (step 403). Here, the flight mission of the relay aircraft (including flight path, flight speed, etc.) may be set in advance before the relay aircraft begins flight, or may be generated or updated in real time while the relay aircraft is flying.

Next, the flight geofence setting unit 2220 or flight mission setting unit 2230 transmits information about the generated flight geofence or flight mission to the air traffic control system 5000 (step 404).

(A-1-14. Method for setting flight geofences for relay aircraft)
Next, we will explain how to set the flight geofence of the relay aircraft by the aircraft operation operating system 2200 when flying the relay aircraft. Figure 19 is a diagram explaining the position of the flight geofence of the relay aircraft.

If a flight geofence for a work aircraft has already been set, the flight geofence setting unit 2220 of the aircraft operation system 2200 sets the flight area of the relay aircraft and the flight geofence covering it inside the airspace area covered by the flight geofence for the work aircraft. In this way, if the flight geofence for the relay aircraft is set in the airspace inside the flight geofence of the work aircraft for which reconciliation with other aircraft has already been completed, new reconciliation is not required.

On the other hand, in cases where the communication distance from the ground-based communication antenna is longer than the wireless communication distance, the flight geofence for the relay aircraft will be generated as a flight geofence exclusively for the relay aircraft outside the area covered by the flight geofence for the work aircraft.

(A-1-15. Change in relay method by relay aircraft)
Next, a method for changing or updating the method of wireless communication relay using a relay aircraft will be described. Figure 21 is a flowchart showing the process for changing the method of wireless communication relay using an additional relay aircraft.

First, the communication status determination unit 2120 determines whether the communication strength between the ground communication equipment of the data acquisition base system and the relay aircraft 3000, or between the work aircraft 1000 and the relay aircraft 3000, is lower than a predetermined value. If the communication strength is lower than the predetermined value, the process transitions to processing step 502; if the communication strength is higher than the predetermined value, the process transitions to processing step 503 (step 501).

Next, if step 501 determines that the communication strength is lower than a predetermined value, the relay position determination unit 2141 increases the altitude of the relay aircraft's flight position or changes the relay aircraft's flight position to an airspace area with better communication conditions (step 502).

The communication status determination unit 2120 then determines whether the communication speed between the relay aircraft and the data acquisition base system is lower than a predetermined value. If the communication speed is lower than the predetermined reference value, the process proceeds to processing step 504. If the communication speed is higher than the predetermined value, the process of this flowchart ends (step 503). The predetermined reference value in this step may be a reference value that varies depending on the amount of measurement data. For example, the greater the amount of measurement data, the higher the communication speed reference value can be set.

Next, if it is determined in step 503 that the communication speed is lower than the predetermined value, the communication status determination unit 2120 determines whether the communication speed between the relay aircraft and the work aircraft is lower than the predetermined value. If the determination shows that the communication speed is lower than the predetermined value, the process transitions to processing step 505; if the communication speed is higher than the predetermined value, the process transitions to processing step 506 (step 504).

Next, if it is determined in step 504 that the communication speed between the relay aircraft and the working aircraft is lower than a predetermined value, the relay aircraft usage determination unit 2140 adjusts the flight position of the relay aircraft so that it flies closer to the working aircraft (step 505). More specifically, in this step, the relay aircraft 3000 is moved to a position closer to the working aircraft 1000 than the data acquisition base system 2000, and the relay aircraft is flown closer to the working aircraft to a position where the communication status between the relay aircraft 3000 and the working aircraft 1000 satisfies a predetermined condition (a state in which the communication speed between the relay aircraft 3000 and the working aircraft 1000 is equal to or greater than the predetermined value in step 504).

Next, the measurement data relay communication unit 3420 of the relay aircraft 3000 receives the measurement data from the work aircraft 1000 and records the measurement data in the data recording unit 3700 of the relay aircraft 3000 (step 506).

Next, it is determined whether satellite communication is available for the relay aircraft 3000 (step 507). For example, whether satellite communication is available is determined based on whether the communication status on the communication path from the relay aircraft 3000 to the data acquisition base system 2000 via the communication satellite 4000, measured by the communication status determination unit 2120, satisfies a first predetermined condition. If this determination determines that satellite communication is not available, the process proceeds to processing step 508. On the other hand, if it determines that satellite communication is available, the process proceeds to processing step 510 (step 507).

Next, if it is determined in step 507 that satellite communication is not available, the relay aircraft usage determination unit 2140 adjusts the flight position of the relay aircraft and moves it to an airspace area where the communication conditions (communication strength and communication speed) between the relay aircraft 3000 and the data acquisition base system 2000 are higher than a predetermined level (step 508).

Next, in that airspace area, the measurement data accumulated in the data recording unit 3700 of the relay aircraft 3000 is transmitted to the data acquisition base system 2000 via the measurement data relay communication unit 3420 (step 509).

Furthermore, if it is determined in step 507 that satellite communication is available, the relay aircraft usage determination unit 2140 adjusts the flight position of the relay aircraft and moves it to an airspace area where the communication conditions (communication strength and communication speed) of satellite communication between the relay aircraft 3000 and the communication satellite 4000 satisfy second predetermined criteria, which are higher than the first predetermined criteria (step 510).

Next, in that airspace area, the measurement data accumulated in the data recording unit 3700 of the relay aircraft 3000 is transmitted to the data acquisition base system 2000 via a communication satellite by the measurement data relay communication unit 3420 (step 511).

(A-1-16. Example of flight position determination of relay aircraft)
Next, we will explain the flight position determination of the relay flying object 3000 by the relay position determination unit 2141. Figure 22 is a diagram showing an example of the determination result when the flight position of the relay flying object is determined by the relay position determination unit.

In this figure, the location of the data acquisition base system 2000 and the current flight positions of the work aircraft 1000 and relay aircraft 3000 are shown on a map. In addition, the arc centered on the data acquisition base system indicates the airspace area where wireless communication is possible from the data acquisition base system, and the arc centered on the work aircraft indicates the airspace area where wireless communication is possible from the work aircraft. In other words, the area where the two arcs overlap indicates the airspace area where wireless communication is possible with both the data acquisition base system and the work aircraft. In addition, the areas shown by ellipses indicate areas with good communication conditions and areas with poor communication conditions, respectively, as determined by the communication condition determination unit 2120.

Based on this information for each airspace, the relay position determination unit 2141 determines, as the flight area in which the relay aircraft will fly, an airspace area where wireless communication with both the work aircraft and the data acquisition base system is possible and where the communication conditions meet predetermined conditions (areas with good communication conditions), and outputs a flight control command to control the flight of the relay aircraft so that the relay aircraft will fly in that flight area, or to fly through the airspace area, via the aircraft flight operating system 2200. The communication condition determination unit 2120 also updates the communication condition for each airspace area, and if the relay aircraft is flying in an area with poor communication conditions, it outputs a flight control command to control the flight of the relay aircraft so that the relay aircraft will fly through an area with good communication conditions, or to fly through the airspace area.

(A-1-17. Variations in measurement data collection methods)
Next, several variations of the method for collecting measurement data measured by a work aircraft using a data acquisition base system will be described using Figures 23 to 25.

Figures 23a and 23b are diagrams showing an example of collecting measurement data from a work aircraft via wireless communication. The example shown in Figure 23a shows a case where the communication conditions for transmitting measurement data between the data acquisition base system 2000 and the work aircraft 1000 deteriorate when the data acquisition base system 2000 and the work aircraft 1000 are communicating wirelessly via the relay aircraft 3000. In such a case, as described in processing steps 505 and 506 of the flowchart in Figure 21, transmission of measurement data from the work aircraft 1000 to the relay aircraft 3000 is prioritized, and the measurement data is stored in a recording device within the relay aircraft 3000. Thereafter, as shown in processing step 508 of the flowchart in Figure 21, the relay aircraft is moved to an airspace area with good communication conditions for measurement data with the data acquisition base system 2000, and as shown in processing step 509 of the flowchart in Figure 21 and in Figure 23b, the measurement data accumulated in the recording device within the relay aircraft 3000 is transmitted from the relay aircraft 3000 to the data acquisition base system 2000.

According to the measurement data collection method shown in Figure 23, even if the communication conditions for transmitting measurement data between the relay aircraft 3000 and the data acquisition base system 2000 deteriorate, measurement data transmission is prioritized between the work aircraft 1000 and the relay aircraft 3000, which are capable of transmitting measurement data, allowing measurement data transmission work to proceed quickly even in an environment with poor communication conditions.

Next, Figures 24a and 24b show an example of retrieving measurement data by directly removing the recording medium from the relay aircraft. The example shown in Figure 24a particularly illustrates a case where the amount of data acquired by the work aircraft is enormous. In such a case, the relay aircraft 3000 moves to an airspace area with the fastest communication speed with the work aircraft 1000, and prioritizes transmission of measurement data from the work aircraft 1000 to the relay aircraft 3000, storing the measurement data in a recording device within the relay aircraft 3000. Then, as shown in Figure 24b, the relay aircraft 3000 lands at the location of the data acquisition base system 2000, removes the recording medium within the relay aircraft 3000, and directly retrieves the measurement data from the recording medium.

According to the measurement data collection method shown in Figure 24, even if the amount of measurement data acquired by the work aircraft 1000 is enormous, the transmission of the measurement data between the work aircraft 1000 and the relay aircraft 3000 is prioritized, and data transmission from the relay aircraft 3000 to the data acquisition base system 2000 is performed by landing and directly transporting the recording medium, thereby allowing the measurement data transmission work to proceed quickly even if the amount of measurement data is enormous.

Next, Figures 25a and 25b show an example of retrieving measurement data by directly removing recording media from the work aircraft and relay aircraft. The example shown in Figure 25a particularly illustrates a case where the amount of data acquired by the work aircraft is enormous. In such a case, the relay aircraft 3000 moves to an airspace area with the fastest communication speed with the work aircraft 1000, records 50% of the total measurement data on the recording media within the work aircraft 1000, and stores the remaining 50% of the total measurement data in the recording device within the relay aircraft 3000. Then, as shown in Figure 25b, both the work aircraft 1000 and the relay aircraft 3000 land at the location of the data acquisition base system 2000, removes both the recording media within the work aircraft 1000 and the recording media within the relay aircraft 3000, and directly retrieves the measurement data from each recording media.

According to the measurement data collection method shown in Figure 25, even if the amount of measurement data acquired by the work aircraft 1000 is enormous, the measurement data can be recorded by the work aircraft 1000 and the relay aircraft 3000, with each recording 50% of the data. Data transmission from the relay aircraft 3000 to the data acquisition base system 2000 is performed by landing and directly transporting the recording medium, allowing the measurement data transmission work to proceed more quickly even if the amount of measurement data is enormous.

(A-1-18. Determining whether a relay aircraft is necessary)
Next, a description will be given of a process for determining whether or not wireless communication relay using a relay aircraft is necessary while the relay aircraft is flying. Fig. 26 shows a flowchart for determining whether or not a relay aircraft is necessary while wireless communication relay is being performed by the relay aircraft.

First, based on the judgment result of the communication state judgment unit 2120, the relay no-required judgment unit 2143 judges whether the communication strength and communication speed in the first communication state between the relay aircraft and the work aircraft and the second communication state between the relay aircraft and the data acquisition base system are better than the specified conditions. If it is judged to be better than the specified conditions, it transitions to processing step 602, and if it is judged to be worse than the specified conditions, it transitions to processing step 607 (step 601).

Next, if it is determined in step 601 that the condition is better than the predetermined condition, the relay no-repeater determination unit 2143 determines whether the work aircraft can fly a distance that allows direct communication with the communication equipment of the data acquisition base system, and if it is determined that flight is possible, it transitions to processing step 603, and if it is determined that flight is not possible, it transitions to processing step 607 (step 602). In this step, an example of determining whether the work aircraft can fly a distance that allows direct communication with the communication equipment of the data acquisition base system has been described, but in a relay system that provides multiple redundancies of communication means between the work aircraft and the data acquisition base system (e.g., triple redundancy), it is determined whether triple redundancy of communication means with the data acquisition base system has been restored.

Next, if it is determined in step 602 that flight is possible (or triple redundancy has been restored), the relay aircraft no-requirement determination unit 2143 determines to notify the work aircraft 1000 that mission priority flight is possible, and notifies the work aircraft 1000 via the communication infrastructure management system (step 603). Here, mission priority flight means flight that prioritizes the mission to execute the work task assigned to the work aircraft 1000, regardless of the flight area in which the work aircraft 1000 can communicate with the relay aircraft 3000. For example, if the work task assigned to the work aircraft 1000 is aerial photography of the target area, it means flight with a flight mission that can most efficiently execute the aerial photography.

Next, the relay aircraft unnecessary determination unit 2143 notifies the user that operation of the relay aircraft is unnecessary (step 604). This notification can be output to the display unit 2241 of the aircraft flight operating system 2200 to notify the user who is remotely controlling the aircraft. Alternatively, instead of notifying the user, a return command can be output from the flight control command unit 2250 to the relay aircraft, causing the relay aircraft to automatically return.

Next, the repeater unnecessary determination unit 2143 determines that the work aircraft should fly in an airspace area within the distance range where wireless communication with the data acquisition base system 2000 is possible, and the flight area setting unit 2210 of the aircraft flight operating system 2200 sets that airspace area as the flight area for the work aircraft (step 605). Based on the set flight area, a flight geofence and flight mission are generated by the aircraft flight operating system 2200.

Next, the control communication unit 2150 and the measurement data communication unit 2160 switch at least one of the control communication and measurement data communication to wireless communication that does not use a relay aircraft (step 606).

Next, if it is determined in step 601 that the conditions are worse than the predetermined conditions, or if it is determined in step 602 that flight is not possible, it is determined whether the communication conditions between the work aircraft 1000 and the data acquisition base system 2000 via the communication satellite 4000 are better than the predetermined conditions, and if they are better than the predetermined conditions, the process transitions to processing step 608; if they are worse than the predetermined conditions, the process transitions to processing step 612 (step 607).

Next, if it is determined in processing step 607 that the conditions are better than the specified conditions, the relay aircraft no-requirement determination unit 2143 determines to notify the work aircraft 1000 that mission priority flight is possible, and notifies the work aircraft 1000 via the communication infrastructure management system (step 608). Here, mission priority flight does not mean that the work aircraft 1000 prioritizes flight within a flight area where it can communicate with the relay aircraft 3000, but rather that it prioritizes flight that prioritizes the execution of the work task assigned to the work aircraft 1000, ignoring the flight area where it can communicate with the relay aircraft 3000. For example, if the work task assigned to the work aircraft 1000 is aerial photography of the target area, it means flying in a flight mission that can most efficiently carry out the aerial photography.

Next, the relay aircraft unnecessary determination unit 2143 notifies the user that operation of the relay aircraft is unnecessary (step 609). Here, this notification can be output to the display unit 2241 of the aircraft flight operating system 2200 to notify the user who is remotely controlling the aircraft. Alternatively, instead of notifying the user, a return command can be output from the flight control command unit 2250 to the relay aircraft, causing the relay aircraft to automatically perform its return operation.

Next, the repeater unnecessary determination unit 2143 determines that the work aircraft should fly in an airspace area where the wireless communication conditions with the communication satellite 4000 are better than specified conditions, and the flight area setting unit 2210 of the aircraft flight operating system 2200 sets that airspace area as the flight area for the work aircraft (step 610). Based on the set flight area, a flight geofence and flight mission are generated by the aircraft flight operating system 2200.

Next, the control communication unit 2150 and the measurement data communication unit 2160 switch at least one of the control communication and measurement data communication to wireless communication via the communication satellite instead of the relay aircraft (step 606).

Next, if it is determined in step 607 that the conditions are worse than the predetermined conditions, wireless communication relay via the relay aircraft 3000 continues (step 612).

Note that the communication means switching method shown in this flowchart is not limited to switching the communication means currently used for control communication or measurement data communication, but can also be applied to monitoring the status of redundant communication means for backup purposes and switching communication means.

(A-1-19. Redundant communication system using multiple communication means)
Next, an example of communication redundancy using multiple communication means will be described. This is an explanatory diagram showing an example of redundancy when communication redundancy is performed using multiple communication means. The example shown in Figure 27 shows an example of multiple redundancy in which communication means via a communication satellite is the main communication means actually used, communication means via a terrestrial LTE line and a relay aircraft is the first redundant system, and direct communication (using the 2.4 GHz frequency band) and communication means via a relay aircraft is the second redundant system.

Note that the redundancy of communication means as shown in Figure 27 may be applied to communication means for control communication, communication means for measurement data communication, or both. Furthermore, when applying redundancy to communication means for measurement data communication, it is desirable to select and implement redundancy in communication means with a sufficiently high communication speed relative to the amount of measurement data. Note that the radio frequency band used for wireless communication between the relay aircraft and the work aircraft and the radio frequency band used for wireless communication between the relay aircraft and the data acquisition base system may be different frequency bands.

(A-1-20. Embodiments for Operating Multiple Work Aircraft or Field Devices)
Next, an embodiment in which multiple work aircraft or field devices are operated will be described. Figure 28 is a diagram showing the overall configuration of a modified relay system 1 according to an embodiment of the present invention. This diagram shows an example in which multiple work aircraft (1001, 1002) and a mobile terminal device 7000 transmit and receive control information, measurement data, etc. to and from a data acquisition base system 2000 via a common relay aircraft 3000.

Here, the data acquisition base system transmits movement or measurement-related commands as control information to the multiple work aircraft (1001, 1002) and mobile terminal device 7000, and receives measurement data from the multiple work aircraft (1001, 1002) on-site and the mobile terminal device 7000. The work aircraft in this invention can be either manned or unmanned, but in an embodiment operating multiple work aircraft (1001, 1002) as shown in this figure, it is more cost-effective to configure the work aircraft as an unmanned aircraft.

Furthermore, while it is possible to fly multiple relay aircraft 3000, it is preferable to have a single relay aircraft 3000 relay communications with multiple work aircraft 1000, as shown in this diagram. In this case, the relay aircraft 3000 will need to relay large amounts of measurement data from multiple work aircraft 1000, requiring a large relay device. Furthermore, because transmitting large amounts of measurement data to the data acquisition base system takes time, it is preferable to equip the relay aircraft 3000 with a workstation as the measurement data processing unit 3600 and perform data processing of the measurement data within the relay aircraft. In this case, it is preferable to configure the relay aircraft 3000 as a manned aircraft that can be equipped with a large relay device and workstation.

In addition, since it takes time to transmit large amounts of measurement data to the data acquisition base system, by distributing and transmitting a portion of the measurement data transmitted from the relay aircraft 3000 to the data acquisition base system 2000 via communication means via the communication satellite 4000 or communication means via the air traffic control system 5000, the transmission time required to transmit large amounts of measurement data to the data acquisition base system can be shortened.

[A-2. Effects of this embodiment]
According to this embodiment, it is possible to improve communication performance by using a relay aircraft for wireless communication relay.

The present invention is not limited to the above embodiment, and various configurations can be adopted based on the contents of this specification.

The series of processes described in connection with the above embodiment may be implemented using software, hardware, or a combination of software and hardware. A computer program for implementing each function of the relay system 1 according to this embodiment can be created and installed on a PC or the like. A computer-readable recording medium on which such a computer program is stored can also be provided. Examples of recording media include magnetic disks, optical disks, magneto-optical disks, and flash memory. The above computer program may also be distributed, for example, via a communications network NW, without using a recording medium.

The flowcharts used in the above embodiments do not necessarily have to be executed in the order shown. Some processing steps may be executed in parallel. Additionally, additional processing steps may be employed, and some processing steps may be omitted.

1...Relay system (aviation data sensing system)
100...input device 200...output device 300...processing device 400...main memory device 500...auxiliary memory device 600...communication device 700...bus
1000... work aircraft 1100... flight unit 1110... self-position measurement unit 1120... attitude measurement unit 1130... flight control unit 1140... remote control camera 1150... remote control microphone 1200... measurement unit 1210... measurement sensor 1210
1220...sensor attitude control unit 1230...sensor control unit 1300...control communication unit 1400...measurement data communication unit 1500...communication status determination unit 1510...communication strength determination unit 1520...communication speed determination unit 1600...measurement data processing unit 1700...data recording unit 1710...measurement data recording unit 1720...communication status recording unit 1730...processed data recording unit 2000...data acquisition base system 2100...communication infrastructure management system 2110...communication means candidate acquisition unit 2120...communication status determination unit 2121...communication strength determination unit 2122...communication speed determination unit 2130...communication means determination unit 2131...control communication means determination unit 2132...measurement data communication means determination unit 2140...relay aircraft usage determination unit 2141...relay position determination unit 2142...relay unit need for additional relay determination unit 2143...Relay aircraft unnecessary determination unit 2150...Control communication unit 2160...Measurement data communication unit 2200...Aircraft flight operation system 2210...Flight area setting unit 2220...Flight geofence setting unit 2230...Flight mission setting unit 2240...Remote control unit 2241...Display unit 2242...Audio output unit 2243...Flight command input unit 2250...Flight control command unit 2300...Acquired data management system 2310...Measurement data recording unit 2320...Defective data determination unit 2330...Data transmission determination unit 2400...Flight operation management system 2500...Airspace monitoring system 3000...Relay aircraft 3100...Flight unit 3110...Self-position measurement unit 3120...Attitude measurement unit 3130...Flight control unit 3140...Remote control camera 3150...Remote control microphone 3300...Control communication unit
3400... relay communication unit 3410... control information relay communication unit 3420... measurement data relay communication unit 3500... communication status determination unit 3510... communication strength determination unit 3520... communication speed determination unit 3600... measurement data processing unit 3700... data recording unit 3710... relay measurement data recording unit 3720... communication status recording unit 3730... processed data recording unit 4000... communication satellite 5000... air traffic control system 5100... control communication unit 5200... relay information communication unit 5210... control information relay communication unit 5220... measurement data relay communication unit 5300... flight control unit 5310... aircraft status acquisition unit 5320... air traffic control command generation unit 6000... spatial information data utilization system 7000... mobile terminal device

Claims (29)

a relay aircraft that relays wireless communications between a field device that performs measurement work or other work in a work area and a base system;
a relay aircraft control unit that controls the flight of the relay aircraft or outputs flight control commands;
an airspace communication status determination unit that determines a communication status including at least one of communication strength and communication speed for each airspace area;
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication status meets specified conditions, or outputs the flight control command to fly through the airspace area. The relay system according to claim 1,
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication strength determined by the airspace communication status determination unit is stronger than a predetermined value, or outputs the flight control command to fly the relay aircraft through the airspace area. The relay system according to claim 1,
When the amount of measurement data measured by the field device is greater than a predetermined value or is expected to be greater than a predetermined value,
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication speed determined by the airspace communication status determination unit is faster than a predetermined value, or outputs the flight control command to fly the relay aircraft through the airspace area. The relay system according to claim 1,
When the communication strength or communication speed or both determined by the airspace communication state determination unit do not satisfy a predetermined condition,
A relay system in which the relay aircraft control unit controls the flight of the relay aircraft to increase the altitude of the relay aircraft, or outputs the flight control command to increase the altitude. The relay system according to claim 1,
When the wireless communication distance between the relay aircraft and the on-site device, or the wireless communication distance between the relay aircraft and the base system, becomes longer than a predetermined distance, or is expected to become longer than a predetermined distance,
A relay system in which the relay aircraft control unit controls the flight of the relay aircraft to increase the altitude of the relay aircraft, or outputs the flight control command to increase the altitude. The relay system according to claim 1,
A relay system that starts wireless communication relay by the relay aircraft when the communication strength or communication speed between the field device and the base system before wireless communication relay by the relay aircraft becomes lower than a predetermined value. The relay system according to claim 1,
A relay system that starts wireless communication relaying by the relay aircraft or determines the number of relay aircraft that will start wireless communication relaying when the communication speed between the field device and the base system before wireless communication relaying by the relay aircraft is expected to be lower than a reference speed corresponding to the amount of measurement data measured by the field device. The relay system according to claim 1,
A relay system that, before performing wireless communication relay by the relay aircraft, starts wireless communication relay by the relay aircraft or determines the number of relay aircraft that will start wireless communication relay if the future distance between the field device and the base system based on the planned movement position of the field device is predicted to be longer than a predetermined distance. The relay system according to claim 1,
If abnormality information of ground infrastructure facilities including ground communication facilities or power facilities is acquired before the wireless communication relay by the relay aircraft is performed, the wireless communication relay by the relay aircraft is started;
The relay aircraft control unit controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area surrounding the ground infrastructure facility having an abnormality, or outputs the flight control command to fly through the airspace area. The relay system according to claim 1,
A relay system comprising a relay communication status monitoring unit that monitors at least one of a first communication status including communication strength or communication speed between the relay aircraft and the field device, and a second communication status including communication strength or communication speed between the relay aircraft and the base system. The relay system according to claim 10,
A relay system in which, when either the communication strength or the communication speed in the first communication state or the second communication state does not satisfy a specified condition, an additional relay aircraft, a second relay aircraft, is flown to perform wireless communication relay using multiple relay aircraft. The relay system according to claim 11,
A relay system that determines the flight area of the second relay aircraft depending on at least one of the first communication state and the second communication state, and controls the flight of the second relay aircraft so that the second relay aircraft flies in the flight area, or outputs a flight control command to fly the second relay aircraft in the flight area. The relay system according to claim 12,
When the communication strength of the first communication state is lower than a predetermined value, the second relay aircraft is flown in an airspace area between the relay aircraft and the on-site device, and a series relay is performed by the relay aircraft and the second relay aircraft;
Alternatively, a relay system in which, when the communication strength of the second communication state is lower than a predetermined value, the second relay aircraft is flown in the airspace area between the relay aircraft and the base system, and a series relay is performed by the relay aircraft and the second relay aircraft. The relay system according to claim 12,
When the communication speed of the first communication state is lower than a predetermined value, the second relay aircraft is flown in an airspace area between the relay aircraft and the on-site device, and a parallel relay is performed by the relay aircraft and the second relay aircraft;
Alternatively, a relay system in which, when the communication speed of the second communication state is lower than a predetermined value, the second relay aircraft is flown in an airspace area between the relay aircraft and the base system, and parallel relay is performed by the relay aircraft and the second relay aircraft. The relay system according to claim 1,
A relay system in which, when the distance between the relay aircraft and the on-site device is longer than a predetermined distance, or when it is expected that the distance will become longer than the predetermined distance in the future, an additional relay aircraft, a second relay aircraft, is flown to perform wireless communication relay using multiple relay aircraft. The relay system according to claim 10,
A relay system that switches wireless communication between the field device and the base system from wireless communication using relay by the relay aircraft to wireless communication that does not go through the relay aircraft when the communication strength and communication speed in the first communication state and the second communication state satisfy specified conditions and the field device and the base system are within a distance range where they can communicate directly. The relay system according to claim 1,
A relay system that, when switching wireless communication between the field device and the base system from wireless communication using relay by the relay aircraft to wireless communication not via the relay aircraft, moves the field device within a distance range where direct communication with the base system is possible, outputs a movement command to move the field device within said distance range, or outputs a flight mission to move a work aircraft carrying the field device within said distance range. The relay system according to claim 1,
A relay system that, when it is possible to move the field device within a distance range where the field device and the base system can directly communicate, moves the field device within that distance range, outputs a movement command to the field device to move the field device within that distance range, or outputs a flight mission to move a work aircraft carrying the field device within that distance range. The relay system according to claim 1,
A relay system that switches wireless communication between the field device and the base system from wireless communication using relay by the relay aircraft to wireless communication using relay by the communication satellite when the field device is capable of communicating with a communication satellite. The relay system according to claim 1,
A relay system that generates a relay flight geofence to limit the flight area of the relay aircraft when the relay aircraft begins flying a wireless communication relay. 21. The relay system according to claim 20,
the in-situ device is mounted on a measurement aircraft;
A relay system in which at least a portion of the relay flight geofence is generated within an area enclosed by the measurement flight geofence generated for the measurement aircraft. 21. The relay system according to claim 20,
A relay system that transmits information about the generated relay flight geofence to an airspace control system that controls the airspace in which the relay flight geofence was generated. The relay system according to claim 1,
The relay aircraft includes a measurement data recording unit that records the measurement data received from the on-site device,
A relay system in which the relay aircraft receives the measurement data from the field device and records the measurement data in the measurement data recording unit when the relay aircraft is moved to a position closer to the field device than the base system, or when the communication state between the relay aircraft and the field device satisfies a predetermined condition. The relay system according to claim 1,
The relay aircraft includes a measurement data recording unit that records the measurement data received from the on-site device,
A relay system that transmits the measurement data from the field device to the relay aircraft and records the received measurement data in the measurement data recording unit when the communication status between the relay aircraft and the base system does not satisfy a specified condition and the communication status between the relay aircraft and the field device satisfies a specified condition. 25. The relay system according to claim 23 or 24,
A relay system that moves the relay aircraft to an airspace area where the communication status between the relay aircraft and the base system satisfies specified conditions, and transmits the measurement data recorded in the measurement data recording unit in the airspace area from the relay aircraft to the base system. 25. The relay system according to claim 23 or 24,
A relay system that moves the relay aircraft to an airspace area where the communication status between the relay aircraft and a communication satellite satisfies specified conditions, and transmits the measurement data recorded in the measurement data recording unit in the airspace area from the relay aircraft to the base system via the communication satellite. The relay system according to claim 1,
A relay system in which the on-site device is mounted on an aircraft, vehicle, ship, other moving body, or portable mobile terminal device. A relay method for relaying wireless communication between a field device that performs measurement work or other work in a work area and a base system using a relay aircraft, comprising:
The computer
an airspace communication state determination step of determining a communication state including at least one of communication strength and communication speed for each airspace area;
a flight control step of controlling the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication state satisfies a predetermined condition, or outputting a flight control command to fly the relay aircraft through the airspace area;
Execute the relay method. A relay program that relays wireless communication between a field device that performs measurement work or other work in a work area and a base system using a relay aircraft,
On the computer,
an airspace communication state determination command for determining a communication state including at least one of communication strength and communication speed for each airspace area;
a flight control command that controls the flight of the relay aircraft so that the relay aircraft flies through an airspace area where wireless communication with both the on-site device and the base system is possible and where the communication state satisfies a predetermined condition, or outputs a flight control command that causes the relay aircraft to fly through the airspace area;
A relay program that executes the above.