JP6943741B2 - Information processing equipment, flight control instruction method, program, and recording medium - Google Patents

Description

The present disclosure relates to an information processing device for instructing flight control of a plurality of flying objects, a flight control instruction method, a program, and a recording medium.

In recent years, it is known that a plurality of unmanned aerial vehicles fly in cooperation in one area. In order to fly a plurality of unmanned aerial vehicles in cooperation with each other, for example, by executing a preset flight program, a plurality of unmanned aerial vehicles can fly in cooperation with each other (see Patent Document 1). In Patent Document 1, a plurality of flying objects as a plurality of unmanned aerial vehicles stop moving at a designated position in the air by a command from a ground station and emit light. As a result, the observer can observe the constellations and the like in a pseudo manner.

Japanese Unexamined Patent Publication No. 2016-206443

The flying object described in Patent Document 1 can fly according to a preset flight route and flight position, but it is difficult to fly in consideration of a flight route and flight position not set in advance. .. For example, the system described in Patent Document 1 cannot specify the flight shape formed by a plurality of flying objects in real time, and the degree of freedom during flight of an unmanned aerial vehicle is low. In addition, the work for setting the flight route and flight position is complicated and difficult.

In addition, when the flight of an unmanned aerial vehicle is imaged using an operating device (propo), the flight route and flight position can be instructed to the unmanned aerial vehicle in real time, reflecting the intention of the operator. However, in order to operate a plurality of unmanned aerial vehicles, a plurality of operating devices are required, and it is difficult to operate a plurality of unmanned aerial vehicles in cooperation with each other. Moreover, it is difficult to specify the flight shape formed by a plurality of flying objects in real time.

In one aspect, the information processing device is an information processing device that instructs the control of the flight of a plurality of flying objects, includes a processing unit, and the processing unit is a flight shape for forming by the flight positions of the plurality of flying objects. And the position where the flight shape is arranged, and the position information of the plurality of flying objects at the first time point is acquired, and the respective positions of the plurality of flying objects at the position where the flight shape is arranged are acquired. The parameters for guiding to are calculated, and based on the parameters, the control of the flight of the plurality of flying objects at the second time point following the first time point is instructed.

The processing unit acquires the first parameter for guiding a plurality of flying objects to the positions of the flight shapes as parameters, and each flight is based on the positions and flight shapes of the plurality of flying objects at the first time point. A second parameter may be calculated for the body to move away from the peripheral edges of other flying objects and flight shapes, and based on the parameters, control of the flight of the plurality of flying objects at the second time point may be instructed.

The processing unit calculates the position and speed of the air vehicle at the second time point based on the first parameter and the second parameter, and controls the flight of the air vehicle based on the position and speed of the air vehicle. You may instruct.

The processing unit may transmit the position and speed of the air vehicle at the second time point to the air vehicle.

The processing unit acquires the measured positions and the measured speeds of the plurality of flying objects at the second time point, and obtains the measured positions of the plurality of flying objects at the second time point and the measured positions of the plurality of flying objects at the first time point. It may be set as position information.

The processing unit acquires the calculated positions and calculated speeds of the plurality of flying objects at the second time point, and sets the calculated positions of the plurality of flying objects at the second time point to the calculated positions of the plurality of flying objects at the first time point. It may be set as position information.

The processing unit repeats the calculation of the position and speed of the flying object at the second time point a plurality of times to generate a flight path through which the flying object flies, and instructs the flight control of the flying object based on the flight path. You can do it.

The processing unit may continue to calculate the position and speed of the air vehicle based on the first parameter and the second parameter until the speed of each air vehicle becomes equal to or less than the threshold value.

The processing unit determines the second parameter of each air vehicle based on the distance between each air vehicle and another air vehicle other than each air vehicle and the safe distance for avoiding collision with the other air vehicle. May be calculated.

The processing unit may calculate the second parameter of each flying object based on the distance between each flying object and the peripheral end of the flight shape.

In one aspect, the flight control instruction method is a flight control instruction method in an information processing device that instructs flight control of a plurality of flying objects, and is a flight shape for forming by the flight positions of the plurality of flying objects and flight. The step of acquiring the information on the position where the shape is arranged, the step of acquiring the position information of the plurality of flying objects at the first time point, and the step of acquiring the position information of the plurality of flying objects at the position where the flight shape is arranged, respectively. It has a step of calculating a parameter for guiding to a position and a step of instructing control of the flight of a plurality of flying objects at a second time point following the first time point based on the parameter.

The step of calculating the parameters obtains the first parameter for guiding the plurality of flying objects to the positions of the flight shapes as parameters, and is based on the positions and flight shapes of the plurality of flying bodies at the first time point. , A step of calculating a second parameter for each flying object to be separated from the peripheral edges of other flying objects and flight shapes may be included. The step of instructing flight control may include a step of instructing flight control of a plurality of flying objects at a second time point based on parameters.

The steps for instructing flight control are the step of calculating the position and speed of the flying object at the second time point based on the first parameter and the second parameter, and the step of calculating the position and speed of the flying object based on the position and speed of the flying object. It may include steps that direct control of the flight of the vehicle.

The step of instructing flight control may include transmitting the position and velocity of the flying object to the flying object at a second time point.

The flight control instruction method may further include a step of acquiring the measured position and the measured speed of the plurality of flying objects at the second time point. The step of acquiring the position information of the air vehicle includes a step of setting the actually measured positions of the plurality of air vehicles at the second time point as the position information of the plurality of air vehicles at the first time point.

The flight control instruction method may further include a step of acquiring the calculated positions and calculated speeds of the plurality of flying objects at the second time point. The step of acquiring the position information of the air vehicle may include a step of setting the calculated positions of the plurality of air vehicles at the second time point as the position information of the plurality of air vehicles at the first time point.

The step of instructing flight control repeats the calculation of the position and speed of the flying object at the second time point multiple times to generate the flight path through which the flying object flies, and the flying object based on the flight path. It may include a step that directs control of the flight of the aircraft.

The step of instructing flight control may include a step of continuing to calculate the position and speed of the vehicle based on the first and second parameters until the speed of each vehicle falls below the threshold.

The step of calculating the parameters is based on the distance between each air vehicle and other air vehicles other than each air vehicle, and the safe distance for avoiding collision with other air vehicles. A step of calculating the parameters of 2 may be included.

The step of calculating the parameters may include a step of calculating a second parameter of each air vehicle based on the distance between each air vehicle and the peripheral edge of the flight shape.

In one aspect, the program provides information on a flight shape to be formed by the flight positions of the plurality of flying objects and a position where the flight shapes are arranged in an information processing device that instructs the control of the flight of the plurality of flying objects. The step of acquiring the step, the step of acquiring the position information of the plurality of flying objects at the first time point, and the parameter for guiding to each position of the plurality of the flying objects at the position where the flight shape is arranged. It is a program for executing a step of calculating and a step of instructing control of the flight of a plurality of the flying objects at a second time point following the first time point based on the parameters.

In one aspect, the recording medium is an information processing device that directs flight control of a plurality of flying objects.
A step of acquiring information on a flight shape to be formed by flight positions of a plurality of flying objects and a position on which the flight shape is arranged, and a step of acquiring position information of a plurality of flying objects at a first time point. And a step of calculating a parameter for guiding to each position of the plurality of the flying objects at the position where the flight shape is arranged, and a second time point following the first time point based on the parameter. A computer-readable recording medium on which a plurality of steps instructing control of the flight of the flying object and a program for executing the steps are recorded.

The outline of the above invention does not list all the features of the present disclosure. Sub-combinations of these feature groups can also be inventions.

Schematic diagram showing a first configuration example of the flight body group control system according to the first embodiment Schematic diagram showing a second configuration example of the flight body group control system according to the first embodiment Diagram showing an example of the concrete appearance of an unmanned aerial vehicle Block diagram showing an example of the hardware configuration of an unmanned aerial vehicle Block diagram showing an example of terminal hardware configuration Diagram showing the positions of multiple unmanned aerial vehicles in flight A diagram showing the shape and position of a target for multiple unmanned aerial vehicles to fly in cooperation as an unmanned aerial vehicle group in a flight simulation. A diagram explaining the attractive force that brings each unmanned aerial vehicle closer to the target position in a flight simulation. Diagram explaining the repulsive force to avoid collision of unmanned aerial vehicles in flight simulation Diagram to explain the calculation of the resultant force and acceleration acting on an unmanned aerial vehicle Diagram showing the acceleration acting on each unmanned aerial vehicle The figure which shows the acceleration acting on each unmanned aerial vehicle at a time point after FIG. The figure which shows the acceleration acting on each unmanned aerial vehicle at a time point after FIG. The figure which shows the positional relationship of each unmanned aerial vehicle of the unmanned aerial vehicle group which was accommodated in a target at a time point after FIG. First, a sequence diagram showing an operating procedure of a terminal and an unmanned aerial vehicle according to the embodiment. Flow chart showing the first example of the operation procedure of the flight simulation in S4 and the like A sequence diagram showing a second example of the operation procedure of the terminal and the unmanned aerial vehicle in the modified example of the first embodiment. A sequence diagram showing a first example of the operation procedure of the terminal and each unmanned aerial vehicle in the second embodiment. Flow chart showing an example of flight simulation operation procedure in S54 and the like A sequence diagram showing a second example of the operation procedure of the terminal and the unmanned aerial vehicle in the modified example of the second embodiment.

Hereinafter, the present disclosure will be described through embodiments of the invention, but the following embodiments do not limit the invention according to the claims. Not all combinations of features described in the embodiments are essential to the solution of the invention.

The claims, description, drawings, and abstracts include matters that are subject to copyright protection. The copyright holder will not object to any person's reproduction of these documents as long as they appear in the Patent Office files or records. However, in other cases, all copyrights are reserved.

In the following embodiment, an unmanned aerial vehicle (UAV) will be illustrated as an air vehicle. Unmanned aerial vehicles include aircraft that move in the air. In the drawings attached herein, the unmanned aerial vehicle is referred to as "UAV". Further, as the information processing device, an unmanned aerial vehicle, a terminal, and a PC (Personal Computer) will be exemplified. The information processing device may be an unmanned aerial vehicle, a device other than a terminal or a PC, for example, a transmitter (Propotional Controller), or other device. The flight control instruction method defines the operation of the information processing device. Further, the recording medium is a recording medium in which a program (for example, a program that causes an information processing apparatus to execute various processes) is recorded.

(First Embodiment)
FIG. 1 is a schematic view showing a first configuration example of the flight body group control system 10 according to the first embodiment. The flight group control system 10 includes an unmanned aerial vehicle 100 and a terminal 80. The unmanned aerial vehicle 100 and the terminal 80 can communicate with each other by wired communication or wireless communication (for example, wireless LAN (Local Area Network)). FIG. 1 illustrates that the terminal 80 is a terminal (for example, a smartphone or a tablet terminal). The terminal 80 is an example of an information processing device.

The flight body group control system 10 may be configured to include an unmanned aerial vehicle 100, a transmitter, and a terminal 80. When equipped with a transmitter, the user can instruct the control of the flight of the unmanned aerial vehicle by using the left and right control rods arranged in front of the transmitter. Further, in this case, the unmanned aerial vehicle 100, the transmitter, and the terminal 80 can communicate with each other by wired communication or wireless communication.

FIG. 2 is a schematic view showing a second configuration example of the flight body group control system 10 according to the first embodiment. FIG. 2 illustrates that the terminal 80 is a PC. In either of FIGS. 1 and 2, the function of the terminal 80 may be the same.

FIG. 3 is a diagram showing an example of a specific appearance of the unmanned aerial vehicle 100. FIG. 3 shows a perspective view of the unmanned aerial vehicle 100 flying in the moving direction STV0. The unmanned aerial vehicle 100 is an example of an air vehicle.

As shown in FIG. 3, it is assumed that the roll axis (see x-axis) is defined in the direction parallel to the ground and along the moving direction STV0. In this case, the pitch axis (see y-axis) is defined in the direction parallel to the ground and perpendicular to the roll axis, and the yaw axis (z-axis) is further perpendicular to the ground and perpendicular to the roll axis and pitch axis. See) is defined.

The unmanned aerial vehicle 100 includes a UAV main body 102, a gimbal 200, an imaging unit 220, and a plurality of imaging units 230.

The UAV main body 102 includes a plurality of rotary wings (propellers). The UAV main body 102 flies the unmanned aerial vehicle 100 by controlling the rotation of a plurality of rotor blades. The UAV body 102 flies the unmanned aerial vehicle 100 using, for example, four rotors. The number of rotor blades is not limited to four. Further, the unmanned aerial vehicle 100 may be a fixed-wing aircraft having no rotary wings.

The imaging unit 220 is a camera for imaging that captures a subject (for example, a state of the sky to be aerial photographed, a landscape such as a mountain or a river, a building on the ground) included in a desired imaging range.

The plurality of imaging units 230 are sensing cameras that image the surroundings of the unmanned aerial vehicle 100 in order to control the flight of the unmanned aerial vehicle 100. Two imaging units 230 may be provided in front of the nose of the unmanned aerial vehicle 100. Further, two other imaging units 230 may be provided on the bottom surface of the unmanned aerial vehicle 100. The two imaging units 230 on the front side may form a pair and function as a so-called stereo camera. The two imaging units 230 on the bottom side may also be paired and function as a stereo camera. Three-dimensional spatial data around the unmanned aerial vehicle 100 may be generated based on the images captured by the plurality of imaging units 230. The number of imaging units 230 included in the unmanned aerial vehicle 100 is not limited to four. The unmanned aerial vehicle 100 may include at least one imaging unit 230. The unmanned aerial vehicle 100 may include at least one imaging unit 230 on each of the nose, tail, side surface, bottom surface, and ceiling surface of the unmanned aerial vehicle 100. The angle of view that can be set by the imaging unit 230 may be wider than the angle of view that can be set by the imaging unit 220. The imaging unit 230 may have a single focus lens or a fisheye lens.

FIG. 4 is a block diagram showing an example of the hardware configuration of the unmanned aerial vehicle 100. The unmanned aircraft 100 includes a UAV control unit 110, a communication interface 150, a memory 160, a storage 170, a gimbal 200, a rotary wing mechanism 210, an imaging unit 220, an imaging unit 230, a GPS receiver 240, and the like. The configuration includes an inertial measurement unit (IMU) 250, a magnetic compass 260, a barometric altimeter 270, an ultrasonic sensor 280, and a laser measuring instrument 290.

The UAV control unit 110 is configured by using, for example, a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or a DSP (Digital Signal Processor). The UAV control unit 110 performs signal processing for controlling the operation of each part of the unmanned aerial vehicle 100, data input / output processing with and from other parts, data calculation processing, and data storage processing.

The UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 according to the program stored in the memory 160. The UAV control unit 110 may control the flight according to the instruction of the flight control by the transmitter or the terminal 80. The UAV control unit 110 may cause the imaging unit 220 or the imaging unit 230 to take an aerial image.

The UAV control unit 110 acquires position information indicating the position of the unmanned aerial vehicle 100. The UAV control unit 110 may acquire position information indicating the latitude, longitude, and altitude of the unmanned aerial vehicle 100 from the GPS receiver 240. The UAV control unit 110 acquires latitude / longitude information indicating the latitude and longitude of the unmanned aerial vehicle 100 from the GPS receiver 240 and altitude information indicating the altitude at which the unmanned aerial vehicle 100 exists from the barometric altitude meter 270 as position information. good. The UAV control unit 110 may acquire the distance between the ultrasonic wave emission point and the ultrasonic wave reflection point by the ultrasonic sensor 280 as altitude information.

The UAV control unit 110 may acquire orientation information indicating the orientation of the unmanned aerial vehicle 100 from the magnetic compass 260. The orientation information may be indicated, for example, in the orientation corresponding to the orientation of the nose of the unmanned aerial vehicle 100.

The UAV control unit 110 may acquire position information indicating the position where the unmanned aerial vehicle 100 should exist when the imaging unit 220 images the imaging range to be imaged. The UAV control unit 110 may acquire position information indicating the position where the unmanned aerial vehicle 100 should exist from the memory 160. The UAV control unit 110 may acquire position information indicating the position where the unmanned aerial vehicle 100 should exist from another device via the communication interface 150. The UAV control unit 110 may refer to the three-dimensional map database to specify the position where the unmanned aerial vehicle 100 can exist, and acquire the position as position information indicating the position where the unmanned aerial vehicle 100 should exist.

The UAV control unit 110 may acquire image pickup range information indicating the respective image pickup ranges of the image pickup unit 220 and the image pickup unit 230. The UAV control unit 110 may acquire the angle of view information indicating the angles of view of the imaging unit 220 and the imaging unit 230 from the imaging unit 220 and the imaging unit 230 as parameters for specifying the imaging range. The UAV control unit 110 may acquire information indicating the imaging direction of the imaging unit 220 and the imaging unit 230 as a parameter for specifying the imaging range. The UAV control unit 110 may acquire posture information indicating the posture state of the imaging unit 220 from the gimbal 200, for example, as information indicating the imaging direction of the imaging unit 220. The posture information of the imaging unit 220 may indicate the rotation angle of the gimbal 200 from the reference rotation angle of the pitch axis and the yaw axis.

The UAV control unit 110 may acquire position information indicating the position where the unmanned aerial vehicle 100 exists as a parameter for specifying the imaging range. The UAV control unit 110 defines an imaging range indicating a geographical range to be imaged by the imaging unit 220 based on the angle of view and the imaging direction of the imaging unit 220 and the imaging unit 230, and the position where the unmanned aerial vehicle 100 exists. The imaging range information may be acquired by generating the imaging range information.

The UAV control unit 110 may acquire imaging range information from the memory 160. The UAV control unit 110 may acquire imaging range information via the communication interface 150.

The UAV control unit 110 controls the gimbal 200, the rotor blade mechanism 210, the image pickup unit 220, and the image pickup section 230. The UAV control unit 110 may control the imaging range of the imaging unit 220 by changing the imaging direction or angle of view of the imaging unit 220. The UAV control unit 110 may control the imaging range of the imaging unit 220 supported by the gimbal 200 by controlling the rotation mechanism of the gimbal 200.

The imaging range refers to a geographical range imaged by the imaging unit 220 or the imaging unit 230. The imaging range is defined by latitude, longitude, and altitude. The imaging range may be a range in three-dimensional spatial data defined by latitude, longitude, and altitude. The imaging range may be a range in two-dimensional spatial data defined by latitude and longitude. The imaging range may be specified based on the angle of view and imaging direction of the imaging unit 220 or the imaging unit 230, and the position where the unmanned aerial vehicle 100 exists. The imaging direction of the imaging unit 220 and the imaging unit 230 may be defined from the direction in which the front surface of the imaging unit 220 and the imaging unit 230 provided with the imaging lens faces and the depression angle. The imaging direction of the imaging unit 220 may be a direction specified from the orientation of the nose of the unmanned aerial vehicle 100 and the attitude of the imaging unit 220 with respect to the gimbal 200. The imaging direction of the imaging unit 230 may be a direction specified from the orientation of the nose of the unmanned aerial vehicle 100 and the position where the imaging unit 230 is provided.

The UAV control unit 110 may identify the surrounding environment of the unmanned aerial vehicle 100 by analyzing a plurality of images captured by the plurality of imaging units 230. The UAV control unit 110 may control the flight, for example, avoiding obstacles, based on the environment around the unmanned aerial vehicle 100.

The UAV control unit 110 may acquire three-dimensional information (three-dimensional information) indicating the three-dimensional shape (three-dimensional shape) of an object existing around the unmanned aerial vehicle 100. The object may be, for example, a part of a landscape such as a building, a road, a car, a tree, or the like. The three-dimensional information is, for example, three-dimensional spatial data. The UAV control unit 110 may acquire the three-dimensional information by generating the three-dimensional information indicating the three-dimensional shape of the object existing around the unmanned aerial vehicle 100 from each image obtained from the plurality of imaging units 230. The UAV control unit 110 may acquire three-dimensional information indicating the three-dimensional shape of an object existing around the unmanned aerial vehicle 100 by referring to the three-dimensional map database stored in the memory 160 or the storage 170. The UAV control unit 110 may acquire three-dimensional information regarding the three-dimensional shape of an object existing around the unmanned aerial vehicle 100 by referring to a three-dimensional map database managed by a server existing on the network.

The UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 by controlling the rotary wing mechanism 210. That is, the UAV control unit 110 controls the position including the latitude, longitude, and altitude of the unmanned aerial vehicle 100 by controlling the rotary wing mechanism 210. The UAV control unit 110 may control the imaging range of the imaging unit 220 by controlling the flight of the unmanned aerial vehicle 100. The UAV control unit 110 may control the angle of view of the image pickup unit 220 by controlling the zoom lens included in the image pickup unit 220. The UAV control unit 110 may control the angle of view of the image pickup unit 220 by the digital zoom by utilizing the digital zoom function of the image pickup unit 220.

When the imaging unit 220 is fixed to the unmanned aerial vehicle 100 and the imaging unit 220 cannot be moved, the UAV control unit 110 moves the unmanned aerial vehicle 100 to a specific position at a specific date and time to obtain a desired image in a desired environment. The range may be imaged by the imaging unit 220. Alternatively, even if the imaging unit 220 does not have a zoom function and the angle of view of the imaging unit 220 cannot be changed, the UAV control unit 110 desired by moving the unmanned aerial vehicle 100 to a specific position at a specified date and time. The imaging unit 220 may image a desired imaging range in the above environment.

The communication interface 150 communicates with the terminal 80. The communication interface 150 may perform wireless communication by any wireless communication method. The communication interface 150 may perform wired communication by any wired communication method. The communication interface 150 may transmit the aerial image and additional information (metadata) related to the aerial image to the terminal 80.

The memory 160 has a gimbal 200, a rotary wing mechanism 210, an imaging unit 220, an imaging unit 230, a GPS receiver 240, an inertial measurement unit 250, a magnetic compass 260, a barometric altimeter 270, an ultrasonic sensor 280, and a laser. Stores programs and the like required to control the measuring instrument 290. The memory 160 may be a computer-readable recording medium, and may be SRAM (Static Random Access Memory), DRAM (Dynamic Random Access Memory), EPROM (Erasable Programmable Read Only Memory), EPROM (Electrically Erasable Programmable Read-Only Memory), and It may include at least one of flash memories such as USB (Universal Serial Bus) memory. The memory 160 may be removable from the unmanned aerial vehicle 100. The memory 160 may operate as a working memory.

The storage 170 may include at least one of an HDD (Hard Disk Drive), an SSD (Solid State Drive), an SD card, a USB memory, and other storage. The storage 170 may hold various information and various data. The storage 170 may be removable from the unmanned aerial vehicle 100. The storage 170 may record aerial images.

The gimbal 200 may rotatably support the imaging unit 220 about the yaw axis, the pitch axis, and the roll axis. The gimbal 200 may change the imaging direction of the imaging unit 220 by rotating the imaging unit 220 around at least one of the yaw axis, the pitch axis, and the roll axis.

The rotary blade mechanism 210 includes a plurality of rotary blades and a plurality of drive motors for rotating the plurality of rotary blades. The rotary wing mechanism 210 flies the unmanned aerial vehicle 100 by controlling the rotation by the UAV control unit 110. The number of rotary blades 211 may be, for example, four or any other number. Further, the unmanned aerial vehicle 100 may be a fixed-wing aircraft having no rotary wings.

The imaging unit 220 images a subject in a desired imaging range and generates data of the captured image. The image data (for example, an aerial image) obtained by the imaging of the imaging unit 220 may be stored in the memory of the imaging unit 220 or the storage 170.

The imaging unit 230 images the surroundings of the unmanned aerial vehicle 100 to generate captured image data. The image data of the imaging unit 230 may be stored in the storage 170.

The GPS receiver 240 receives a plurality of signals indicating the time transmitted from the plurality of navigation satellites (that is, GPS satellites) and the position (coordinates) of each GPS satellite. The GPS receiver 240 calculates the position of the GPS receiver 240 (that is, the position of the unmanned aerial vehicle 100) based on the plurality of received signals. The GPS receiver 240 outputs the position information of the unmanned aerial vehicle 100 to the UAV control unit 110. The position information of the GPS receiver 240 may be calculated by the UAV control unit 110 instead of the GPS receiver 240. In this case, information indicating the time included in the plurality of signals received by the GPS receiver 240 and the position of each GPS satellite is input to the UAV control unit 110.

The inertial measurement unit 250 detects the attitude of the unmanned aerial vehicle 100 and outputs the detection result to the UAV control unit 110. The inertial measurement unit 250 detects, as the posture of the unmanned aerial vehicle 100, the acceleration in the three axial directions of the unmanned aerial vehicle 100 in the front-rear direction, the left-right direction, and the up-down direction, and the angular velocity in the three-axis directions of the pitch axis, the roll axis, and the yaw axis. It's okay.

The magnetic compass 260 detects the direction of the nose of the unmanned aerial vehicle 100 and outputs the detection result to the UAV control unit 110.

The barometric altimeter 270 detects the altitude at which the unmanned aerial vehicle 100 flies, and outputs the detection result to the UAV control unit 110.

The ultrasonic sensor 280 emits ultrasonic waves, detects ultrasonic waves reflected by the ground or an object, and outputs the detection result to the UAV control unit 110. The detection result may indicate the distance from the unmanned aerial vehicle 100 to the ground, that is, the altitude. The detection result may indicate the distance from the unmanned aerial vehicle 100 to the object (subject).

The laser measuring device 290 irradiates an object with laser light, receives the reflected light reflected by the object, and measures the distance between the unmanned aircraft 100 and the object (subject) by the reflected light. As an example, the distance measurement method using the laser beam may be the time-of-flight method.

FIG. 5 is a block diagram showing an example of the hardware configuration of the terminal 80. The terminal 80 includes a terminal control unit 81, an operation unit 83, a communication unit 85, a memory 87, a display unit 88, and a storage 89. The terminal 80 may be possessed by a user who desires flight control instructions for a plurality of unmanned aerial vehicles 100.

The terminal control unit 81 is configured by using, for example, a CPU, MPU, or DSP. The terminal control unit 81 performs signal processing for controlling the operation of each unit of the terminal 80, data input / output processing with and from other units, data calculation processing, and data storage processing.

The terminal control unit 81 conveys data (for example, various measurement data, aerial image data) and information (for example, position information of the unmanned aerial vehicle 100, and unmanned aerial vehicles collide with each other) from the unmanned aerial vehicle 100 via the communication unit 85. Information) may be obtained. The terminal control unit 81 may acquire data and information (for example, various parameters) input via the operation unit 83. The terminal control unit 81 may acquire the data and information held in the memory 87. The terminal control unit 81 may transmit data and information (for example, information on the position, speed, and flight path of the unmanned aerial vehicle) to the unmanned aerial vehicle 100 via the communication unit 85. The terminal control unit 81 may send data or information to the display unit 88 and display the display information based on the data or information on the display unit 88.

The terminal control unit 81 may execute an application for instructing flight control of a plurality of unmanned aerial vehicles 100 (also referred to as unmanned aerial vehicle group 100G). The terminal control unit 81 may generate various data used in the application.

The operation unit 83 receives and acquires data and information input by the user of the terminal 80. The operation unit 83 may include an input device such as a button, a key, a touch screen, a microphone, and the like. Here, it is illustrated that the operation unit 83 and the display unit 88 are mainly composed of a touch panel. In this case, the operation unit 83 can accept touch operations, tap operations, drag operations, and the like. The operation unit 83 may receive information on various parameters. The information input by the operation unit 83 may be transmitted to the unmanned aerial vehicle 100.

The communication unit 85 wirelessly communicates with the unmanned aerial vehicle 100 by various wireless communication methods. The wireless communication method of this wireless communication may include communication via, for example, a wireless LAN, Bluetooth®, or a public wireless line. The communication unit 85 may perform wired communication by any wired communication method.

The memory 87 has, for example, a ROM in which data of a program or set value that defines the operation of the terminal 80 is stored, and a RAM in which various information and data used during processing by the terminal control unit 81 are temporarily stored. You may. The memory 87 may include a memory other than the ROM and the RAM. The memory 87 may be provided inside the terminal 80. The memory 87 may be provided so as to be removable from the terminal 80. The program may include an application program.
The display unit 88 is configured by using, for example, an LCD (Liquid Crystal Display), and displays various information and data output from the terminal control unit 81. The display unit 88 may display various data and information related to the execution of the application.

The storage 89 stores and holds various data and information. The storage 89 may be an HDD, SSD, SD card, USB memory, or the like. The storage 89 may be provided inside the terminal 80. The storage 89 may be provided so as to be removable from the terminal 80. The storage 89 may hold an aerial image or additional information acquired from the unmanned aerial vehicle 100. The additional information may be stored in the memory 87.

Next, the function related to the flight control instruction of the unmanned aerial vehicle group 100G including the plurality of unmanned aerial vehicles 100 will be described. Here, it will be mainly described that the terminal control unit 81 of the terminal 80 has a function related to the flight control instruction of the unmanned aerial vehicle group 100G, but the unmanned aerial vehicle 100 has a function related to the flight control instruction of the unmanned aerial vehicle group 100G. You can. The terminal control unit 81 is an example of a processing unit. The terminal control unit 81 performs processing related to the flight control instruction of the unmanned aerial vehicle group 100G.

The unmanned aerial vehicle group 100G to be subject to flight control may be a plurality of unmanned aerial vehicles 100 that fly in cooperation with each other, or may be a plurality of unmanned aerial vehicles 100 that fly in a group in a certain space without cooperation. Well, not particularly limited.

The terminal control unit 81 acquires the flight parameters of the unmanned aerial vehicle 100. The terminal control unit 81 may acquire the flight parameters of the unmanned aerial vehicle 100 via the communication unit 85. Flight parameters may include the position, speed, and acceleration of the unmanned aerial vehicle 100. The terminal control unit 81 may acquire the position of the unmanned aerial vehicle 100 via, for example, a GPS receiver 240 or an ultrasonic sensor 280. The terminal control unit 81 may acquire the acceleration of the unmanned aerial vehicle 100 via the inertial measurement unit 250. The terminal control unit 81 may acquire the speed of the unmanned aerial vehicle 100 based on the differential value obtained by differentiating the position of the unmanned aerial vehicle 100, or may acquire the speed of the unmanned aerial vehicle 100 based on the integrated value obtained by integrating the acceleration of the unmanned aerial vehicle 100.

The terminal control unit 81 acquires a flight shape to be formed by the flight position of the unmanned aerial vehicle group 100G. The plurality of unmanned aerial vehicles 100 in the unmanned aerial vehicle group 100G will be flight-controlled so as to have the acquired flight shape. That is, since the unmanned aerial vehicle group 100G flies with the goal of forming this flight shape, this acquired flight shape is also referred to as a target shape. The terminal control unit 81 may acquire information on the target shape held in the memory 87. The terminal control unit 81 may acquire information on the target shape from an external device via the communication unit 85.

The terminal control unit 81 may generate a target shape by receiving a user operation via the operation unit 83. That is, the terminal 80 can newly generate the target shape desired by the user by generating the target shape based on the user operation. In this case, the terminal control unit 81 may display the acquired position of each unmanned aerial vehicle 100 on the display unit 88. The terminal control unit 81 receives a user operation via the operation unit 83, and acquires the target shape by generating the target shape in consideration of the number and position of the unmanned aerial vehicle group 100G displayed on the display unit 88. You can. For example, the target shape may be generated by the user inputting a predetermined shape to the touch panel displaying the unmanned aerial vehicle group 100G via the operation unit 83.

The target shape may be set to be planar (two-dimensional) or three-dimensional (three-dimensional). When set three-dimensionally, the target shape may be a polygon such as a triangle or a quadrangle, a shape such as a circle or an ellipse. When set three-dimensionally, the target shape may be a polygonal thrust such as a triangular pyramid or a quadrangular prism, a polygonal prism such as a triangular prism or a quadrangular prism, a cone, a cylinder, an ellipsoid, or a sphere.

The terminal control unit 81 acquires the position where the target shape is arranged. The plurality of unmanned aerial vehicles 100 in the unmanned aerial vehicle group 100G will be flight-controlled so as to have a target shape at the acquired position. That is, since the unmanned aerial vehicle group 100G flies with this position as the target, this acquired position is also referred to as the target position. The terminal control unit 81 may acquire information on the target position held in the memory 87. The terminal control unit 81 may acquire information on the target position from an external device via the communication unit 85. The terminal control unit 81 may generate a target position by receiving a user operation via the operation unit 83. That is, the terminal 80 can newly generate a target position desired by the user by determining the target position based on the user operation. The target position may be the position of the entire target shape or any position inside the target shape. The target shape may be any reference point, apex, center point, center of gravity point, outer edge of the target shape, or any point on the peripheral edge of the target shape.

The terminal control unit 81 may acquire the safety distance rs. The safe distance rs may be, for example, a distance for avoiding a collision with another unmanned aerial vehicle 100. The terminal control unit 81 may acquire the information of the safety distance rs held in the memory 87. The terminal control unit 81 may acquire information on the safety distance rs from the external device via the communication unit 85. The terminal control unit 81 may receive a user operation via the operation unit 83 and generate a safety distance rs. That is, the terminal 80 can generate the safety distance rs desired by the user by determining the safety distance rs based on the user operation.

FIG. 6 is a diagram showing, for example, the positions of a plurality of unmanned aerial vehicles 100 in flight. In the figure, the spherical surface centered on the position of each unmanned aerial vehicle 100 (the gathering surface of points equidistant in three-dimensional space) represents the range of the safe distance rs for avoiding collision with other unmanned aerial vehicles 100. Indicates a safe zone sr. In the case of the small unmanned aerial vehicle 100, the safety distance rs may be set short, and in the case of the large unmanned aerial vehicle 100, the safety distance rs may be set long. Examples of the safe distance include 2 to 3 m. The safety distance rs may be variable according to the size of the unmanned aerial vehicle 100.

Although the safe distance rs has been exemplified to be set equidistant around the unmanned aerial vehicle 100, it may be set differently depending on the flight direction of the unmanned aerial vehicle 100. For example, the safety distance rs may be set longer in the traveling direction of the unmanned aerial vehicle 100, and the safety distance rs may be set shorter in the opposite direction.

The safe distance rs may be set differently depending on the speed of the unmanned aerial vehicle 100. For example, when the speed of the unmanned aerial vehicle is high, the safety distance rs may be set long, and when the speed of the unmanned aerial vehicle 100 is slow, the safety distance rs may be set short.

The safety distance rs may be set differently depending on the model of the unmanned aerial vehicle 100. For example, the safety distance rs of the unmanned aerial vehicle 100 having specifications such as slow maximum speed, small size, and good turning is set short, and safety having specifications such as fast maximum speed, large size, and small turning is not possible. The distance rs may be set longer.

FIG. 7 is a diagram showing the shape (target shape) of the target TG and the position (target position) of the target TG for the plurality of unmanned aerial vehicles 100 to fly in cooperation with each other as the unmanned aerial vehicle group 100G in the flight simulation. In FIG. 7, the target TG has a size capable of accommodating all of a plurality of unmanned aerial vehicles 100 included in the unmanned aerial vehicle group 100G, and the target shape is a triangle. The triangle may be set in the vertical direction (gravitational direction), in the horizontal direction perpendicular to the gravitational direction, or in a predetermined angular direction. Here, it is assumed that the shape of the target TG is a triangle set in the direction of gravity (vertical direction in FIG. 7) so that the user holding the terminal 80 can easily understand the flight formation.

Further, the target position is set in the direction (traveling direction) in which the unmanned aerial vehicle group 100G flies. The position of the target TG may be set to a fixed position, or may be set to a variable position so as to be interlocked with the traveling direction according to the position where the unmanned aerial vehicle group 100G flies. For example, when the target TG is set at a position 200 m ahead of the unmanned aerial vehicle group 100G in the traveling direction, when the unmanned aerial vehicle group 100G approaches the target TG set at the position 200 m ahead, the next target TG moves in the traveling direction. It may be set at a position 50 m away.

When all the unmanned aerial vehicle group 100G is housed inside the target TG, the terminal control unit 81 determines the flight shape (formation) of the unmanned aerial vehicle group 100G, and controls the flight for the unmanned aerial vehicle group 100G to head toward the target TG. The instruction may be terminated. When the flight shape of the unmanned aerial vehicle group 100G is broken, the terminal control unit 81 may restart the flight control instruction again.

The terminal control unit 81 performs a flight simulation so that the unmanned aerial vehicle group 100G has a target shape at the target position, and generates flight control information for controlling the flight of the unmanned aerial vehicle group 100G. The flight simulation may include, for example, the attractive force Fa acting on the unmanned aerial vehicle group 100G, the repulsive force Fr acting on the unmanned aerial vehicle group 100G, and the calculation of the acceleration, speed, and position when the unmanned aerial vehicle group 100G flies. The attractive force Fa and the repulsive force Fr give acceleration to each unmanned aerial vehicle 100, that is, give power for the unmanned aerial vehicle 100 to fly. The attractive force Fa and the repulsive force Fr are examples of parameters for guiding the plurality of unmanned aerial vehicles 100 to their respective positions at the target position. The attractive force Fa is an example of the first parameter. The repulsive force Fr is an example of the second parameter.

The terminal control unit 81 may acquire an attractive force Fa for guiding the unmanned aerial vehicle group 100G to the target position. The terminal control unit 81 may acquire the attractive force Fa of each of the plurality of unmanned aerial vehicles 100. The terminal control unit 81 may receive a user operation via the operation unit 83 and acquire the value of the attractive force Fa.

The terminal control unit 81 may calculate the repulsive force Fr for the unmanned aerial vehicle group 100G to maintain the target shape. In this case, the terminal control unit 81 may calculate the repulsive force Fr including the repulsive force Fr1 for each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G to be separated from the other unmanned aerial vehicles 100. The terminal control unit 81 may calculate the repulsive force Fr in consideration of the repulsive force Fr2 for separating from the end side of the target shape. For example, the repulsive force Fr may be calculated so that the force is received from the edge that is the outer edge of the target shape. The terminal control unit 81 may calculate the repulsive force Fr by synthesizing the repulsive forces Fr1 and Fr2. The terminal control unit 81 may calculate the repulsive force Fr of each of the plurality of unmanned aerial vehicles 100.

FIG. 8 is a diagram for explaining the attractive force Fa for bringing each unmanned aerial vehicle 100 closer to the target position in the flight simulation. The terminal 80 determines the attractive force Fa acting on each unmanned aerial vehicle 100 in the flight simulation. Examples of determining the attractive force Fa are shown below.

In the first example, the terminal control unit 81 determines the position of the center of gravity GP of the target TG as the target position. In this case, the attractive force Fa acting on each unmanned aerial vehicle 100 is a force from each unmanned aerial vehicle 100 toward the center of gravity GP of the target TG, and is represented by a vector. When the target position is determined to be the center of gravity GP, the unmanned aerial vehicle group 100G housed in the target shape can be arranged in a well-balanced manner.

In the second example, the terminal control unit 81 determines the position of the tip tp of the target TG, which is the position farthest from each unmanned aerial vehicle 100, as the target position. In this case, the attractive force Fa acting on each unmanned aerial vehicle 100 is represented by a vector force from each unmanned aerial vehicle 100 toward the tip tp of the target TG. When the target position is determined at the tip tp, when the unmanned aerial vehicle group 100G is accommodated in the target TG, many unmanned aerial vehicles 100 are likely to gather on the tip tp side of the target TG. Therefore, the terminal 80 can give a flight image such that the unmanned aerial vehicle group 100G advances to a person who observes the unmanned aerial vehicle group 100G, for example.

When a plurality of unmanned aerial vehicles 100 included in the unmanned aerial vehicle group 100G enter the inside of the target TG, the tip tp is not always the farthest position from each unmanned aerial vehicle 100 depending on the position of the unmanned aerial vehicle 100. Therefore, the tip tp may be determined as the target position of the plurality of unmanned aerial vehicles 100 only when the plurality of unmanned aerial vehicles 100 are outside the target TG. Further, when the target position is the position of the tip tp of the target TG, even if a plurality of unmanned aerial vehicles 100 continue to fly and enter the inside of the target TG, the target position does not change and the target TG It may be fixed at the position of the tip tp.

For example, the terminal control unit 81 may receive a user operation via the operation unit 83 and arbitrarily determine the value of the attractive force Fa. For example, the terminal control unit 81 can determine the attractive force Fa to 3N (Newton) via the operation unit 83. The attractive force Fa may be determined to be the same value for a plurality of unmanned aerial vehicles 100. The attractive force Fa may be determined to be a different value for each unmanned aerial vehicle 100. For example, the attractive force Fa may be set to a different value for each unmanned aerial vehicle 100 according to the positional relationship of the unmanned aerial vehicle 100. By setting the attractive force Fa, a force toward the target position acts on each unmanned aerial vehicle 100.

FIG. 9 is a diagram for explaining the repulsive force Fr for avoiding the collision of the unmanned aerial vehicle 100 in the flight simulation. The terminal 80 determines the repulsive force Fr acting on each unmanned aerial vehicle 100 in the flight simulation. The repulsive force Fr may include a repulsive force Fr1 and a repulsive force Fr2. The repulsive force Fr may be a force obtained by synthesizing the repulsive force Fr1 and the repulsive force Fr2 (vector synthesis).

The repulsive force Fr1 is a force exerted on the unmanned aerial vehicle 100 in order for the unmanned aerial vehicle 100 to avoid a collision with a nearby unmanned aerial vehicle 100, and is represented by a vector. In FIG. 9, in order for the unmanned aerial vehicle 100 located at the position p to avoid a collision with the nearby unmanned aerial vehicle 100, the terminal control unit 81 generates a repulsive force Fr1 (Fr11, Fr12, Fr13). The repulsive force Fr1 is a force received by the unmanned aerial vehicle 100 as its own aircraft from another unmanned aerial vehicle 100 as another aircraft, and the pushing force exerted by the unmanned aerial vehicle 100 as its own aircraft on other aircraft is 180 degrees in direction. Different (in the opposite direction). The repulsive force Fr1 avoids a collision between the own aircraft and another aircraft.

The terminal control unit 81 may calculate the repulsive force Fr1 received by the unmanned aerial vehicle 100 located at the position p from the nearby unmanned aerial vehicle 100 according to the equation (1).

In formula (1), d1n represents the distance between the (arbitrary) unmanned aerial vehicle 100 of interest and another unmanned aerial vehicle 100. rs is the safety distance described above. n is a variable within the number of nearby unmanned aerial vehicles 100 (nearby). The nearby unmanned aerial vehicle 100 is a plurality of unmanned aerial vehicles 100 located in the vicinity of the unmanned aerial vehicle 100 of interest, and may be all or a part of the plurality of unmanned aerial vehicles 100 included in the unmanned aerial vehicle group 100G. In FIG. 9, the number of nearby unmanned aerial vehicles 100 may be six.

In the formula (1), the closer the unmanned aerial vehicle 100 is to the safe distance rs, the larger the repulsive force Fr1 is generated. Therefore, the unmanned aerial vehicle 100 of interest can avoid a collision with a nearby unmanned aerial vehicle 100.

In this way, the terminal control unit 81 avoids the distance d1n between the unmanned aerial vehicle 100 and the other unmanned aerial vehicle 100 other than the unmanned aerial vehicle 100 and the collision with the other unmanned aerial vehicle 100 for each unmanned aerial vehicle 100. The repulsive force Fr1 of the unmanned aerial vehicle 100 may be calculated based on the safe distance rs for the purpose. As a result, the terminal 80 can safely secure the distance between the unmanned aerial vehicles 100 in consideration of the safety distance rs as well as the distance between the unmanned aerial vehicles 100. Therefore, the terminal 80 can suppress a situation in which the unmanned aerial vehicle group 100G collides with each other in order to realize the target TG.

The repulsive force Fr2 is a force acting on the unmanned aerial vehicle 100 in order to separate from the end edge (also referred to as a peripheral edge or a wall) of the target TG, and is represented by a vector. The repulsive force Fr2 may be present when at least a part of the unmanned aerial vehicle group 100G enters the inside of the target TG. The repulsive force Fr2 may not be present when the unmanned aerial vehicle group 100G is located outside the target TG.

The terminal control unit 81 may calculate the repulsive force Fr2 received by the unmanned aerial vehicle 100 from the end edge of the target TG according to the equation (2).

In equation (2), d2n represents the distance between the unmanned aerial vehicle 100 and the edge of the target TG. rs is a safe distance as in the equation (1). n is a variable within the number of sides (value 3) of the triangle. If the target shape is not a triangle, the value of n changes.

In equation (2), as the unmanned aerial vehicle 100 approaches the edge of the target TG, a large repulsive force Fr2 is generated so as to avoid collision with the edge of the target TG, that is, the outermost part forming the unmanned aerial vehicle group 100G. The unmanned aerial vehicle 100 acts to remain located inside the target TG.

In this way, the terminal control unit 81 may calculate the repulsive force Fr2 of each unmanned aerial vehicle 100 based on the distance d2n between each unmanned aerial vehicle 100 and the end edge of the target TG. As a result, the terminal 80 can secure a distance from the end edge of the target TG existing around the unmanned aerial vehicle 100, for example, when the unmanned aerial vehicle 100 enters the target TG. Therefore, the terminal 80 can prevent the plurality of unmanned aerial vehicles 100 from becoming excessively small or large with respect to the shape of the target TG, and can appropriately maintain the flight formation of the unmanned aerial vehicle group 100G.

The terminal control unit 81 instructs the flight control of the unmanned aerial vehicle group 100G based on the attractive force Fa and the repulsive force Fr. In this case, the terminal control unit 81 generates flight control information based on the attractive force Fa and the repulsive force Fr. The flight control information may be information for instructing the flight position and flight speed when the unmanned aerial vehicle group 100G flies.

The terminal control unit 81 may synthesize the attractive force Fa and the repulsive force fr (vector synthesis) to calculate the resultant force Fw. Based on the resultant force fs, the terminal control unit 81 accelerates at time t1 as an example of the first time point, and time t2 as an example of the second time point following time t1 (for example, after a minute time of time t1). The speed and position of the time point) may be calculated.

FIG. 10 is a diagram for explaining the calculation of the resultant force Fw and the acceleration An acting on the unmanned aerial vehicle 100.

The terminal control unit 81 synthesizes the attractive force Fa vector (Fa vector) and the repulsive force Fr vector (Fr vector), and obtains the resultant force Fw vector (Fw vector) (= Fa vector + Fr vector). The terminal control unit 81 calculates the acceleration An vector (An vector) by dividing the resultant force Fw by the mass Mn of the unmanned aerial vehicle 100 according to the equation (3). “N” of An and Mn is a variable representing each unmanned aerial vehicle 100.

The terminal control unit 81 may calculate the vector of the velocity Vn of the unmanned aerial vehicle 100 at the time t2 according to the equation (4) based on the calculated vector of the acceleration An at the time t1. The time t2 may correspond to, for example, a period (for example, 0.1 second) for calculating the acceleration An. The speed Vn is a planned value of the flight speed when the unmanned aerial vehicle 100 flies based on the flight simulation, and is an example of flight control information.

The terminal control unit 81 may calculate the position Pn of the unmanned aerial vehicle 100 at time t2 according to the equation (5) based on the calculated velocity Vn vector. The position Pn is a planned value of the flight position when the unmanned aerial vehicle 100 flies based on the flight simulation, and is an example of flight control information.

In this way, the terminal control unit 81 may calculate the position Pn and the speed Vn of the unmanned aerial vehicle 100 at the next time point Δt (time t2 after Δt of time t1) based on the attractive force Fa and the repulsive force Fr. Therefore, the terminal 80 can obtain the planned values of the position Pn and the speed Vn of the unmanned aerial vehicle 100 by the flight simulation. The unmanned aircraft 100 obtains the planned values of the position Pn and the speed Vn of the unmanned aircraft 100 from the terminal 80, and by controlling the flight, it flies at the speed obtained by the flight simulation in the real space, and obtains it by the flight simulation. You can fly to the designated position. The position at time t2 obtained by the flight simulation is different for each unmanned aerial vehicle 100. Therefore, the unmanned aerial vehicle 100 can fly toward the target position without colliding with other unmanned aerial vehicles 100 and without colliding with the end edge of the target TG.

FIG. 11 is a diagram showing acceleration An acting on each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G. The terminal control unit 81 generates flight control information for each unmanned aerial vehicle 100 so that each unmanned aerial vehicle 100 of the unmanned aerial vehicle group 100G accelerates with an acceleration An corresponding to the resultant force Fw and flies toward the target position. At the time point shown in FIG. 11 (for example, time t1), the safety zone sr of the unmanned aerial vehicle 100 located at the position p0 and the safety zone sr of the unmanned aerial vehicle 100 located at the positions p1 and p2 partially overlap. In this case, in order to avoid collisions between the unmanned aerial vehicles 100, for example, the repulsive force Fr1 acts on the unmanned aerial vehicle 100 located at the position p0 from the unmanned aerial vehicle 100 located at the positions p1 and p2. The attractive force Fa also acts on the unmanned aerial vehicle 100 located at the position p0. As a result, an acceleration An is generated in the direction indicated by the arrow in FIG. 11 with respect to the unmanned aerial vehicle 100 located at the position p0. Similarly, the attractive force Fa and the repulsive force Fr act on the other unmanned aerial vehicle 100, and the acceleration An based on the resultant force Fw acts.

FIG. 12 is a diagram showing acceleration An acting on each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G at a time when time has passed from the time point of FIG. 11 (for example, time t2). At the time point shown in FIG. 12, flight control information is generated so that the safety zone srs do not overlap with each other and approach the target TG as compared with the time point shown in FIG. Therefore, each unmanned aerial vehicle 100 can fly toward the target TG without overlapping the safety zone srs.

FIG. 13 is a diagram showing acceleration An acting on each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G after a lapse of time from the time point of FIG. At the time point shown in FIG. 13, a part of the unmanned aerial vehicle 100 of the unmanned aerial vehicle group 100G has entered the target TG as compared with the time point of FIG. When a part of the unmanned aerial vehicles 100 of the unmanned aerial vehicle group 100G enters the target TG, the terminal control unit 81 receives a repulsive force Fr2 from the edge of the target TG and controls the flight so that each unmanned aerial vehicle 100 stays in the target TG. Generate information. Therefore, each unmanned aerial vehicle 100 can fly while each unmanned aerial vehicle 100 stays in the target TG.

FIG. 14 is a diagram showing the positional relationship of each unmanned aerial vehicle 100 of the unmanned aerial vehicle group 100G within the target TG after a lapse of time from the time of FIG. In FIG. 14, all the unmanned aerial vehicles 100 included in the unmanned aerial vehicle group 100G are contained inside the target TG. In FIG. 14, the safety zone sr of some unmanned aerial vehicles 100 overlaps. When the unmanned aerial vehicle group 100G is housed inside the target TG, the flight control of the unmanned aerial vehicle group 100G toward the target TG may be terminated. That is, when the unmanned aerial vehicle group 100G is housed inside the target TG, the terminal control unit 81 ends the flight simulation and ends the calculation of the acceleration An, the velocity Vn, and the position Pn of each unmanned aerial vehicle 100.

When the unmanned aerial vehicle group 100G is housed inside the target TG, the terminal control unit 81 may narrow the range of the safety zone sr. That is, the terminal control unit 81 may shorten the safety distance rs. As a result, the terminal 80 can prevent the safety zone sr of each unmanned aerial vehicle 100 from overlapping. When the shape of the target TG is a three-dimensional shape such as a triangular pyramid, the safety zone sr of each unmanned aerial vehicle 100 is three-dimensional (three-dimensional) even if it overlaps in a plane (two-dimensional). It may not be duplicated.

When the stop condition of the unmanned aerial vehicle group 100G is satisfied, the terminal control unit 81 may end the flight control of the unmanned aerial vehicle group 100G toward the target TG. In this case, the terminal control unit 81 may end the flight simulation, that is, may end the generation of flight control information for controlling the flight of each unmanned aerial vehicle 100 of the unmanned aerial vehicle group 100G, and may end the generation of the flight control information of each unmanned aerial vehicle 100. You may finish generating the planned position and speed values. The stop condition of the unmanned aerial vehicle group 100G may include that the speed Vn of each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G calculated by the flight simulation is equal to or less than the threshold th1. The fact that the speed Vn of the unmanned aerial vehicle 100 is equal to or less than the threshold value th1 may include, for example, landing, hovering, and low-speed flight (for example, 1 m / s or less) of the unmanned aerial vehicle 100.

The terminal control unit 81 provides information on various derivation results (for example, attractive force Fa, repulsive force Fr, resultant force Fw, acceleration An, velocity Vn) by the unmanned aerial vehicle group 100G shown in FIGS. 6 to 14 and the target TG and flight simulation. , May be displayed on the display unit 88. As a result, the terminal 80 can visualize the progress and results of the flight simulation so that the user can intuitively understand it.

Next, an operation example of the flight group control system 10 will be described.

FIG. 15 is a sequence diagram showing a first example of the operating procedure of the terminal 80 and the unmanned aerial vehicle 100. The operation of FIG. 15 may be performed while each unmanned aerial vehicle 100 is in flight.

In the unmanned aerial vehicle 100 (each unmanned aerial vehicle 100), the UAV control unit 110 transmits information on the position and speed of its own aircraft to the terminal 80 via the communication interface 150 (S11). The UAV control unit 110 may be calculated by the terminal control unit 81 of the terminal 80 without transmitting the speed of the own machine.

At the terminal 80, the terminal control unit 81 acquires the parameters of each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G (S1). The parameters of the unmanned aerial vehicle 100 include information such as the position, speed, safe distance rs, etc. of the unmanned aerial vehicle 100. The terminal control unit 81 may communicate with the unmanned aerial vehicle 100 via the communication unit 85 and receive the position and speed of each unmanned aerial vehicle 100 from the unmanned aerial vehicle 100. The terminal 80 can acquire the parameters (real-time parameters) of the unmanned aerial vehicle 100 in flight by acquiring the position and speed of each unmanned aerial vehicle 100 from each unmanned aerial vehicle 100 via the communication unit 85. The position and speed of the unmanned aerial vehicle 100 obtained here are the values before the flight simulation (time t11). Time t11 is an example of time t1.

The terminal control unit 81 acquires information on the target shape and the target position (S2). The terminal control unit 81 executes a flight simulation using the shape of the target TG (S3).

The terminal control unit 81 transmits flight control information including the position and speed obtained for each unmanned aerial vehicle 100 as a result of the flight simulation to each unmanned aerial vehicle 100 via the communication unit 85 (S4).

In the unmanned aerial vehicle 100 (each unmanned aerial vehicle 100), the UAV control unit 110 receives flight control information via the communication interface 150 (S12). The UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 according to the flight control information (S13). In this case, the UAV control unit 110 may control the flight of the unmanned aerial vehicle 100 so that the position included in the flight control information flies at the speed included in the flight control information.

The UAV control unit 110 transmits the position and speed of the unmanned aerial vehicle 100 to the terminal 80 via the communication unit 85 (S14). That is, the UAV control unit 110 transmits the measured values of the position and speed of the unmanned aerial vehicle 100 whose flight is controlled based on the simulation result. The measured value of the speed Vn (an example of the measured speed) may be a speed calculated based on the measured value of the position and acceleration of the unmanned aerial vehicle 100. The measured value of the speed Vn may be calculated by the unmanned aerial vehicle 100 and sent to the terminal 80, or may be calculated by the terminal control unit 81 of the terminal 80 without being sent from the unmanned aerial vehicle 100 to the terminal 80. ..

In the terminal 80, the terminal control unit 81 acquires the measured values of the position and speed of each unmanned aerial vehicle 100 via the communication unit 85 (S5). The position and speed of the unmanned aerial vehicle 100 obtained here are the values after the simulation (time t12 following time t11). Further, the position and speed of the unmanned aerial vehicle 100 at time t12 (an example of time t2) are the times before the flight simulation (the time following the time t12, but the time t11) at the time of the next execution of the repeatedly executed flight simulation. Corresponds to) position and speed. Further, when the terminal control unit 81 receives the measured values of the position and the speed at the time t12 from each unmanned aerial vehicle 100, the terminal control unit 81 may display each received position on the display unit 88.

The terminal control unit 81 determines whether or not the stop condition of the unmanned aerial vehicle group 100G is satisfied (S6). If the stop condition is not satisfied, the terminal control unit 81 returns to the process of S3. When the stop condition is satisfied, the terminal control unit 81 ends the process shown in FIG.

If the stop condition is satisfied when the process of FIG. 15 is completed, the unmanned aerial vehicle 100 may land or hover without transmitting instruction information for stopping the unmanned aerial vehicle 100 to each unmanned aerial vehicle 100. It can be estimated that it has almost stopped. In this case, the unmanned aerial vehicle group 100G can maintain the target shape at the target position.

FIG. 16 is a flowchart showing the operation procedure of the flight simulation in S3.

The terminal control unit 81 calculates the attractive force Fa acting on each unmanned aerial vehicle 100 (S21). The terminal control unit 81 calculates the repulsive force Fr acting on each unmanned aerial vehicle 100 (S22). The terminal control unit 81 calculates the acceleration An of each unmanned aerial vehicle 100 based on the attractive force Fa and the repulsive force Fr (S23). The terminal control unit 81 calculates the position Pn and the velocity Vn of each unmanned aerial vehicle 100 at time t12 based on the vector of the acceleration An of each unmanned aerial vehicle 100 (S24). After this, the terminal control unit 81 ends this operation.

In this way, even if the flight route and flight position of each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G are not set in advance, the terminal 80 assumes a plurality of unmanned aerial vehicles Fa and repulsive force Fr. The flight shape of the aircraft 100 can be made to be the target shape. Further, the user does not need to individually set the flight route and the flight position for the unmanned aerial vehicle 100, and the terminal 80 can easily instruct the flight control of the unmanned aerial vehicle group 100G. Further, since the terminal 80 can move a plurality of unmanned aerial vehicles 100 according to the target shape, it is not necessary to prepare a plurality of operating devices for operating the plurality of unmanned aerial vehicles 100, and a plurality of unmanned aerial vehicles 100 are not required. It is possible to facilitate the cooperation of the aircraft 100.

Therefore, the terminal 80 can facilitate the setting for flight control of the unmanned aerial vehicle group 100G, and can improve the degree of freedom in flight of each unmanned aerial vehicle 100.

Further, the terminal 80 can transmit (reflect) the position and speed of the unmanned aerial vehicle 100 to each unmanned aerial vehicle 100 each time the position Pn and the speed Vn of the unmanned aerial vehicle 100 are calculated. Therefore, the unmanned aerial vehicle 100 can control the flight so that the position and speed are calculated sequentially.

In addition, the terminal 80 acquires the measured values of the position and speed of the unmanned aerial vehicle 100 in the real space, which reflects the calculation result of the flight simulation. Therefore, the terminal 80 can confirm in real time whether there is any discrepancy between the flight simulation result and the actual flight state of the unmanned aerial vehicle 100 immediately after the position Pn and the speed Vn of the unmanned aerial vehicle 100 are calculated. Further, the terminal 80 can continue the flight simulation based on the measured values by deriving the attractive force Fa and the repulsive force Fr again by setting the acquired measured position as the position of the unmanned aerial vehicle 100 at the time t11. Therefore, since the measured value is used, the terminal 80 can support the unmanned aerial vehicle group 100G to maintain the flight shape and fly while reducing the deviation from the actual flight state of the unmanned aerial vehicle 100.

After the flight shape of the unmanned aerial vehicle group 100G becomes the target shape, the unmanned aerial vehicle 100 may receive an instruction for flight control in any way. For example, in each unmanned aerial vehicle 100, the UAV control unit 110 may control the flight of the unmanned aerial vehicle 100 according to a predetermined final destination and flight path. Even in this case, in each unmanned aerial vehicle 100, each UAV control unit 110 flies in the same flight path (a flight path in which the flight positions of the unmanned aerial vehicles 100 differ by a certain amount), so that the unmanned aerial vehicle group 100G already formed You can fly so that the flight shape does not collapse. Further, the UAV control unit 110 may receive the maneuvering information input by the user to the terminal 80 or the transmitter via the operation unit, and control the flight of the unmanned aerial vehicle 100 according to the maneuvering information. Even in this case, in each unmanned aerial vehicle 100, the flight shape of the already formed unmanned aerial vehicle group 100G collapses because each UAV control unit 110 makes the movement amount and movement direction of the unmanned aerial vehicle 100 according to the maneuvering information the same. You can fly like no other.

The flight control instruction of this embodiment may be carried out by the unmanned aerial vehicle 100. In this case, the UAV control unit 110 of the unmanned aerial vehicle 100 has the same function as the flight control instruction function of the terminal control unit 81 of the terminal 80. The UAV control unit 110 is an example of a processing unit. The UAV control unit 110 performs processing related to flight control instructions. In the process related to the flight control instruction by the UAV control unit 110, the same process as the process related to the flight control instruction performed by the terminal control unit 81 will be omitted or simplified.

As for the flight control instruction, one unmanned aerial vehicle 100 may instruct the flight control of all unmanned aerial vehicles, or each unmanned aerial vehicle 100 may instruct the flight control of its own aircraft. The unmanned aerial vehicle 100 that instructs flight control is also referred to as a specific unmanned aerial vehicle 100. The specific unmanned aerial vehicle 100 is an example of an information processing device.

FIG. 17 is a sequence diagram showing a second example of the operating procedure of the terminal 80 and the unmanned aerial vehicle 100. The description of the same processing as that shown in FIGS. 15 and 16 will be omitted or simplified.

In the specific unmanned aerial vehicle 100, the UAV control unit 110 acquires the parameters of each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G (S41). The parameters of the unmanned aerial vehicle 100 include information such as the position, speed, safe distance rs, etc. of the unmanned aerial vehicle 100. The UAV control unit 110 may communicate with the other unmanned aerial vehicle 100 via the communication interface 150 and receive the position and speed of the other unmanned aerial vehicle 100. The terminal 80 can acquire the parameters (real-time parameters) of the unmanned aerial vehicle 100 in flight by acquiring the position and speed of each unmanned aerial vehicle 100 from each unmanned aerial vehicle 100 via the communication unit 85. The position and speed of the unmanned aerial vehicle 100 obtained here are the values before the flight simulation (time t11). The UAV control unit 110 may acquire the position of its own unit from the GPS receiver 240 or the like. The speed of each unmanned aerial vehicle 100 may be calculated based on the position of the unmanned aerial vehicle 100.

The UAV control unit 110 acquires information on the target shape and the target position (S42). The UAV control unit 110 may acquire information on the target shape and the target position held in the memory 160. The UAV control unit 110 may acquire information on the target shape and target position from an external device via the communication interface 150. The UAV control unit 110 may acquire user operation information from the terminal 80 via the operation unit 83 via the communication interface 150. The UAV control unit 110 may select and acquire an arbitrary target shape from a plurality of target shapes held in the memory 160 based on the operation information. The UAV control unit 110 may receive and acquire information on the target shape generated by the terminal 80 via the communication interface 150.

The UAV control unit 110 executes a flight simulation (S43). In the flight simulation of FIG. 17, as compared with the flight simulation of FIG. 15, the main body that executes each step of the flight simulation is changed from the terminal control unit 81 of the terminal 80 to the UAV control unit 110 of the specific unmanned aerial vehicle 100. Other points are the same as those shown in FIG. 16, and detailed description thereof will be omitted.

The UAV control unit 110 transmits flight control information including the position and speed obtained for each unmanned aerial vehicle 100 as a result of the flight simulation to the other unmanned aerial vehicle 100 via the communication interface 150 (S44).

The UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 as its own aircraft according to the flight control information of its own aircraft obtained by the flight simulation (S45). In this case, the UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 so that the position included in the flight control information flies at the speed included in the flight control information.

The UAV control unit 110 receives the position and speed of the other unmanned aerial vehicle 100 from the other unmanned aerial vehicle 100 via the communication interface 150 (S46). That is, the UAV control unit 110 acquires the measured values of the position and speed of the other unmanned aerial vehicle 100 whose flight is controlled based on the simulation result. The measured speed value may be a speed calculated based on the measured values of the position and acceleration of the other unmanned aerial vehicle 100. The measured value of the speed may be calculated by another unmanned aerial vehicle 100 and sent to the specific unmanned aerial vehicle 100 (own aircraft), or may not be sent from the other unmanned aerial vehicle 100 to the specific unmanned aerial vehicle 100. It may be calculated by the UAV control unit 110 of the specific unmanned aerial vehicle 100. The position and speed of each unmanned aerial vehicle 100 obtained here are the values after the simulation (time t12 following time t11). Further, the position and speed of the unmanned aerial vehicle 100 at time t12 are the positions and speeds before the flight simulation (the time following the time t12, but corresponding to the time t11) at the time of the next execution of the repeatedly executed flight simulation. It may correspond to the speed.

The UAV control unit 110 determines whether or not the stop condition of the unmanned aerial vehicle group 100G is satisfied (S47). If the stop condition is not satisfied, the UAV control unit 110 returns to the process of S43. When the stop condition is satisfied, the UAV control unit 110 ends the process shown in FIG.

In this way, the unmanned aerial vehicle 100 includes a plurality of unmanned aerial vehicles 100 by assuming attractive force Fa and repulsive force Fr even when the flight route and flight position of each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G are not set in advance. The flight shape of the unmanned aerial vehicle 100 can be made to be the target shape. Further, the user does not need to individually set the flight route and the flight position for the unmanned aerial vehicle 100, and the unmanned aerial vehicle 100 can easily instruct the flight control of the unmanned aerial vehicle group 100G. Further, since the unmanned aerial vehicle 100 can move a plurality of unmanned aerial vehicles 100 according to the target shape, it is not necessary to prepare a plurality of operating devices for operating the plurality of unmanned aerial vehicles 100, and a plurality of unmanned aerial vehicles 100 do not need to be prepared. It is possible to facilitate the cooperation of the unmanned aerial vehicle 100.

Therefore, the unmanned aerial vehicle 100 can facilitate the setting for controlling the flight of the unmanned aerial vehicle group 100G, and can improve the degree of freedom in flight of each unmanned aerial vehicle 100.

Further, when the unmanned aerial vehicle 100 performs the flight simulation, the unmanned aerial vehicle 100 can reduce the processing load of the terminal 80 for carrying out the flight simulation using the actually measured values. The terminal 80 may perform operation input via the operation unit 83 or display via the display unit 88, or may not perform operation input or display. That is, the process of FIG. 17 may be performed only by the unmanned aerial vehicle 100, and the terminal 80 may not be provided.

(Second Embodiment)
In the first embodiment, an operation example in the case where the unmanned aerial vehicle group 100G is in flight during the execution of the flight simulation has been described. The second embodiment shows the operation when the unmanned aerial vehicle group 100G is not in flight (for example, before flight) during the execution of the flight simulation.

The flight group control system 10 of the second embodiment has substantially the same configuration as that of the first embodiment. The same components as those in the first embodiment are used with the same reference numerals, and the description thereof will be omitted.

FIG. 18 is a sequence diagram showing a first example of the operating procedure of the terminal 80 and each unmanned aerial vehicle 100 in the second embodiment. The description of the same processing as that shown in FIGS. 15 to 17 will be omitted or simplified.

In the unmanned aerial vehicle 100 (each unmanned aerial vehicle 100), the UAV control unit 110 transmits information on the position and speed of its own aircraft to the terminal 80 via the communication interface 150 (S61).

At the terminal 80, the terminal control unit 81 acquires the parameters of each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G (S51). The parameters of the unmanned aerial vehicle 100 include information such as the position, speed, safe distance rs, etc. of the unmanned aerial vehicle 100. The position and speed of the unmanned aerial vehicle 100 obtained here are the values before the flight simulation (time t21). Time t21 is an example of time t1. The terminal control unit 81 may receive a user operation via the operation unit 83 and specify the position (initial position) and speed of each unmanned aerial vehicle 100.

The terminal control unit 81 acquires information on the target shape and the target position (S52). The terminal control unit 81 executes a flight simulation based on the target shape and the target position (S53). The terminal control unit 81 transmits the flight control information obtained for each unmanned aerial vehicle 100 as a result of the flight simulation to each unmanned aerial vehicle 100 via the communication unit 85 (S54).

In the unmanned aerial vehicle 100 (each unmanned aerial vehicle 100), the UAV control unit 110 receives flight control information via the communication interface 150 (S62). The UAV control unit 110 starts controlling the flight of the unmanned aerial vehicle 100 according to flight control information (for example, flight path information) (S63).

FIG. 19 is a flowchart showing the operation procedure of the flight simulation in S53.

The terminal control unit 81 calculates the attractive force Fa acting on each unmanned aerial vehicle 100 (S71). The terminal control unit 81 calculates the repulsive force Fr acting on each unmanned aerial vehicle 100 (S72). The terminal control unit 81 calculates the acceleration An of each unmanned aerial vehicle 100 based on the attractive force Fa and the repulsive force Fr (S73).

The terminal control unit 81 calculates the position Pn and the velocity Vn of each unmanned aerial vehicle 100 at time t12 based on the vector of the acceleration An of each unmanned aerial vehicle 100 (S74). The position and speed (an example of the calculated speed) of the unmanned aerial vehicle 100 obtained here are values during the simulation (time t22 following time t21). Time t22 is an example of time t2. Further, the position and speed of the unmanned aerial vehicle 100 at time t22 are the position and speed before the flight simulation (the time following the time t22, but corresponding to the time t21) at the time of the next execution of the repeatedly executed flight simulation. It may correspond to the speed. Further, the terminal control unit 81 may display the position and speed at the time t22 on the display unit 88.

The terminal control unit 81 determines whether or not the stop condition of the unmanned aerial vehicle group 100G is satisfied (S75). If the stop condition is not satisfied, the terminal control unit 81 returns to the process of S71. When the stop condition is satisfied, the terminal control unit 81 generates flight control information including the position and speed obtained for each unmanned aerial vehicle 100 (S76). After S76, the process of FIG. 19 ends. Note that this flight control information may include flight path information connecting the positions at each time point obtained by the flight simulation, instead of the position and speed. The flight path may be generated by the terminal control unit 81.

Therefore, in the present embodiment, the terminal 80 obtains the position Pn and the speed Vn obtained in S74 next time without acquiring the measured values of the position and speed of the unmanned aerial vehicle 100 whose flight is controlled based on the simulation result. It is used in the flight simulation (S71 to S74) of. Therefore, the terminal 80 sequentially updates the position Pn and the velocity Vn of the unmanned aerial vehicle 100 during the continuation of the flight simulation. The terminal 80 transmits flight control information to each unmanned aerial vehicle 100 once when the flight simulation is finally completed.

In this way, the terminal 80 calculates the position Pn and the velocity Vn of the unmanned aerial vehicle 100 by the flight simulation, and again sets the calculated positions as the positions of the unmanned aerial vehicle 100 at the time t21, and derives the attractive force Fa and the repulsive force Fr again. As a result, the terminal 80 can continuously perform the flight simulation without using the measured value. Further, since it is not necessary to use the measured value and the flight control information can be transmitted to each unmanned aerial vehicle 100 only once, the terminal 80 can reduce the data communication with the unmanned aerial vehicle 100.

Further, the terminal 80 can generate flight control information including the flight path by repeating the calculation of the position Pn and the speed Vn of the unmanned aerial vehicle 100 by the flight simulation and sequentially connecting the positions of the unmanned aerial vehicle 100. By acquiring the flight control information including this flight path, the unmanned aerial vehicle 100 does not participate in the calculation of the position of the unmanned aerial vehicle 100, and according to the flight path which is a set of the positions of the unmanned aerial vehicle 100 finally obtained. You can fly.

Further, the terminal 80 continues the flight simulation until the calculated speed Vn of each unmanned aerial vehicle 100 becomes the threshold value th1 or less, and ends the continuation of the flight simulation when the speed Vn becomes the threshold value th1 or less. That is, the terminal 80 can sequentially calculate the position Pn and the speed Vn of the unmanned aerial vehicle 100 until, for example, the flight of the unmanned aerial vehicle 100 ends or each unmanned aerial vehicle 100 is in a hovering state. For example, when the flight shape of the unmanned aerial vehicle group 100G is the target shape and hovering, the terminal 80 can end the flight simulation when the target shape is achieved. After the flight shape of the unmanned aerial vehicle group 100G becomes the target shape, for example, the unmanned aerial vehicle group 100G may automatically fly while maintaining the flight shape to a preset destination, or the transmitter. A plurality of unmanned aerial vehicles 100 may be manually flown while maintaining the flight shape via the (propo).

The flight control instruction of this embodiment may be carried out by the unmanned aerial vehicle 100. In this case, the UAV control unit 110 of the unmanned aerial vehicle 100 has the same function as the flight control instruction function of the terminal control unit 81 of the terminal 80. The UAV control unit 110 performs processing related to flight control instructions. In the process related to the flight control instruction by the UAV control unit 110, the same process as the process related to the flight control instruction performed by the terminal control unit 81 will be omitted or simplified.

As for the flight control instruction, one unmanned aerial vehicle 100 (specific unmanned aerial vehicle) may instruct the flight control of all unmanned aerial vehicles, or each unmanned aerial vehicle 100 may instruct the flight control of its own aircraft.

FIG. 20 is a sequence diagram showing a second example of the operating procedure of the terminal 80 and each unmanned aerial vehicle 100 in the second embodiment. The description of the same processing as that shown in FIGS. 15 to 19 will be omitted or simplified.

In the specific unmanned aerial vehicle 100, the UAV control unit 110 acquires the parameters of each unmanned aerial vehicle 100 included in the unmanned aerial vehicle group 100G (S91). The parameters of the unmanned aerial vehicle 100 include information such as the position, speed, safe distance rs, etc. of the unmanned aerial vehicle 100. The position and speed of the unmanned aerial vehicle 100 obtained here are the values before the flight simulation (time t21). The UAV control unit 110 may acquire the position of its own unit from the GPS receiver 240 or the like. The speed of each unmanned aerial vehicle 100 may be calculated based on the position of the unmanned aerial vehicle 100.

The UAV control unit 110 acquires information on the target shape and the target position (S92).

The UAV control unit 110 executes a flight simulation (S93). In the flight simulation of FIG. 20, as compared with the flight simulation of FIG. 18, the main body that executes each step of the flight simulation is changed from the terminal control unit 81 of the terminal 80 to the UAV control unit 110 of the specific unmanned aerial vehicle 100. Other points are the same as those shown in FIG. 19, and detailed description thereof will be omitted.

The UAV control unit 110 transmits flight control information including the position and speed obtained for each unmanned aerial vehicle 100 as a result of the flight simulation to the other unmanned aerial vehicle 100 via the communication interface 150 (S94).

The UAV control unit 110 starts controlling the flight of the unmanned aerial vehicle 100 as its own aircraft according to the flight control information (for example, flight path information) of its own aircraft obtained by the flight simulation (S95).

As described above, when the unmanned aerial vehicle 100 performs the flight simulation, the unmanned aerial vehicle 100 can reduce the processing load of the terminal 80 for performing the flight simulation without using the measured value. The terminal 80 may perform operation input via the operation unit 83 or display via the display unit 88, or may not perform operation input or display. That is, the process of FIG. 20 may be performed only by the unmanned aerial vehicle 100, and the terminal 80 may not be provided.

Although the present disclosure has been described above using the embodiments, the technical scope of the present disclosure is not limited to the scope described in the above-described embodiments. It will be apparent to those skilled in the art to make various changes or improvements to the embodiments described above. It is clear from the description of the claims that the form with such changes or improvements may be included in the technical scope of the present disclosure.

The execution order of each process such as operation, procedure, step, and step in the device, system, program, and method shown in the claims, the specification, and the drawing is particularly "before" and "prior to". As long as the output of the previous process is not used in the subsequent process, it can be realized in any order. Even if the scope of claims, the specification, and the operation flow in the drawings are explained using "first", "next", etc. for convenience, it means that it is essential to carry out in this order. is not it.

10 Aircraft group control system 80 Terminal 81 Terminal control unit 83 Operation unit 85 Communication unit 87 Memory 88 Display unit 89 Storage 100 Unmanned aerial vehicle 100G Unmanned aerial vehicle group 110 UAV control unit 150 Communication interface 160 Memory 170 Storage 200 Gimbal 210 Rotating wing mechanism 220 , 230 Imaging unit 240 GPS receiver 250 Inertial measurement unit 260 Magnetic compass 270 Atmospheric altimeter 280 Ultrasonic sensor 290 Laser measuring instrument An Acceleration Fa Attractive force Fr11, Fr12, Fr13, Fr2 Repulsive force GP Center of gravity rs Safe distance sr Safety zone TG target tp tip

Claims (20)

An information processing device that directs the control of the flight of multiple aircraft.
Equipped with a processing unit
The processing unit
Obtain information on the flight shape to be formed by the flight positions of the plurality of the flying objects and the position where the flight shapes are arranged.
Obtaining the position information of a plurality of the flying objects at the first time point,
Obtain the parameters for guiding to each position of the plurality of the flying objects at the position where the flight shape is arranged, and obtain the parameters.
Based on the parameters, the control of the flight of the plurality of the flying objects at the second time point following the first time point is instructed .
The parameters are
A first parameter for guiding the plurality of the flying objects to the position of the flight shape, and
Each flying object includes another flying object and a second parameter for separating from the peripheral edge of the flight shape.
The processing unit
Obtain the first parameter and
The second parameter is calculated based on the positions of the plurality of flying objects and the flight shape at the first time point.
Instructing the control of the flight of the plurality of the flying objects at the second time point based on the first parameter and the second parameter.
Information processing device. The processing unit
Based on the first parameter and the second parameter, the position and speed of the flying object at the second time point are calculated.
Instructing control of the flight of the flying object based on the position and speed of the flying object.
The information processing device according to claim 1. The processing unit transmits the position and speed of the flying object at the second time point to the flying object.
The information processing device according to claim 2. The processing unit
Obtaining the measured positions and the measured speeds of the plurality of the flying objects at the second time point,
The actually measured positions of the plurality of the flying objects at the second time point are set as the position information of the plurality of the flying objects at the first time point.
The information processing device according to claim 3. The processing unit
The calculated positions and calculated speeds of the plurality of the flying objects at the second time point are acquired, and the calculated positions and the calculated speeds are acquired.
The calculated positions of the plurality of the flying objects at the second time point are set as the position information of the plurality of the flying objects at the first time point.
The information processing device according to claim 2. The processing unit repeatedly calculates the position and speed of the flying object at the second time point a plurality of times to generate a flight path through which the flying object flies.
Instructing the control of the flight of the flying object based on the flight path.
The information processing device according to claim 2. The processing unit continues to calculate the position and speed of the air vehicle based on the first parameter and the second parameter until the speed of each air vehicle becomes equal to or less than the threshold value.
The information processing device according to any one of claims 2 to 6. The processing unit is based on the distance between each air vehicle and another air vehicle other than each air vehicle, and the safety distance for avoiding collision with the other air vehicle. Calculate the second parameter,
The information processing device according to any one of claims 1 to 6. The processing unit calculates the second parameter of each flying object based on the distance between each flying object and the peripheral end of the flight shape.
The information processing device according to any one of claims 1 to 7. It is a flight control instruction method in an information processing device that instructs the flight control of a plurality of aircraft.
A step of acquiring information on a flight shape to be formed by the flight positions of a plurality of the flying objects and a position where the flight shape is arranged.
A step of acquiring the position information of a plurality of the flying objects at the first time point, and
A step of acquiring parameters for guiding to each position of the plurality of the flying objects at the position where the flight shape is arranged, and
Based on the parameters, a step of instructing control of the flight of the plurality of the flying objects at the second time point following the first time point, and
Have a,
The parameters are
A first parameter for guiding the plurality of the flying objects to the position of the flight shape, and
Each flying object includes another flying object and a second parameter for separating from the peripheral edge of the flight shape.
The step of acquiring the parameter is
The step of acquiring the first parameter and
Includes a step of calculating the second parameter based on the position of the plurality of flying objects and the flight shape at the first time point.
The step of instructing the control of the flight includes a step of instructing the control of the flight of the plurality of the flying objects at the second time point based on the first parameter and the second parameter.
Flight control instruction method. The step of instructing the control of the flight is
A step of calculating the position and speed of the flying object at the second time point based on the first parameter and the second parameter.
Including a step of instructing control of the flight of the flying object based on the position and speed of the flying object.
The flight control instruction method according to claim 10. The step of instructing the control of the flight includes a step of transmitting the position and speed of the flying object to the flying object at the second time point.
The flight control instruction method according to claim 11. Further including a step of acquiring the measured position and the measured speed of the plurality of the flying objects at the second time point.
The step of acquiring the position information of the flying object is a step of setting the actually measured positions of the plurality of the flying objects at the second time point as the position information of the plurality of the flying objects at the first time point. include,
The flight control instruction method according to claim 12. Further including the step of acquiring the calculated position and the calculated speed of the plurality of the flying objects at the second time point.
The step of acquiring the position information of the flying object is a step of setting the calculated positions of the plurality of the flying objects at the second time point as the position information of the plurality of the flying objects at the first time point. include,
The flight control instruction method according to claim 11. The step of instructing the control of the flight is
The calculation of the position and speed of the flying object at the second time point is repeated a plurality of times to generate a flight path through which the flying object flies.
Including a step of instructing control of the flight of the flying object based on the flight path.
The flight control instruction method according to claim 11. The step of instructing the control of the flight is a step of continuing the calculation of the position and speed of the flying object based on the first parameter and the second parameter until the speed of each flying object becomes equal to or less than the threshold value. including,
The flight control instruction method according to any one of claims 11 to 15. The step of acquiring the parameters is based on the distance between each of the aircraft and other aircraft other than each aircraft, and the safe distance for avoiding collision with the other aircraft. Including a step of calculating the second parameter of the air vehicle,
The flight control instruction method according to any one of claims 10 to 16. The step of acquiring the parameters includes a step of calculating the second parameter of each of the flying objects based on the distance between each of the flying objects and the peripheral end of the flight shape.
The flight control instruction method according to any one of claims 10 to 17. A program for causing an information processing device that instructs flight control of a plurality of aircraft to execute each step of the flight control instruction method.
The flight control instruction method is
A step of acquiring information on a flight shape to be formed by the flight positions of a plurality of the flying objects and a position where the flight shape is arranged.
A step of acquiring the position information of a plurality of the flying objects at the first time point, and
A step of acquiring parameters for guiding to each position of the plurality of the flying objects at the position where the flight shape is arranged, and
Based on the parameters, a step of instructing control of the flight of the plurality of the flying objects at the second time point following the first time point, and
Have,
The parameters are
A first parameter for guiding the plurality of the flying objects to the position of the flight shape, and
Each flying object includes another flying object and a second parameter for separating from the peripheral edge of the flight shape.
The step of acquiring the parameter is
The step of acquiring the first parameter and
Includes a step of calculating the second parameter based on the position of the plurality of flying objects and the flight shape at the first time point.
The step of instructing the control of the flight includes a step of instructing the control of the flight of the plurality of the flying objects at the second time point based on the first parameter and the second parameter.
program. A computer-readable recording medium that records a program for causing an information processing device that instructs flight control of a plurality of aircraft to execute each step of the flight control instruction method.
The flight control instruction method is
A step of acquiring information on a flight shape to be formed by the flight positions of a plurality of the flying objects and a position where the flight shape is arranged.
A step of acquiring the position information of a plurality of the flying objects at the first time point, and
A step of acquiring parameters for guiding to each position of the plurality of the flying objects at the position where the flight shape is arranged, and
Based on the parameters, a step of instructing control of the flight of the plurality of the flying objects at the second time point following the first time point, and
Have,
The parameters are
A first parameter for guiding the plurality of the flying objects to the position of the flight shape, and
Each flying object includes another flying object and a second parameter for separating from the peripheral edge of the flight shape.
The step of acquiring the parameter is
The step of acquiring the first parameter and
Includes a step of calculating the second parameter based on the position of the plurality of flying objects and the flight shape at the first time point.
The step of instructing the control of the flight includes a step of instructing the control of the flight of the plurality of the flying objects at the second time point based on the first parameter and the second parameter.
recoding media.

Images