JP7371180B1 - Information processing device, information processing method and program - Google Patents

Abstract

The present invention provides an information processing device, etc. that can appropriately grasp risks such as risks in the air and risks to the ground that occur when flying an aircraft. [Solution] The information processing device includes a reception unit 10 that receives input of a departure point and a destination, and an acquisition unit that acquires ground risk cause information and aerial risk cause information based on a flight route from the departure point to the destination. 40, a calculation unit 30 that calculates information regarding the risk on the target flight route by applying ground risk cause information and aerial risk cause information to the risk model, and information regarding the risk calculated by the calculation unit 30. It has an output section 90 that outputs. [Selection diagram] Figure 1

Description

The present invention relates to an information processing device, an information processing method, and a program that provide risks when flying an aircraft.

In recent years, flying objects such as drones have been attracting increasing attention, and attempts have also been made to automatically control flying objects such as drones. Patent Document 1 provides a drone automatic flight control application that is activated on a smart device connected to a drone. In Patent Document 1, a camera activation means for activating a camera of a smart device, a photographed image acquisition means for acquiring a captured image taken by the camera, an image analysis means for analyzing the acquired photographed image, and an image analysis means are disclosed. Based on the results, a drone automatic flight control application is provided, which includes: a drone flight control means for controlling the flight of the drone;

WO2017/208353

When flying an aircraft such as a drone, there are risks both in the air and on the ground, but it is difficult to properly understand these risks.

The present invention has been made in view of the above points, and provides an information processing device, an information processing method, and a program that can appropriately grasp risks such as risks in the air and risks to the ground that occur when flying an aircraft. I will provide a.

[Concept 1]
The information processing device according to the present invention includes:
a reception section that accepts input of departure point and destination;
an acquisition unit that acquires ground risk cause information and aerial risk cause information based on a flight route from a departure point to a destination;
a calculation unit that calculates information regarding risks on a target flight route by applying ground risk cause information and aerial risk cause information to a risk model;
an output unit that outputs information regarding the risk calculated by the calculation unit;
may be provided.

[Concept 2]
The information processing device according to the present invention includes:
a reception section that accepts input of departure point and destination;
a route derivation unit that automatically derives a flight route from a departure point to a destination;
an acquisition unit that acquires ground risk cause information and aerial risk cause information based on the flight route from the departure point to the destination derived by the route derivation unit;
a calculation unit that calculates information regarding risks on a target flight route by applying ground risk cause information and aerial risk cause information to a risk model;
an output unit that outputs a recommended route using the information regarding the risk;
may be provided.

[Concept 3]
In the information processing device according to concept 1 or 2,
The calculation unit may also use aircraft information when calculating the risk.

[Concept 4]
In an information processing device according to any one of concepts 1 to 3,
The acquisition unit acquires at least part of the ground risk cause information and the aerial risk cause information from the map information stored in the storage unit,
By inputting a flight route using a straight line or a curved line at the terminal, the acquisition unit may acquire at least part of the ground risk cause information and the air risk cause information along the flight route.

[Concept 5]
In an information processing device according to any one of Concepts 1 to 4,
The acquisition unit may acquire information regarding any one or more of vehicles, pedestrians, and ships on the flight route as ground risk cause information.

[Concept 6]
In an information processing device according to any one of concepts 1 to 5,
The acquisition unit may acquire information regarding airspace density on the flight route as aerial risk cause information.

[Concept 7]
In an information processing device according to any one of Concepts 1 to 6,
The calculation unit may calculate the risk using the scheduled flight date and time or the number of flights.

[Concept 8]
In an information processing device according to any one of Concepts 1 to 7,
The calculation unit calculates the ground risk based on the ground risk cause information using the ground risk model, calculates the air risk based on the air risk cause information using the air risk model, and integrates the ground risk and the air risk. The integrated risk may be calculated using

[Concept 9]
The information processing method according to the present invention includes:
a step of receiving input of the departure point and destination at the reception department;
a step of acquiring ground risk cause information and aerial risk cause information based on the flight route from the departure point to the destination in the acquisition unit;
a step of calculating the risk on the target flight route by applying the ground risk cause information and the air risk cause information to the risk model in the calculation unit;
a step of outputting the risk calculated by the calculation unit in the output unit;
may be provided.

[Concept 10]
The program according to the present invention is
A program to be installed on an information processing device,
The information processing device with the program installed is
A reception function that accepts input of departure point and destination,
an acquisition function that acquires ground risk cause information and aerial risk cause information based on the flight route from the departure point to the destination;
A calculation function that calculates the risk on the target flight route by applying ground risk cause information and aerial risk cause information to the risk model,
an output function that outputs the risk calculated by the calculation section;
may be executed.

According to the present invention, it is possible to appropriately grasp risks such as risks in the air and risks to the ground that occur when flying an aircraft.

1 is a schematic diagram showing the configuration of an information processing device according to an embodiment of the present invention. 1 is an example of an embodiment of the present invention, and is a diagram illustrating a mode in which a risk evaluation result is displayed when a flight route is input on a display unit of a terminal. 1 is an example of an embodiment of the present invention, and is a diagram illustrating a mode in which a recommended flight route is displayed together with a risk assessment on a display unit of a terminal. In the embodiment of the present invention, a table showing a comprehensive evaluation considering ground risk after countermeasures and aerial risk after countermeasures. FIG. 3 is a diagram for explaining an example of a comprehensive risk calculation formula that takes into account ground risk and aerial risk. FIG. 3 is a diagram showing ground risks and measures for reducing the ground risks in an embodiment of the present invention. FIG. 2 is a diagram showing aerial risks and measures for reducing the aerial risks in an embodiment of the present invention.

Embodiments Below, embodiments of an information processing apparatus and an information processing method according to the present invention will be described. The present embodiment also provides a program that is installed on a computer such as a personal computer so that the computer can execute the information processing method of the present embodiment, and a recording medium that records the program.

The information processing apparatus of this embodiment may be installed at any location, may be a server, or may be used in a cloud environment. The information processing device of this embodiment may be composed of one device or a plurality of devices. Further, when an information processing device is configured from a plurality of devices, each device does not need to be provided in the same space such as the same room, but may be provided in different rooms, different buildings, different regions, etc. Further, when an information processing device is composed of a plurality of devices, one organization may own and/or manage some of the devices, and the rest may be owned and/or managed by another organization.

The information processing device of this embodiment is generated by installing a program, for example. This program may be distributed by e-mail, may be obtained by accessing a predetermined URL and logging in, or may be recorded on a recording medium. The program according to this embodiment is used to generate the information processing device shown below, and the recording medium according to this embodiment is used to record the program. Further, the information processing method of this embodiment is implemented by an information processing device in which the above program is installed. The information processing device may execute the information processing method of this embodiment by executing an application installed in the information processing device.

As shown in FIG. 1, the information processing device of this embodiment includes a reception unit 10 that receives input of a departure point and a destination, and a reception unit 10 that receives input of a departure point and a destination, and a reception unit 10 that receives ground risk cause information and air risk information based on a flight route from the departure point to the destination. An acquisition unit 40 that acquires risk cause information, a calculation unit 30 that calculates the risk on the target flight route by applying ground risk cause information and aerial risk cause information to a risk model; It may also include an output unit 90 that outputs information regarding the calculated risk. The departure point and destination are entered through the input section 220 of the terminal 200 such as a personal computer, smartphone, or tablet, and the information regarding risks output from the output section 90 is displayed on the display section 210 of the terminal 200 ( (see Figure 2). The terminal 200 is a concept that includes a user terminal used by a user and a management terminal used by an administrator. Terminal 200 has a display section 210 and an input section 220. Since a tablet or smartphone has a touch panel, the screen serves as both the display section 210 and the input section 220.

Ground risk cause information can include the number of cars running or parked, the number of pedestrians, the number of ships, the presence of residential areas, the presence of commercial facilities, population density, etc. (see Figure 5) . Aerial risk cause information includes airspace density, presence of airports and heliports, and the like. In FIG. 5, ground risk cause information is shown as "ground fall risk", and aerial risk cause information is shown as "air collision risk".

By acquiring ground risk cause information and aerial risk cause information based on the flight route from the departure point to the destination, and applying the ground risk cause information and aerial risk cause information to the risk model, By adopting a method of calculating risk, it is possible to appropriately and objectively understand the degree of risk that exists when flying an aircraft such as a drone from the departure point to the destination. In this case, the operation of the aircraft is typically automatically controlled.

The calculation unit 30 may use flight information including aircraft information when calculating the risk (see FIG. 5). Operational information includes aircraft information such as overall length, mass, and incidence of aircraft failure, whether or not the flight is within visual line of sight, whether access control is implemented, flight method such as the number of flights, and flight information such as the average wind speed during the flight time. Examples include the environment and the altitude above the ground at which the aircraft flies. Operational information includes measures taken in advance to reduce ground risks, measures to reduce ground risks in the event of an accident (such as whether impact mitigation measures have been taken), and, if an accident were to occur, measures to reduce ground risks. Information will be included on subsequent measures to reduce ground risks (such as whether fall prevention measures have been taken) and measures to reduce aerial risks. The risk model may also be applied to determine how much risk is reduced by the countermeasures taken, and the risk related to flight information may be calculated by inputting the countermeasures taken. Note that in FIG. 5, flight information is shown as "flight content".

When calculating risk using not only ground risk cause information and air risk cause information, but also flight information including aircraft information, calculate risk by taking into account information about the aircraft, flight method, flight conditions, etc. be able to. Therefore, it is possible to more appropriately grasp the magnitude of risk.

The risk models include a ground risk model that calculates ground risk based on ground risk cause information, an air risk model that calculates air risk based on air risk cause information, and an operational risk model that calculates flight risk based on flight information. The model may have three risk models. In this case, the integrated risk can be calculated by applying the ground risk calculated using the ground risk model, the aerial risk calculated using the air risk model, and the operational risk calculated using the operational risk model to the integrated risk model. You can also do this. However, the present invention is not limited to such an embodiment, and ground risk cause information, air risk cause information, and flight information may be input into one risk model, and an integrated model may be output. Further, the flight information may be allocated as information used for either ground risk or air risk based on its contents. At this time, part or all of the information constituting the operation information may be used as shared information used both when calculating the ground risk and the air risk. In this case, two models, a ground risk model and an air risk model, are used, and the ground risk calculated by the ground risk model and the air risk calculated by the air risk model are applied to the integrated risk model. The risk may also be calculated. In the integrated risk model, the integrated risk may be calculated by weighting each of the calculated ground risks and air risks and adding them together, or the integrated risk may be calculated in a matrix format as shown in Figure 4, and the calculated ground risk The integrated risk may be calculated by applying the and aerial risks to a table.

In the embodiment shown in FIG. 4, evaluations of aerial risk after countermeasures are “a” to “d” and evaluations of ground risk after countermeasures are “≦2” to “>7”, and these comprehensive evaluations are shown. "I" to "VI" and "not applicable" are shown as "I" to "VI" and "not applicable". As an example, the calculation unit 30 calculates the total risk using the ground risk and the air risk based on such a table. The output unit 90 may output either "I" to "VI" or "Not applicable" as the result of the comprehensive evaluation, or may output "I" to "VI" or "Not applicable" as the result of the comprehensive evaluation. Based on this, further countermeasures (safety goals) such as information such as the need to obtain third-party certification for the aircraft may be read out from the storage unit 80 and the further countermeasures may be output. good.

The user may notify a predetermined organization (for example, a government agency) of the comprehensive evaluation result output by the output unit 90 in advance to obtain permission to fly the flying object such as a drone. Such notification may be automatically performed from the output unit 90. As an example, by selecting "determination" of the final flight route, the determined final flight route may be registered in a pre-registered system. By adopting such an aspect, it is possible to easily apply for permission from a predetermined organization.

In the embodiment shown in Figure 6, the size of the aircraft, the expected kinetic energy, whether the flight is in a controlled area, whether the flight is within visual line of sight or beyond visual line of sight in a low population density environment, and whether the flight is in a low population density environment. The calculation unit 30 calculates the inherent ground risk by inputting whether the flight is within visual line of sight or outside visual line of sight, or whether it is a within visual line of sight flight or a flight over a group of people. . And in addition to these inherent ground risks, ground mitigation risks (strategic mitigation of ground risks, reducing the effects of ground collisions, contingency plans in place, effective, and demonstrated by operators) By inputting a high, medium, or low (none) evaluation for a risk (e.g.), the risk evaluation in the calculation unit 30 will be reduced by 1 point, 2 points, or 4 points. . In the embodiment shown in FIG. 7, the calculation unit 30 calculates the aerial encounter rate with manned aircraft by inputting information such as operation near an airport or heliport, altitude above ground, etc. In addition to these aerial risks, measures are taken to reduce aerial risks (flights in deserted areas, flight restrictions, flight area restrictions, flight time restrictions, flight time restrictions, compliance with common rules in airspace). etc.), the calculation unit 30 re-evaluates the risk (for example, changing from "d" to "c", etc.).

The acquisition unit 40 calculates facility information, the number of vehicles, the number of people, etc. on the assumed predicted flight route including the departure point and destination from the information of the departure point and destination, and obtains ground risk cause information and Although aerial risk cause information may be acquired, from the viewpoint of increasing accuracy, it is preferable to acquire part or all of the ground risk cause information and aerial risk cause information from map information. By adopting a mode of acquiring part or all of ground risk cause information and aerial risk cause information from map information in this way, ground risk cause information and aerial risk cause information along an accurate flight route can be acquired. It is very useful in that it allows you to When using map information, for example, by inputting a flight route or other flight route as a straight line or curve on the map displayed on the display unit 210 of the terminal 200 (see FIG. 2), the presence of residential areas, commercial facilities, etc. The acquisition unit 40 may acquire ground risk cause information such as the presence of airports and population density, and aerial risk cause information such as the presence of airports and helipads. Such ground risk cause information and aerial risk cause information are stored in the storage unit 80. The aerial risk cause information may include location information of an airport or helipad. In this case, by inputting the flight route on a map, information on airports or helipads located near the flight route may be acquired as aerial risk cause information. Further, information regarding airspace density, such as the number of times of use of take-off and landing rates, may be obtained based on information provided from such an airport or heliport. In this case, the risk may be evaluated taking into consideration the distance from the airport or helipad. For example, the number of times a heliport is used is acquired as information and stored in the storage unit 80, and the calculation unit 30 evaluates the risk based on the number of times the helipad is used and the distance from the input flight route. Good too.

By adopting this method of acquiring ground risk cause information and aerial risk cause information from map information, it is possible to grasp the magnitude of risk based on more accurate information. One of the applicants in this case has a huge amount of map information, and based on this huge amount of map information, ground risk cause information and aerial risk cause information can be acquired more appropriately.

As mentioned above, for example, by drawing a flight route in a straight line or a curved line on a map, ground risk cause information and aerial risk cause information along the flight route are read out from the storage unit 80 by the acquisition unit 40 and acquired. will be done. At this time, ground risk cause information and aerial risk cause information in an area within a predetermined width of the flight path (hereinafter referred to as "flight path area") may be acquired. This predetermined width may be input from the terminal 200, or a predetermined value may be determined in advance and stored in the storage unit 80. The wider the predetermined width, the more ground and air risk causes will be captured, and the narrower the predetermined width, the fewer ground and air risk causes will be captured. The acquisition unit 40 acquires road information (including the number of lanes, width, etc.) of national roads and expressways on the map that overlap with the flight route area on the map, the presence of houses, ship routes, and the presence of helipads and airports. For example, the contents listed in "ground fall risk" and "midair collision risk" of "calculation items" in FIG. 5 may be acquired from the storage unit 80, such as the based airspace density. The calculation in the calculation unit 30 is performed by adding weights to each item as shown in the “value format” in FIG. may be calculated. In this case, the risk model is a calculation formula that adds weights to the "calculation items", and the higher the value, the higher the risk. The flight details, which are flight information, may also be weighted and added. However, part or all of the flight details are based on the aircraft information, flight method, flight environment, etc. input by the user, and map information may not be used. In addition, the "ground risk reduction measures before an accident occurs," "ground risk reduction measures during an accident," "ground risk reduction measures after an accident occurs," and "airborne risk reduction" shown in Figure 5. indicates countermeasures, and by taking these countermeasures, for example, the risk value is subtracted, and the output total risk value becomes lower. Further, in the "value format" of FIG. 5, where "value format" is specified as "depending on each unit", an appropriate "value format" may be input from the terminal 200 such as a management terminal.

By inputting the scheduled flight date and time from the input unit 220, information regarding one or more of vehicles, pedestrians, and ships in the flight route area as expected at the scheduled flight date and time is acquired as ground risk cause information, and the flight route is updated. Information regarding aircraft, helicopters, and other drones in the area may be obtained as aerial risk cause information. In this way, when adopting a mode in which the scheduled flight date and time are also taken into consideration, it is possible to more appropriately grasp the risks in the actual flight.

Information on vehicles, pedestrians, and ships, as well as information on aircraft, helicopters, and other drones, is based on past surveys of the number of vehicles and pedestrians at or near the scheduled flight date and time. , the number of ships, the number of aircraft, the number of helicopters, the number of other drones, etc. Note that the results of a traffic survey (results of a national road/street traffic situation survey), etc. may be used for the number of vehicles, the number of pedestrians, etc. Further, the number of vehicles obtained from big data obtained from a car navigation system may be used, or the number of pedestrians obtained from GPS information of a mobile phone may be used. If there is multiple information about times close to the input scheduled flight date and time (for example, 2 hours before and after the input time), the data at the closest time may be used, or the data at the closest time may be used. An average value of the data may be used. Further, the acquisition unit 40 may acquire information not only by time but also by distinguishing between weekdays and weekends and holidays. If a flight is scheduled on a weekday, the acquisition unit 40 acquires information at a time close to the input time on weekdays, and the calculation unit 30 calculates the risk on the target flight route. You can do it like this. Similarly, when a flight is scheduled on a Saturday, Sunday, or holiday, the acquisition unit 40 acquires information on past Saturdays, Sundays, and holidays close to the input time, and the calculation unit 30 targets the information. The risk on the flight path may also be calculated. It is assumed that the number of vehicles and people will differ between weekdays and Saturdays, Sundays, and holidays, but by adopting this type of approach, risk assessment can be performed taking these points into consideration. . Regarding the "proximate time", a predetermined value input on the management terminal may be used, or a value selected by the user may be used. Such inputted values may be stored in the storage section 80 and read out from the storage section 80 at appropriate timing.

The calculation unit 30 may calculate the ground risk and the air risk using the number of flight operations input from the input unit 220 of the terminal 200. By inputting the number of flights entered into the risk model, it is possible to check how much the risk increases (for example, if there are two flights, the value of the sum of the risks for each flight is ). Since the risk increases as the number of flights increases, the user will be able to confirm how many times the flight can be operated as an acceptable level of risk. In particular, when the user is assumed to be a business operator that provides services using flying vehicles such as drones, it is possible to predict the number of daily operations that can be made from a risk perspective and to make a business plan. It is advantageous to adopt such an aspect because it can be done.

In addition, by inputting the flight schedule date and time, departure point, and destination, the acquisition unit 40 automatically reads out ground risk cause information and aerial risk cause information stored in the storage unit 80, and applies it to the risk model. , a route derivation unit 50 that automatically derives a recommended route may be provided (see FIG. 3). When employing such a route derivation unit 50, the route derivation unit 50 selects a route from a departure point to a destination based on a predetermined rule or at random, and the calculation unit 30 will calculate the risk. When the route derivation unit 50 derives a route according to a predetermined rule, a route model may be used, and the routes presented by applying the departure point and destination to the route model are sequentially presented. Good too.

Alternatively, the risk evaluation result and distance information may be input, and the input information may be applied to the route evaluation model to determine whether the route is a good route or not by the route recommendation unit 55. For example, in the route evaluation model, distance (distance range) and risk evaluation results are in a matrix format, and the route recommendation unit 55 determines whether the route should be recommended based on the results of the distance and risk evaluation results. Alternatively, as another example, the route recommendation unit 55 adds weights to each of the distance and risk evaluation results, and determines which route should be recommended based on the value (for example, a lower value is better). It may be judged based on whether it is present or not.

The shortest route among the routes within the range of acceptable risk may be automatically output, or a plurality of routes within the range of acceptable risk may be automatically output. The information output in this way will be displayed on the display unit 210 of the terminal 200. When outputting multiple routes, the routes may be output together with indicators such as distance priority or safety priority, or the user can select which item to prioritize, and the route with priority given to that item can be output. It may also be output. Furthermore, the results of the comprehensive evaluation may be displayed together with the route (see FIG. 3). When employing such a route derivation unit 50, the user can automatically determine a route within the acceptable risk range by inputting the minimum necessary information such as the starting point and destination. It becomes like this.

The allowable risk may be input by the administrator or the user from the terminal 200, or may be stored in advance in the storage unit 80. When the tolerable risk is high, the number of candidate routes increases. Conversely, if the acceptable risk is low, the number of candidate routes will be small.

The automatically derived route may be transmitted from the output unit 90 to an application that controls a flying object such as a drone, and used for automatic control of the flying object.

A generation unit 70 having an artificial intelligence function and generating a risk model may be provided. As an example of the artificial intelligence function, a classifier using a machine learning method may be used. This classifier may determine adopted variables (elements) to be used and their coefficients (weights) using machine learning techniques, for example, from past performance data. The artificial intelligence function may perform regression analysis, decision tree analysis, etc. Regarding machine learning techniques, various models can be employed, such as a logistics regression model, a random forest model, a tree model, etc.

The generation unit 70 combines past flight routes actually selected by experts, ground risk cause information and aerial risk cause information, or ground risk cause information, aerial risk cause information, and flight information on the flight route into learning data. Machine learning may be performed on test data separately. For example, machine learning is performed using a plurality of past flight routes, ground risk cause information, aerial risk cause information, and flight information for each flight route as learning data. The accuracy of the risk model generated in this way can be improved by using multiple past flight routes, ground risk cause information, aerial risk cause information, and flight information for each flight route as test data. Check. Machine learning may be performed by repeating this process until the risk model becomes reliable, or machine learning may be performed by repeating this process a predetermined number of times. Furthermore, while actually using the information processing device of this embodiment, the actual route selected by the user, ground risk cause information, aerial risk cause information, and flight information are generated as learning data. The machine learning may be continued in the section 70.

Further, the risk model obtained through machine learning in this manner may be stored in advance in the storage unit 80. The risk model stored in the storage unit 80 may be updated periodically (for example, once a week, once a month, once every six months, etc.).

The route model used when employing the route derivation unit 50 may also be generated in the same way as the risk model. The generation unit 70 may generate the route model by machine learning, or the route model obtained by machine learning may be stored in advance in the storage unit 80. For example, machine learning may be performed using a plurality of past flight routes and the departure point, destination, and map information of the past flight routes as learning data. In this case, risk assessment may not be performed, and machine learning may be performed using the departure point, destination, and map information of the flight route as input information, and the actually selected past route as output information. Note that since the route model is only used to present candidate routes, high accuracy is not required. The route derivation unit 50 may sequentially present candidate routes using the route model, and the calculation unit 30 may apply each of the presented routes to the risk model, thereby performing risk evaluation for each route. . Then, the route recommendation unit 55 may determine one or more recommended routes by comprehensively determining the calculated risk evaluation result and flight distance.

[Method 1]
An example of a method for deriving a flight path using the information processing device of this embodiment will be described (see FIG. 2).

The user inputs information on the departure point, destination, scheduled flight date and time, and the flying object such as a drone to be used from the input unit 220. At this time, the flight route may be input as a straight line or a curve on a map displayed on the display unit 210 of the terminal 200 such as a personal computer, tablet, or smartphone (see FIG. 2). By inputting the flight route in this manner, part or all of the ground risk cause information and the aerial risk cause information will be acquired from the map information stored in the storage unit 80.

When predetermined information is input in this manner, the information is accepted by the reception unit 10. Then, by applying the ground risk cause information based on the departure point, destination, scheduled flight date and time, the flight risk cause information based on the air risk cause information, and the flight information based on the aircraft information to the risk model stored in the storage unit 80, The calculation unit 30 calculates the risk and the aerial risk (see FIG. 5). Then, this calculation result is outputted by the output unit 90 and displayed on the user terminal 200. In this aspect, flight information is allocated for calculating ground risk and air risk (it may be used as shared information for both ground risk and air risk calculation), and the calculation unit 30 performs the calculation. You will be killed.

In this case, it may be indicated whether or not the risk is within the acceptable risk range, and if the risk is not within the acceptable risk range, a message may be displayed on the display unit 210 of the user terminal 200 to prompt the user to take countermeasures. .

If the risk is not within the acceptable range, countermeasures will be taken, such as changing the scheduled flight date and time, installing protective materials on the aircraft, or restricting traffic on the ground. If a countermeasure is to be taken, the countermeasure is inputted from the input section 220, and then calculation is performed again by the calculation section 30 (see FIGS. 6, 7, and 4). The calculation unit 30 may calculate the degree of risk depending on the countermeasures taken using a risk model.

If the risk falls within the acceptable range, countermeasures will be taken and the actual flight will be carried out. On the other hand, if it is difficult to keep the risk within the acceptable range even after taking countermeasures, the user may select another flight route and input it from the input section 220 without changing the departure point and destination. It turns out. In this case, the above-described processing will be performed on the new flight route.

[Method 2]
As described above, the recommended flight route may be automatically output (see FIG. 3).

In this case, for example, the user inputs information on the departure point, destination, scheduled flight date and time, and the flying object such as a drone to be used from the input unit 220.

When the predetermined information is input in this way, the route derivation unit 50 derives a plurality of routes, and the calculation unit 30 calculates the risk for each route. More specifically, the route derivation unit 50 selects a route from a departure point to a destination based on a predetermined rule or at random. Then, the calculation unit 30 calculates the ground risk and air risk for each route by applying the ground risk cause information based on the selected route, the air risk cause information, and the flight information based on the aircraft information to the risk model. do. For each of the selected routes, part or all of the ground risk cause information and the aerial risk cause information may be acquired from map information stored in the storage unit 80.

If a route within the acceptable risk range is calculated, the route will be displayed on the user terminal 200. In this case, the route may be output with indicators such as distance priority and safety priority, or the user can select which item to prioritize, and a route that gives priority to that item will be output. It's okay.

Possible countermeasures may also be input at the input stage. In this case, since the risk is calculated after taking countermeasures, the range of possible routes can be expanded. As a result, the range of routes that the user can select becomes wider. In addition, a route recommendation section 55 is employed, and by applying the risk evaluation results and distance information to the route evaluation model, routes considered to be excellent are presented by the route recommendation section 55 and outputted from the output section 90. Good too.

The reception section 10, calculation section 30, acquisition section 40, route derivation section 50, generation section 70, output section 90, etc. may be realized by one unit (control unit), or may be realized by different units. The functions of a plurality of "units" may be integrated, for example, the functions of the calculation section 30 and the acquisition section 40 may be realized by one unit. Further, the reception unit 10, calculation unit 30, acquisition unit 40, route derivation unit 50, generation unit 70, output unit 90, etc. may be realized by a circuit configuration.

The description of the embodiments described above and the disclosure of the drawings are merely examples for explaining the invention described in the claims, and the description of the embodiments and the disclosure of the drawings described above are only examples for explaining the invention described in the claims. The invented invention is not limited.

10 Reception unit 30 Calculation unit 40 Acquisition unit 50 Route derivation unit 80 Storage unit 90 Output unit

Claims (10)

a reception section that accepts input of departure point and destination;
An acquisition unit that acquires ground risk cause information and aerial risk cause information based on a flight route from a departure point to a destination , the acquisition unit acquiring information regarding roads that overlap with the flight route on a map as ground risk cause information. an acquisition unit to
a calculation unit that calculates information regarding risks on a target flight route by applying ground risk cause information and aerial risk cause information to a risk model;
an output unit that outputs information regarding the risk calculated by the calculation unit;
An information processing device comprising: a reception section that accepts input of departure point and destination;
a route derivation unit that automatically derives a flight route from a departure point to a destination;
An acquisition unit that acquires ground risk cause information and aerial risk cause information based on a flight route from a departure point to a destination derived by a route derivation unit, the acquisition unit comprising information regarding roads that overlap with the flight route on a map. an acquisition unit that acquires as ground risk cause information ;
a calculation unit that calculates information regarding risks on a target flight route by applying ground risk cause information and aerial risk cause information to a risk model;
an output unit that outputs a recommended route using the information regarding the risk;
An information processing device comprising: 3. The information processing device according to claim 1, wherein the information processing device notifies a predetermined organization to obtain permission to fly the aircraft by determining the final flight route. 3. The acquisition unit acquires at least part of the ground risk cause information and the air risk cause information along the flight route by inputting the flight route using a straight line or a curved line at the terminal , according to claim 1 or 2. information processing equipment. The information processing device according to claim 1 or 2, wherein the acquisition unit acquires information regarding pedestrians or ships in addition to vehicles on the flight route as ground risk cause information. The information processing device according to claim 1 or 2, wherein the acquisition unit acquires information regarding airspace density on a flight route as aerial risk cause information. The information processing device according to claim 1 or 2, wherein the calculation unit calculates the risk also using the number of flight operations . The calculation unit calculates the ground risk based on the ground risk cause information using the ground risk model, calculates the air risk based on the air risk cause information using the air risk model, and integrates the ground risk and the air risk. The information processing device according to claim 1 or 2, wherein the information processing device calculates the integrated risk. a step of receiving input of the departure point and destination at the reception department;
A step in which the acquisition unit acquires ground risk cause information and aerial risk cause information based on the flight route from the departure point to the destination, the acquisition unit acquiring ground risk cause information and aerial risk cause information based on the flight route from the departure point to the destination, the acquisition unit acquiring information about roads that overlap with the flight route on the map as ground risk cause information. The process of acquiring information ,
a step of calculating the risk on the target flight route by applying the ground risk cause information and the air risk cause information to the risk model in the calculation unit;
a step of outputting the risk calculated by the calculation unit in the output unit;
An information processing method comprising: A program to be installed on an information processing device,
The information processing device with the program installed is
A reception function that accepts input of departure point and destination,
An acquisition function that acquires ground risk cause information and aerial risk cause information based on the flight route from the departure point to the destination, and acquires information about roads that overlap with the flight route on the map as ground risk cause information. and the acquisition function to
A calculation function that calculates the risk on the target flight route by applying ground risk cause information and aerial risk cause information to the risk model,
an output function that outputs the risk calculated by the calculation section;
Run the program.