WO2019105231A1

WO2019105231A1 - Information processing apparatus, flight control instruction method and recording medium

Info

Publication number: WO2019105231A1
Application number: PCT/CN2018/115431
Authority: WO
Inventors: 顾磊; 刘光耀
Original assignee: 深圳市大疆创新科技有限公司
Priority date: 2017-11-29
Filing date: 2018-11-14
Publication date: 2019-06-06
Also published as: JP2019101587A; JP6943741B2; CN110366711A

Abstract

An information processing apparatus instructing flight control of multiple flying objects, the apparatus including a processing part, wherein the processing part acquires flight shapes formed using flight positions of the multiple flying objects, and information configured with the positions of the flight shapes, calculates a parameter for guidance towards the respective positions of the multiple flying objects among the positions forming the flight shapes, and instructs, based on the parameter, the flight control of the multiple flying objects at a second moment after a first moment. The apparatus can simplify the settings for flight control of a flying object group, so that the freedom of each flying object during flight can be improved.

Description

Information processing device, flight control indication method, and recording medium

Technical field

The present invention relates to an information processing apparatus, a flight control instruction method, and a recording medium that indicate flight control of a plurality of flying bodies.

Background technique

In recent years, it has been widely known that a plurality of unmanned aerial vehicles collaborate in one area. In order to allow a plurality of unmanned aerial vehicles to fly in cooperation, for example, by executing a predetermined flight procedure, a plurality of unmanned aerial vehicles can fly cooperatively (refer to Patent Document 1). In Patent Document 1, a plurality of flying bodies that are a plurality of unmanned aerial vehicles are moved by a predetermined position moved in the air by a command from a ground station, and emit light. Thereby, the observer can observe the constellation and the like in an analog manner.

[Patent Document 1] Japanese Patent Laid-Open Publication No. 2016-206443

Summary of the invention

[The problem to be solved by the invention]

The flying body described in Patent Document 1 can fly in accordance with a flight route or a flight position set in advance, but it is difficult to fly in consideration of a flight route or a flight position that has not been set in advance. For example, the system described in Patent Document 1 cannot specify the flight shape formed by a plurality of flying bodies in real time, and the degree of freedom in flying of the unmanned aircraft is low. Moreover, the operation for setting the flight route or flight position is cumbersome and difficult to perform.

Moreover, if an unmanned aircraft flight is taken using an operating device (proportional controller), the intention of the controller can be reflected in real time, indicating the flight path or flight position to the unmanned aircraft. However, manipulating multiple unmanned aerial vehicles requires multiple operating devices, making it difficult to cooperatively control multiple unmanned aircraft. Moreover, it is difficult to specify the flight shape formed by a plurality of flying bodies in real time.

[Technical means to solve the problem]

In one aspect, the information processing device is an information processing device that instructs flight control of a plurality of flying bodies, and includes a processing unit that acquires a flight shape formed by using a flight position of a plurality of flying bodies, and is disposed with The information of the position of the flying shape acquires the position information of the plurality of flying bodies at the first time, and calculates a parameter for guiding the position of each of the plurality of flying bodies in the position where the flying shape is arranged, and instructs the parameter based on the parameter Flight control of multiple flying bodies at the second time after 1 time.

The processing unit may acquire, as a parameter, a first parameter for guiding a plurality of flying bodies toward a position of the flying shape, and calculate, based on the position and the flying shape of the plurality of flying bodies at the first time, the flying bodies from the other flying bodies and The second parameter of the circumferential end separation of the flight shape indicates the flight control of the plurality of flying bodies at the second time based on the parameters.

The processing unit calculates the position and speed of the flying object at the second time based on the first parameter and the second parameter, and instructs the flight control of the flying object based on the position and speed of the flying body.

The processing unit can transmit the position and speed of the flying object at the second time to the flying body.

The processing unit can acquire the measured position and the measured speed of the plurality of flying bodies at the second time, and set the measured position of the plurality of flying bodies at the second time to the position information of the plurality of flying bodies at the first time.

The processing unit can acquire the calculated position and the calculation speed of the plurality of flying bodies at the second time, and set the calculated position of the plurality of flying bodies at the second time to the position information of the plurality of flying bodies at the first time.

The processing unit may repeatedly calculate the position and velocity of the flying object at the second time, generate a flight path of the flying body flight, and instruct the flight control of the flying object based on the flight path.

The processing unit can continue to calculate the position and speed of the flying body based on the first parameter and the second parameter until the speed of each flying body becomes equal to or lower than the threshold.

The processing unit can calculate the second parameter of each flying body based on the distance between each flying body and other flying bodies other than each flying body and the safety distance for avoiding collision with other flying bodies.

The processing unit calculates the second parameter of each flying body based on the distance between each flying body and the circumferential end of the flying shape.

In one aspect, the flight control indicating method is a flight control indicating method in an information processing device indicating flight control of a plurality of flying bodies, comprising the steps of: acquiring a flying shape formed by using a flying position of a plurality of flying bodies Information relating to a position in which a flight shape is arranged; acquiring position information of a plurality of flying bodies at a first time; calculating parameters for guiding respective positions of the plurality of flying bodies in a position in which the flying shape is arranged; and based on the parameters The flight control of a plurality of flying bodies at the second time after the first time is indicated.

The step of calculating the parameter may include the steps of: acquiring a first parameter for guiding the position of the plurality of flying bodies toward the flight shape as a parameter, and calculating the flight for each flight based on the position and the flight shape of the plurality of flying bodies at the first time. The second parameter of the body separated from the other end of the flying body and the flight shape. The step of indicating flight control may include the step of indicating flight control of the plurality of flying bodies at the second moment based on the parameters.

The step of indicating flight control may include the steps of: calculating a position and a speed of the flying body at the second time based on the first parameter and the second parameter; and indicating flight control of the flying body based on the position and speed of the flying body.

The step of indicating flight control may include the step of transmitting the position and speed of the flying body at the second moment to the flying body.

The flight control indication method may further include the step of acquiring the measured position and the measured speed of the plurality of flying bodies at the second moment. The step of acquiring the position information of the flying body includes the step of setting the measured position of the plurality of flying bodies at the second time to the position information of the plurality of flying bodies at the first time.

The flight control indication method may further include the step of acquiring the calculated position and the calculated speed of the plurality of flying bodies at the second moment. The step of acquiring the position information of the flying body may include the step of setting the calculated position of the plurality of flying bodies at the second time to the position information of the plurality of flying bodies at the first time.

The step of indicating flight control may include the steps of repeatedly calculating the position and speed of the flying body at the second moment, generating a flight path of the flying body flight, and indicating flight control of the flying body based on the flight path.

The step of indicating flight control may include the step of continuing to calculate the position and speed of the flying body based on the first parameter and the second parameter until the speed of each flying body reaches a threshold or less.

The step of calculating the parameters may include the step of calculating the second parameter of each flying body based on the distance between each flying body and other flying bodies other than the respective flying bodies, and the safety distance for avoiding collision with other flying bodies.

The step of calculating the parameters may include the step of calculating the second parameter of each flying body based on the distance of each flying body from the circumferential end of the flight shape.

In one embodiment, the program is for causing the information processing apparatus that instructs the flight control of the plurality of flying bodies to perform the steps of acquiring a flight shape formed using the flight positions of the plurality of flying bodies, and a position configured with the flight shape. Information; acquiring position information of a plurality of flying bodies at a first time; calculating parameters for guiding respective positions of the plurality of flying bodies in a position in which the flying shape is disposed; and indicating the setting based on the parameters The flight control of a plurality of the flying bodies at the second time after the first time.

In one aspect, the recording medium is a computer readable recording medium that records a program for causing an information processing apparatus indicating flight control of a plurality of flying bodies to perform a procedure of acquiring a plurality of flying bodies a flight shape formed by the flight position and information of a position where the flight shape is arranged; acquiring position information of the plurality of flying bodies at the first time; calculating a plurality of the flying bodies in a position facing the flight shape Parameters for each position guidance; and based on the parameters, indicating flight control of a plurality of the flying bodies at the second time after the first time.

Moreover, the summary of the invention does not recite all features of the invention. Moreover, sub-combinations of such feature groups may still be an invention.

DRAWINGS

FIG. 1 is a schematic diagram showing a first configuration example of the flight group control system in the first embodiment.

FIG. 2 is a schematic diagram showing a second configuration example of the flying body group control system in the first embodiment.

Fig. 3 is a view showing an example of a specific appearance of an unmanned aerial vehicle.

4 is a block diagram showing an example of a hardware configuration of an unmanned aerial vehicle.

Fig. 5 is a block diagram showing an example of a hardware configuration of a terminal.

Fig. 6 is a view showing the positions of a plurality of unmanned aerial vehicles in flight.

Fig. 7 is a view showing the shape and position of a target for a plurality of unmanned aerial vehicles to cooperatively fly with an unmanned aircraft group in flight simulation.

Figure 8 is a diagram illustrating the gravitational force of each unmanned aircraft approaching a target position in a flight simulation.

Figure 9 is a diagram illustrating the repulsive force in a flight simulation to avoid collisions of unmanned aircraft.

Fig. 10 is a view for explaining calculation of a resultant force and an acceleration acting on an unmanned aircraft.

Fig. 11 is a view showing accelerations acting on the respective unmanned aerial vehicles.

Fig. 12 is a view showing accelerations acting on the respective unmanned aerial vehicles at a timing subsequent to Fig. 11;

Fig. 13 is a view showing accelerations acting on the respective unmanned aerial vehicles at a timing subsequent to Fig. 12;

FIG. 14 is a view showing the positional relationship of each of the unmanned aerial vehicles of the unmanned aircraft group incorporated in the target at the time after FIG.

15 is a sequence diagram showing an operational flow of the terminal and the unmanned aerial vehicle in the first embodiment.

Fig. 16 is a flowchart showing a first example of the flow of the flight simulation operation in S4 or the like.

17 is a timing chart showing a second example of the operational flow of the terminal and the unmanned aerial vehicle in the modification of the first embodiment.

FIG. 18 is a timing chart showing a first example of the operational flow of the terminal and each of the unmanned aerial vehicles in the second embodiment.

Fig. 19 is a flowchart showing an example of a flight simulation operation flow in S54 or the like.

FIG. 20 is a timing chart showing a second example of the operational flow of the terminal and the unmanned aerial vehicle in the modification of the second embodiment.

Reference mark:

10 flight group control system

80 terminal

81 terminal control department

83 operation department

85 Communications Department

87 memory

88 display department

89 memory

100 unmanned aircraft

100G unmanned aircraft group

110 UAV Control Department

150 communication interface

160 memory

170 memory

200 balance ring frame

210 rotor mechanism

220, 230 camera department

240 GPS receiver

250 inertial measurement device

260 magnetic compass

270 air pressure altimeter

280 ultrasonic sensor

290 laser measuring instrument

An acceleration

Fa gravitation

Fr11, Fr12, Fr13, Fr2 repulsion

GP center of gravity

Rs safety distance

Sr safety circle

TG goal

Tp front end

Detailed ways

Hereinafter, the present invention will be described by way of embodiments of the invention, but the following embodiments do not limit the invention according to the claims. All combinations of features described in the embodiments are not necessarily required for the solution of the invention.

The claims, the description, the drawings, and the abstract include matters that are subject to copyright protection. Any copy of such documents made by the copyright owner to any person shall not be objectionable as long as it conforms to the file or filing of the charter office. However, in all other cases, all copyrights are reserved.

In the following embodiments, a UAV (Unmanned Aerial Vehicle) is exemplified as a flying body. Unmanned aircraft include aircraft that move in the air. In the drawings attached to this specification, the unmanned aerial vehicle is referred to as "UAV". Further, an unmanned aircraft, a terminal, and a PC (Personal Computer) are exemplified as information processing devices. Further, the information processing device may be a device other than an unmanned aircraft, a terminal, or a PC, such as a transmitter (propotional controller), and other devices. The flight control indication method specifies the operation of the information processing apparatus. Moreover, the recording medium is recorded with a program (e.g., a program that causes the information processing apparatus to perform various processes).

(First embodiment)

FIG. 1 is a schematic diagram showing a first configuration example of the flying body group control system 10 in the first embodiment. The aircraft body control system 10 includes an unmanned aircraft 100 and a terminal 80. The unmanned aircraft 100 and the terminal 80 can communicate with each other by wired communication or wireless communication (for example, a wireless LAN (Local Area Network)). In FIG. 1, a case where the terminal 80 is a terminal (for example, a smartphone or a tablet terminal) is exemplified. The terminal 80 is an example of an information processing apparatus.

Further, the aircraft body control system 10 may be configured to have the unmanned aircraft 100, the transmitter, and the terminal 80. When with a transmitter, the user can use the left and right joysticks that are placed in front of the transmitter to indicate flight control of the unmanned aircraft. Moreover, 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 diagram showing a second configuration example of the flying body group control system 10 in the first embodiment. In FIG. 2, the case where the terminal 80 is a PC is illustrated. Regardless of FIG. 1 or FIG. 2, the functions of the terminal 80 can be the same.

FIG. 3 is a diagram showing an example of a specific appearance of the unmanned aircraft 100. In Fig. 3, a perspective view of the unmanned aerial vehicle 100 when flying in the moving direction STV0 is shown. The unmanned aerial vehicle 100 is an example of a flying body.

As shown in FIG. 3, a direction parallel to the ground and along the moving direction STV0 is defined as a rolling axis (refer to the x-axis). In this case, a direction parallel to the ground and perpendicular to the roll axis is defined as a pitch axis (refer to the y-axis), and a direction perpendicular to the ground and perpendicular to the roll axis and the pitch axis is defined as a yaw axis (refer to z). axis).

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

The UAV body 102 is provided with a plurality of rotors (propellers). The UAV body 102 causes the unmanned aerial vehicle 100 to fly by controlling the rotation of a plurality of rotors. The UAV body 102 is used to fly the unmanned aerial vehicle 100 using, for example, four rotors. The number of rotors is not limited to four. Moreover, the unmanned aerial vehicle 100 may also be a fixed-wing aircraft that does not have a rotor.

The imaging unit 220 is an imaging camera that captures a subject (for example, a scene of a sky as an aerial photograph, a scene such as a mountain, or a ground building) included in a desired imaging range.

The plurality of imaging units 230 are sensing cameras that capture the surroundings of the unmanned aircraft 100 in order to control the flight of the unmanned aircraft 100. The two imaging units 230 may be provided on the front side of the unmanned aircraft 100 as a handpiece. Further, the other two 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 are paired and function as a so-called stereo camera. The two imaging units 230 on the bottom side are also paired and can function as a stereo camera. The three-dimensional spatial data around the unmanned aerial vehicle 100 can be generated based on the images captured by the plurality of imaging units 230. Further, the number of imaging units 230 included in the unmanned aerial vehicle 100 is not limited to four. The unmanned aircraft 100 may include at least one imaging unit 230. The unmanned aircraft 100 may include at least one imaging unit 230 on each of the nose, the tail, the side surface, the bottom surface, and the top surface of the unmanned aerial vehicle 100. The angle of view that can be set by the imaging unit 230 can be larger 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 a 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 memory 170, a balance ring 200, a rotor mechanism 210, an imaging unit 220, an imaging unit 230, a GPS receiver 240, and an inertial measurement device (IMU). : Inertial Measurement Unit 250, magnetic compass 260, pneumatic altimeter 270, ultrasonic sensor 280, and laser measuring instrument 290.

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

The UAV control unit 110 controls the unmanned aircraft 100 to fly in accordance with a program stored in the memory 160. The UAV control unit 110 can control the flight in accordance with the flight control indication issued by the transmitter or terminal 80. The UAV control unit 110 can capture an image in the air by the imaging unit 220 or the imaging unit 230.

The UAV control unit 110 acquires position information indicating the position of the unmanned aircraft 100. The UAV control unit 110 can acquire position information indicating the latitude, longitude, and altitude in which the unmanned aircraft 100 is located from the GPS receiver 240. The UAV control unit 110 may acquire latitude and longitude information indicating the latitude and longitude in which the unmanned aerial vehicle 100 is located from the GPS receiver 240, and acquire height information indicating the height at which the unmanned aerial vehicle 100 is located from the pneumatic altimeter 270, respectively. location information. The UAV control unit 110 can acquire the distance between the ultrasonic radiation point of the ultrasonic sensor 280 and the ultrasonic reflection point as the height information.

The UAV control unit 110 can acquire orientation information indicating the orientation of the unmanned aircraft 100 from the magnetic compass 260. The orientation information may be represented, for example, by an orientation corresponding to the head orientation of the unmanned aircraft 100.

The UAV control unit 110 can acquire position information indicating a position at which the unmanned aircraft 100 should be located when the imaging unit 220 performs imaging at an imaging range that should be captured. The UAV control section 110 can acquire position information indicating the position where the unmanned aircraft 100 should be located from the memory 160. The UAV control section 110 can acquire location information indicating a location where the unmanned aerial vehicle 100 should be located from other devices via the communication interface 150. The UAV control section 110 may refer to the three-dimensional map database to determine the location where the unmanned aircraft 100 may be located, and acquire the location as the location information indicating the location where the unmanned aircraft 100 should be located.

The UAV control unit 110 can acquire imaging range information indicating an imaging range of each of the imaging unit 220 and the imaging unit 230. The UAV control unit 110 can acquire the angle of view information indicating the angle 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 determining the imaging range. The UAV control unit 110 can acquire information indicating the imaging direction of the imaging unit 220 and the imaging unit 230 as a parameter for determining the imaging range. The UAV control unit 110 can acquire posture information indicating the posture state of the imaging unit 220 from the balance ring frame 200 as, for example, information indicating the imaging direction of the imaging unit 220. The posture information of the imaging unit 220 may indicate a rotation angle of the pitch axis and the yaw axis of the balance ring frame 200 with respect to the reference rotation angle.

The UAV control unit 110 can acquire position information indicating the position of the unmanned aircraft 100 as a parameter for determining the imaging range. The UAV control unit 110 can determine the imaging range indicating the geographical range captured 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 of the unmanned aircraft 100, and generate imaging range information. Thus, the imaging range information is obtained.

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

The UAV control unit 110 controls the balance ring frame 200, the rotor mechanism 210, the imaging unit 220, and the imaging unit 230. The UAV control unit 110 can control the imaging range of the imaging unit 220 by changing the imaging direction or the angle of view of the imaging unit 220. The UAV control unit 110 can control the imaging range of the imaging unit 220 supported by the balance ring frame 200 by controlling the rotation mechanism of the balance ring frame 200.

The imaging range refers to a geographical range captured by the imaging unit 220 or the imaging unit 230. The camera range is defined by latitude, longitude, and altitude. The imaging range can be a range in three-dimensional spatial data defined by latitude, longitude, and altitude. The imaging range can also be a range in two-dimensional spatial data defined by latitude and longitude. The imaging range can be determined based on the angle of view of the imaging unit 220 or the imaging unit 230 and the imaging direction, and the position of the unmanned aircraft 100. The imaging directions of the imaging unit 220 and the imaging unit 230 can be defined by the orientation and the depression angle of the imaging unit 220 and the imaging unit 230 where the front surface of the imaging lens is disposed. The imaging direction of the imaging unit 220 may be a direction determined according to the head orientation of the unmanned aerial vehicle 100 and the posture state of the imaging unit 220 with respect to the balance ring frame 200. The imaging direction of the imaging unit 230 may be a direction determined according to the head orientation of the unmanned aircraft 100 and the position where the imaging unit 230 is provided.

The UAV control unit 110 can determine 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 can control the flight based on the surrounding environment of the unmanned aircraft 100, avoiding obstacles such as obstacles.

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

The UAV control unit 110 controls the unmanned aircraft 100 to fly by controlling the rotor mechanism 210. That is, the UAV control unit 110 controls the position of the unmanned aircraft 100 including the latitude, longitude, and altitude by controlling the rotor mechanism 210. The UAV control unit 110 can control the imaging range of the imaging unit 220 by controlling the flight of the unmanned aircraft 100. The UAV control unit 110 can control the angle of view of the imaging unit 220 by controlling the zoom lens provided in the imaging unit 220. The UAV control unit 110 can control the angle of view of the imaging unit 220 by digital zoom using the digital zoom function of the imaging unit 220.

When the imaging unit 220 is fixed to the unmanned aircraft 100 and the imaging unit 220 is not activated, the UAV control unit 110 can make the imaging in a desired environment by moving the unmanned aircraft 100 to a specific position for a specific period of time. The portion 220 performs shooting in a desired imaging range. Alternatively, even if the imaging unit 220 does not have the zoom function, the angle of view of the imaging unit 220 cannot be changed, and the UAV control unit 110 can move the unmanned aircraft 100 to a specific position at a specific time to perform imaging in a desired environment. The portion 220 performs shooting in a desired imaging range.

Communication interface 150 is in communication with terminal 80. The communication interface 150 can perform wireless communication using any wireless communication method. The communication interface 150 can perform wired communication using any wired communication method. The communication interface 150 can transmit an aerial photography image or additional information (metadata) related to the aerial photography image to the terminal 80.

The memory 160 stores the UAV control unit 110 to control the balance ring frame 200, the rotor mechanism 210, the imaging unit 220, the imaging unit 230, the GPS receiver 240, the inertial measurement device 250, the magnetic compass 260, the pneumatic altimeter 270, and the ultrasonic sensor 280. And the program required for the laser measuring instrument 290, and the like. The memory 160 may be a computer readable recording medium, or may include an SRAM (Static Random Access Memory), a DRAM (Dynamic Random Access Memory), and an EPROM (Erasable Programmable Read Only). Memory, erasable programmable read only memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), and USB (Universal Serial Bus) memory, etc. One. The memory 160 can be removed from the unmanned aircraft 100. The memory 160 can be operated as working memory.

The memory 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 memories. The memory 170 can hold various information and various data. The memory 170 can also be removed from the unmanned aerial vehicle 100. The memory 170 can record aerial photography images.

The balance ring frame 200 can support the imaging unit 220 so as to be rotatable about the yaw axis, the pitch axis, and the roll axis. The balance ring frame 200 can 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 rotor mechanism 210 has a plurality of rotors and a plurality of drive motors that rotate the plurality of rotors. The rotor mechanism 210 causes the unmanned aircraft 100 to fly by being controlled to rotate by the UAV control unit 110. The number of the rotors 211 may be, for example, four or other numbers. Moreover, the unmanned aerial vehicle 100 can also be a fixed-wing aircraft that does not have a rotor.

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

The imaging unit 230 captures the surroundings of the unmanned aircraft 100 and generates captured image data. The image data of the imaging unit 230 can be stored in the memory 170.

The GPS receiver 240 receives a plurality of signals indicating the time of transmission from a plurality of navigation satellites (i.e., GPS satellites) and the position (coordinates) of each GPS satellite. The GPS receiver 240 calculates the position of the GPS receiver 240 (i.e., the position of the unmanned aircraft 100) based on the received plurality of signals. The GPS receiver 240 outputs the position information of the unmanned aircraft 100 to the UAV control unit 110. Further, the position information calculation of the GPS receiver 240 may be performed by the UAV control unit 110 instead of the GPS receiver 240. In this case, the UAV control unit 110 inputs information indicating the time included in the plurality of signals received by the GPS receiver 240 and the position of each GPS satellite.

The inertial measurement device 250 detects the posture of the unmanned aircraft 100 and outputs the detection result to the UAV control unit 110. As the posture of the unmanned aircraft 100, the inertial measurement device 250 can detect the acceleration of the front, rear, left and right, and up and down directions of the unmanned aircraft 100, and the angular velocities of the pitch axis, the roll axis, and the yaw axis in the three-axis direction.

The magnetic compass 260 detects the head orientation of the unmanned aircraft 100, and outputs the detection result to the UAV control unit 110.

The pneumatic altimeter 270 detects the flying height of the unmanned aircraft 100 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 the object, and outputs the detection result to the UAV control unit 110. The detection result can show the distance from the unmanned aircraft 100 to the ground, that is, the height. The detection result shows the distance from the unmanned aircraft 100 to the object (subject).

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

FIG. 5 is a block diagram showing an example of a 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 memory 89. Terminal 80 may be held by a user who wishes to indicate flight control of a plurality of unmanned aerial vehicles 100.

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

The terminal control unit 81 can acquire data (for example, various measurement data, aerial photography image data) or information (for example, position information of the unmanned aircraft 100) from the unmanned aircraft 100 via the communication unit 85, and avoid unmanned aircraft from each other. Collision information). The terminal control unit 81 may acquire data or information (for example, various parameters) input via the operation unit 83. The terminal control unit 81 can also acquire data or information stored in the memory 87. The terminal control unit 81 may transmit data or information (for example, information on the position, speed, and flight path of the unmanned aircraft) to the unmanned aircraft 100 via the communication unit 85. The terminal control unit 81 may transmit data or information to the display unit 88, and cause the display unit 88 to display display information based on the data or information.

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

The operation unit 83 accepts and acquires data or 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 panel, or a microphone. Here, a case where the operation unit 83 and the display unit 88 include a touch panel will be mainly exemplified. In this case, the operation unit 83 can accept a touch operation, a tap operation, a drag operation, and the like. The operation unit 83 can also accept various parameter information. The information input by the operation unit 83 can also be transmitted to the unmanned aircraft 100.

The communication unit 85 performs wireless communication with the unmanned aircraft 100 using various wireless communication methods. The wireless communication method of the wireless communication may include, for example, communication via a wireless LAN, Bluetooth (registered trademark), or a public wireless line. The communication unit 85 can perform wired communication using any wired communication method.

The memory 87 may have, for example, a ROM that stores programs or set value data for which the terminal 80 is operated, and a RAM that temporarily stores various kinds of information or data used when the terminal control unit 81 performs processing. The memory 87 can contain memory other than the ROM and the RAM. The memory 87 can be disposed inside the terminal 80. The memory 87 can be set to be removable from the terminal 80. The program can contain applications.

The display unit 88 is configured using, for example, an LCD (Liquid Crystal Display), and displays various kinds of information or data output from the terminal control unit 81. The display unit 88 can also display various data or information related to executing an application.

The memory 89 stores and stores various data and information. The memory 89 can be an HDD, an SSD, an SD card, a USB memory or the like. The memory 89 can also be disposed inside the terminal 80. Memory 89 can also be configured to be removable from terminal 80. The memory 89 can store aerial photography images or additional information acquired from the unmanned aerial vehicle 100. Additional information can be saved in memory 87.

Next, a function related to the flight control instruction of the unmanned aircraft group 100G including the plurality of unmanned aerial vehicles 100 will be described. Here, it is mainly explained that the terminal control section 81 of the terminal 80 has a function related to the flight control instruction of the unmanned aircraft group 100G, but the unmanned aircraft 100 may also have a flight control instruction related to the unmanned aircraft group 100G. Features. 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 aircraft group 100G.

The unmanned aircraft group 100G that is the object of 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 are non-cooperatively flying in groups in a certain space, and There is no special limit.

The terminal control unit 81 acquires flight parameters of the unmanned aircraft 100. The terminal control unit 81 can acquire the flight parameters of the unmanned aerial vehicle 100 via the communication unit 85. The flight parameters may include the position, speed, and acceleration of the unmanned aircraft 100. The terminal control unit 81 can acquire the position of the unmanned aircraft 100 via, for example, the GPS receiver 240 or the ultrasonic sensor 280. The terminal control unit 81 can acquire the acceleration of the unmanned aircraft 100 via the inertial measurement device 250. The terminal control unit 81 may acquire the speed of the unmanned aircraft 100 based on the differential value obtained by the positional differential calculation of the unmanned aircraft 100, and may also base the integral value obtained by the acceleration integral calculation of the unmanned aircraft 100. Obtain the speed of the unmanned aircraft 100.

The terminal control unit 81 acquires a flight shape formed by utilizing the flight position of the unmanned aircraft group 100G. The plurality of unmanned aerial vehicles 100 in the unmanned aircraft group 100G perform flight control in such a manner as to be the acquired flight shape. That is, the unmanned aircraft group 100G is flying with the target shape formed, so the acquired flight shape is also referred to as a target shape. The terminal control unit 81 can acquire information of the target shape stored in the memory 87. The terminal control unit 81 can acquire information of a target shape from the external device via the communication unit 85.

The terminal control unit 81 can receive a user operation via the operation unit 83 to generate a target shape. That is, the terminal 80 can newly generate a target shape desired by the user by generating a target shape based on a user operation. In this case, the terminal control unit 81 can cause the display unit 88 to display the acquired position of each of the unmanned aerial vehicles 100. The terminal control unit 81 can receive a user operation via the operation unit 83, and takes the number and position of the unmanned aircraft group 100G displayed on the display unit 88 to generate a target shape, thereby acquiring the target shape. For example, the target shape can be generated by the user inputting the user to display the specific shape of the touch panel of the unmanned aircraft group 100G via the operation unit 83.

The target shape can be set either in a plane (two-dimensional) or in a three-dimensional (three-dimensional) manner. When stereoscopically set, the target shape may be a polygon such as a triangle, a quadrangle, or the like, a circle, an ellipse or the like. When stereoscopically set, the target shape may be a polygonal prism such as a triangular pyramid or a quadrangular pyramid, 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 a position at which the target shape is arranged. The plurality of unmanned aerial vehicles 100 in the unmanned aircraft group 100G perform flight control in such a manner as to have a target shape at the acquired position. That is, since the unmanned aircraft group 100G is flying with the position as the target, the acquired position is also referred to as a target position. The terminal control unit 81 can acquire information of the target position stored in the memory 87. The terminal control unit 81 can acquire target position information from the external device via the communication unit 85. The terminal control unit 81 can receive a user operation via the operation unit 83 to generate a target position. 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 can be either the position of the target shape as a whole or any position inside the target shape. The target shape may be any reference point, vertex, center point, center of gravity point, and any point of the target shape that becomes the outer edge and the end edge of the peripheral end in the target shape.

The terminal control unit 81 can acquire the safety distance rs. The safety distance rs may be, for example, a distance for avoiding collision with other unmanned aerial vehicles 100. The terminal control unit 81 can acquire information of the safety distance rs stored in the memory 87. The terminal control unit 81 can acquire information of the safety distance rs from the external device via the communication unit 85. The terminal control unit 81 can receive a user operation via the communication unit 83 to 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 view showing, for example, the positions of a plurality of unmanned aerial vehicles 100 in flight. In the figure, a spherical surface centered on the position of each of the unmanned aerial vehicles 100 (a collection surface of points equidistant in three-dimensional space) represents a safety circle sr indicating that it is used to avoid collision with other unmanned aircraft 100 The range of safe distance rs. In the case of the small unmanned aerial vehicle 100, the safety distance rs can be set to be short, and in the case of a large unmanned aerial vehicle, the safety distance rs can be set to be long. The safety distance is, for example, 2 to 3 m. Furthermore, the safety distance rs may be adjusted corresponding to the dimensional change of the unmanned aerial vehicle 100.

The safety distance rs is exemplified as being set equidistantly around the unmanned aircraft 100, but may be set to be different depending on the flight direction of the unmanned aircraft 100. For example, the safety distance rs may be set longer relative to the traveling direction of the unmanned aircraft 100, and the safety distance rs may be set shorter than the opposite direction of the traveling reverse direction.

The safety distance rs may also be set to be different depending on the speed of the unmanned aircraft 100. For example, the safety distance rs may be set to be longer when the speed of the unmanned aerial vehicle is faster, and the safety distance rs may be set shorter when the speed of the unmanned aerial vehicle 100 is slow.

The safety distance rs may also be set to be different depending on the model of the unmanned aircraft 100. For example, it is also possible to set the safety distance rs of the unmanned aircraft 100 having the highest speed, small size, and easy small radius swing to be short, and to have the highest speed, large size, and small radius gyration. The safety distance rs of the specification is set to be longer.

FIG. 7 is a view showing the shape (target shape) of the target TG and the position (target position) of the target TG in which the plurality of unmanned aircraft 100 are cooperatively flying by the unmanned aircraft group 100G in the flight simulation. In FIG. 7, the target TG has a size that can accommodate all of the plurality of unmanned aircraft 100 included in the unmanned aircraft group 100G, and the target shape is a triangle. The triangle may be set to a vertical direction (gravity direction) or a horizontal direction or a specific angular direction perpendicular to the direction of gravity. Here, it is assumed that the shape of the target TG is a triangle set to the gravity direction (the vertical direction of FIG. 7) so that the flying formation is easily visually recognized by the user who owns the terminal 80.

Moreover, the target position is set in the direction (direction of travel) in which the unmanned aircraft group 100G performs the flight. The position of the target TG may be set at a fixed position or may be set at a position corresponding to the direction in which the unmanned aircraft group 100G is flying, in association with the traveling direction. For example, when the target TG is set to a position 200 m ahead in the traveling direction from the unmanned aircraft group 100G, when the unmanned aircraft group 100G approaches the target TG set at the position 200 m ahead, Then, the next target TG can be set at a position 50 m ahead in the traveling direction.

After all the unmanned aircraft groups 100G are housed inside the target TG, the terminal control unit 81 can also determine the flight shape (team shape) of the unmanned aircraft group 100G, and end the flight for the unmanned aircraft group 100G to the target. Flight control instructions for the TG. When the flight shape of the unmanned aircraft group 100G is deformed, the terminal control portion 81 can again restart the flight control instruction.

The terminal control unit 81 performs flight simulation so that the unmanned aircraft group 100G has a target shape at the target position, and generates flight control information for controlling the flight of the unmanned aircraft group 100G. The flight simulation may include, for example, the gravitational force Fa acting on the unmanned aircraft group 100G, the repulsive force Fr acting on the unmanned aircraft group 100G, and the calculation of the acceleration, speed, and position of the unmanned aircraft group 100G during flight. The gravitational force Fa and the repulsive force Fr impart acceleration to each of the unmanned aerial vehicles 100, that is, to give the unmanned aircraft 100 power for flight. The gravitational Fa and the repulsive force Fr are one example of parameters for guiding to respective positions of the plurality of unmanned aerial vehicles 100 in the target position. Gravity Fa is an example of the first parameter. The repulsion Fr is an example of the second parameter.

The terminal control unit 81 can acquire the gravity Fa for guiding the unmanned aircraft group 100G toward the target position. The terminal control unit 81 can acquire the gravitational forces Fa of the plurality of unmanned aerial vehicles 100. The terminal control unit 81 can receive a user operation via the communication unit 83 and acquire the value of the gravity Fa.

The terminal control unit 81 can calculate the repulsion Fr for the unmanned aircraft group 100G to maintain the target shape. In this case, the terminal control unit 81 can calculate the repulsion Fr obtained by adding the repulsion Fr1 for separating the unmanned aircraft 100 included in the unmanned aircraft group 100G from the other unmanned aircraft 100. The terminal control unit 81 can calculate a repulsive force Fr obtained by adding a repulsive force Fr2 for separating from the edge of the target shape. For example, the repulsive force Fr can be calculated from the manner in which the end of the target shape becomes the outer edge. The terminal control unit 81 can combine the repulsive forces Fr1 and Fr2 to calculate the repulsive force Fr. The terminal control unit 81 can calculate the repulsive force Fr of each of the plurality of unmanned aerial vehicles 100.

FIG. 8 is a diagram for explaining the gravitational force Fa for bringing the unmanned aircraft 100 closer to the target position in the flight simulation. The terminal 80 determines the gravitational force Fa acting on each of the unmanned aerial vehicles 100 in the flight simulation. Hereinafter, the first example and the second example will be described as examples of the determination of the attractive force Fa.

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 gravitational force Fa acting on each of the unmanned aerial vehicles 100 is a force directed from the respective unmanned aerial vehicles 100 toward the center of gravity GP of the target TG, and is represented by a vector. When the target position is determined as the center of gravity GP, the unmanned aircraft 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 front end tp of the target TG that is the farthest from the unmanned aircraft 100 as the target position. In this case, the gravitational forces Fa acting on the respective unmanned aerial vehicles 100 are respectively represented by the vector power from the respective unmanned aerial vehicles 100 toward the front end tp of the target TG. When the target position is determined as the front end tp, when the unmanned aircraft group 100G is housed in the target TG, it is easy to collect a large number of unmanned aerial vehicles 100 on the front end tp side of the target TG. Thus, the terminal 80 can give the unmanned aircraft group 100G a full-speed flying image for the person watching the unmanned aircraft group 100G, for example.

Further, in the case where the plurality of unmanned aircraft 100 included in the unmanned aircraft group 100G enters the inside of the target TG, the front end tp is not necessarily the distance from each unmanned aircraft due to the difference in the position of the unmanned aircraft 100. 100 farthest position. Therefore, as long as the plurality of unmanned aerial vehicles 100 are located outside the target TG, the front end tp can be set as the target position of the plurality of unmanned aerial vehicles 100. Further, when the target position is set to the position of the front end tp of the target TG, even if the plurality of unmanned aerial vehicles 100 enter the inside of the target TG due to continuous flight, the target position can be fixed to the position of the front end tp of the target TG. .

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

FIG. 9 is a diagram illustrating a repulsive force Fr for avoiding collision of the unmanned aircraft 100 in flight simulation. The terminal 80 determines the repulsive force Fr acting on each of the unmanned aerial vehicles 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 (compositing a vector) the repulsive force Fr1 and the repulsive force Fr2.

The repulsive force Fr1 is a force acting on the unmanned aerial vehicle 100 to prevent the unmanned aerial vehicle 100 from colliding with the adjacent unmanned aerial vehicle 100, and is represented by a vector. In FIG. 9, in order to prevent the unmanned aircraft 100 located at the position p from colliding with the adjacent unmanned aircraft 100, the terminal control unit 81 generates a repulsive force Fr1 (Fr11, Fr12, Fr13). Further, the repulsive force Fr1 is a force received by the unmanned aircraft 100 as the aircraft from another unmanned aircraft 100 as another aircraft, and is different from the thrust direction of the other aircraft as the unmanned aircraft 100 as the aircraft. (becomes reverse). Use the repulsion Fr1 to avoid collision of this aircraft with other aircraft.

The terminal control unit 81 can calculate the repulsive force Fr1 received by the unmanned aircraft 100 located at the position p from the adjacent unmanned aircraft 100 according to the equation (1).

Formula 1):

In the formula (1), d1n represents the distance between the (arbitrary) unmanned aerial vehicle 100 and the other unmanned aerial vehicles 100. Rs is the safe distance. n is a variable within the number of neighboring unmanned aerial vehicles 100. The adjacent unmanned aerial vehicle 100 is a plurality of unmanned aerial vehicles 100 located around the unmanned aerial vehicle 100 of interest, and may be the entirety of the plurality of unmanned aerial vehicles 100 included in the unmanned aerial vehicle group 100G. Or part of it. In Figure 9, there may be six adjacent unmanned aerial vehicles 100.

In the formula (1), the closer the unmanned aircraft 100 approaches the safety distance rs, the larger the repulsive force Fr1 is generated. Thus, the unmanned aerial vehicle 100 of interest can avoid collisions with adjacent unmanned aerial vehicles 100.

In this way, the terminal control unit 81 can use the distance d1n between the unmanned aircraft 100 and the unmanned aircraft 100 other than the unmanned aircraft 100 for each of the unmanned aerial vehicles 100, and can be used to avoid other The safety distance rs of the collision of the unmanned aircraft 100 calculates the repulsive force Fr1 of the unmanned aircraft 100. Thereby, the terminal 80 can safely ensure the distance between the unmanned aircraft 100 by taking the distance between the unmanned aircraft 100 together with the safety distance rs. Therefore, the terminal 80 can suppress a situation in which the unmanned aircraft group 100G causes the unmanned aircraft 100 to collide with each other in order to achieve the target TG.

The repulsive force Fr2 is a force acting on the unmanned aircraft 100 from the end of the target TG (also referred to as a peripheral end, a wall), and is represented by a vector. The repulsive force Fr2 may be set to exist when at least one portion of the unmanned aircraft group 100G enters the inside of the target TG. The repulsion Fr2 may also be set to not exist when the unmanned aircraft group 100G is located outside the target TG.

The terminal control unit 81 can calculate the repulsive force Fr2 received by the unmanned aircraft 100 from the end side of the target TG according to the equation (2).

Formula (2)

In equation (2), d2n represents the distance between the unmanned aircraft 100 and the end edge of the target TG. Rs is the same as equation (1) for a safe distance. n is the variable in the number of sides of the triangle (value 3). Further, when the target shape is not a triangle, the value of n changes.

In equation (2), the closer the unmanned aircraft 100 approaches the end of the target TG, the greater the repulsive force Fr2 is generated, and the repulsive force Fr2 avoids collision with the end edge of the target TG, ie, the unmanned aircraft group 100G is formed. The outermost unmanned aerial vehicle 100 continues to act on the inside of the target TG.

In this way, the terminal control unit 81 can calculate the repulsive force Fr2 of each of the unmanned aerial vehicles 100 based on the distance d2n between the unmanned aircraft 100 and the end side of the target TG. Thereby, the terminal 80 can ensure a distance from the end side of the target TG existing around the unmanned aircraft 100 after, for example, the unmanned aircraft 100 enters the target TG. Therefore, the terminal 80 can suppress the shape of the plurality of unmanned aircraft 100 from being excessively small or large with respect to the target TG, so that the flight formation of the unmanned aircraft group 100G can be appropriately maintained.

The terminal control unit 81 instructs the flight control of the unmanned aircraft group 100G based on the gravity force Fa and the repulsive force Fr. In this case, the terminal control unit 81 generates flight control information based on the gravity force Fa and the repulsive force Fr. The flight control information may be information indicating a flight position or a flight speed when the unmanned aircraft group 100G is flying.

The terminal control unit 81 can combine the gravity force Fa and the repulsive force fr (composite vector) to calculate the resultant force Fw. The terminal control unit 81 can calculate the acceleration at the time t1 as an example of the first time and the time t2 as an example of the second time after the time t1 (for example, the time after the extremely short time of the time t1) based on the resultant force fs. Speed and location.

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

The terminal control unit 81 combines the vector of the gravity Fa (Fa vector) and the vector of the repulsion Fr (Fr vector) to obtain a vector (Fw vector) of the resultant force Fw (=Fa vector + Fr vector). The terminal control unit 81 calculates a vector (An vector) of the acceleration An by dividing the resultant force Fw by the mass Mn of the unmanned aircraft 100 according to the equation (3). The "n" of An, Mn is a variable representing each of the unmanned aerial vehicles 100.

Formula (3)

The terminal control unit 81 can calculate a vector of the speed Vn of the unmanned aircraft 100 at the time t2 based on the vector of the acceleration An at the obtained time t1. The time t2 may correspond to, for example, a period in which the acceleration An is calculated (for example, 0.1 second). The speed Vn is a predetermined value of the flight speed when the unmanned aerial vehicle 100 is flying based on flight simulation, and is an example of flight control information.

Formula (4)

The terminal control unit 81 can calculate the position Pn of the unmanned aircraft 100 at time t2 based on the vector of the obtained speed Vn. The position Pn is a predetermined value of the flight position when the unmanned aircraft 100 is flying based on flight simulation, and is an example of flight control information.

Formula (5)

In this way, the terminal control unit 81 can calculate the position Pn and the speed Vn of the unmanned aircraft 100 at the next time point Δt (time t2 after Δt at the time t1) based on the gravity force Fa and the repulsion force Fr. Therefore, the terminal 80 can acquire a predetermined value of the position Pn and the speed Vn of the unmanned aircraft 100 using the flight simulation. The unmanned aerial vehicle 100 can perform flight control by obtaining a predetermined value of the position Pn and the speed Vn of the unmanned aircraft 100 from the terminal 80, and in real space, flying at a speed obtained by flight simulation, flying to flight simulation The resulting location. The position of the time t2 obtained by the flight simulation is different in each of the unmanned aerial vehicles 100. Thereby, the unmanned aircraft 100 does not collide with the other unmanned aircraft 100, and does not collide with the end side of the target TG, so that it can fly toward the target position.

FIG. 11 is a view showing the acceleration An of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G. The terminal control unit 81 generates flight control information for each of the unmanned aerial vehicles 100 so that each of the unmanned aerial vehicles 100 of the unmanned aircraft group 100G accelerates toward the target position by the acceleration An corresponding to the resultant force Fw. At the timing shown in FIG. 11 (for example, time t1), the safety circle sr of the unmanned aerial vehicle 100 at the position p0 and the safety circle sr of the unmanned aerial vehicle 100 at the positions p1 and p2 are partially overlapped. In this case, in order to prevent the unmanned aircraft 100 from colliding with each other, for example, the repulsive force Fr1 acts on the unmanned aircraft 100 located at the position p0 from the unmanned aircraft 100 located at the positions p1, p2. The gravitational Fa also acts on the unmanned aerial vehicle 100 at position p0. Finally, for the unmanned aerial vehicle 100 at the position p0, an acceleration An in the direction indicated by the arrow of Fig. 11 is generated. Similarly to the other unmanned aerial vehicles 100, the gravitational force Fa and the repulsive force Fr act to act based on the acceleration An of the resultant force Fw.

FIG. 12 is a view showing the acceleration An of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G at the time (for example, time t2) from the time lapse of the time of FIG. 11 . At the timing shown in FIG. 12, flight control information is generated so that the safety circle sr does not overlap each other and approaches the target TG as compared with the time of FIG. Therefore, each of the unmanned aerial vehicles 100 can fly toward the target TG without repeating the safety ring sr.

FIG. 13 is a view showing the acceleration An of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G after the elapse of time from the time of FIG. At the timing shown in FIG. 13, a part of the unmanned aircraft 100 of the unmanned aircraft group 100G enters the target TG as compared with the time of FIG. After the part of the unmanned aircraft 100 of the unmanned aircraft group 100G enters the target TG, the terminal control unit 81 generates flight control information, and causes each of the unmanned aerial vehicles 100 to receive the repulsion Fr2 from the end of the target TG and stay in the target TG. . Therefore, each of the unmanned aerial vehicles 100 can fly in a manner in which each of the unmanned aerial vehicles 100 stays within the target TG.

FIG. 14 is a view showing the positional relationship of each of the unmanned aerial vehicles 100 of the unmanned aircraft group 100G accommodated in the target TG after the elapse of time from FIG. In FIG. 14, all of the unmanned aircraft 100 included in the unmanned aircraft group 100G are housed inside the target TG. In FIG. 14, a part of the safety circle sr of the unmanned aerial vehicle 100 is repeated. When the unmanned aircraft group 100G is housed inside the target TG, the flight control of the unmanned aircraft group 100G flying toward the target TG can be ended. In other words, when the unmanned aircraft 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 speed Vn, and the position Pn of each of the unmanned aerial vehicles 100.

Further, when the unmanned aircraft group 100G is housed inside the target TG, the terminal control unit 81 can narrow the range of the safety ring sr. That is, the terminal control unit 81 may shorten the safety distance rs. Thereby, the terminal 80 can suppress the repetition of the safety ring sr of each of the unmanned aerial vehicles 100. Further, when the shape of the target TG is a three-dimensional shape such as a triangular pyramid, the safety ring sr of each of the unmanned aerial vehicles 100 may not be three-dimensionally (three-dimensionally) repeated even if it is repeated in a plane (two-dimensional).

When the terminal control unit 81 satisfies the stop condition of the unmanned aircraft group 100G, the terminal control unit 81 can end the flight control of the unmanned aircraft group 100G flying toward the target TG. In this case, the terminal control unit 81 may end the flight simulation, that is, end the generation of the flight control information for controlling the flight of each of the unmanned aircraft 100 of the unmanned aircraft group 100G, or may end the unmanned driving. The generation of a predetermined value of the position or speed of the aircraft 100. The stop condition of the unmanned aircraft group 100G may include that the speed Vn of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G calculated by the flight simulation is equal to or less than the threshold value th1. The speed Vn of the unmanned aircraft 100 below the threshold value th1 may include, for example, landing, hovering, and low-speed flight (for example, 1 m/s or less) of the unmanned aircraft 100.

The terminal control unit 81 can cause the display unit 88 to display various derivation results of the unmanned aircraft group 100G, the target TG, or the flight simulation shown in FIGS. 6 to 14 (for example, gravity Fa, repulsion Fr, resultant force Fw, acceleration An, speed). Vn) information. Thus, the terminal 80 can visualize the passage or results in the flight simulation, thereby facilitating intuitive understanding by the user.

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

FIG. 15 is a sequence diagram showing a first example of the operational flow of the terminal 80 and the unmanned aerial vehicle 100. The operation of FIG. 15 can be performed during the flight of each unmanned aerial vehicle 100.

In the unmanned aircraft 100 (each unmanned aircraft 100), the UAV control unit 110 transmits the position and speed information of the own aircraft to the terminal 80 via the communication interface 150 (S11). Further, the UAV control unit 110 may perform calculation using the terminal control unit 81 of the terminal 80 without transmitting the speed of the own aircraft.

In the terminal 80, the terminal control unit 81 acquires parameters of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G (S1). The parameters of the unmanned aerial vehicle 100 include information such as the position, speed, and safety distance rs of the unmanned aircraft 100. The terminal control unit 81 can communicate with the unmanned aircraft 100 via the communication unit 85, and can receive the position and speed of each of the unmanned aerial vehicles 100 from the unmanned aircraft 100. The terminal 80 can acquire the position and speed of each unmanned aircraft 100 from each of the unmanned aerial vehicles 100 via the communication unit 85, thereby acquiring parameters (real-time parameters) of the unmanned aircraft 100 in flight. The position and speed of the unmanned aerial vehicle 100 obtained here are 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 performs flight simulation using the shape of the target TG (S3).

The terminal control unit 81 transmits the flight control information including the position and the speed obtained in each of the unmanned aircraft 100 to each of the unmanned aerial vehicles 100 via the communication unit 85 (S4).

In the unmanned aircraft 100 (each unmanned aircraft 100), the UAV control unit 110 receives the flight control information via the communication interface 150 (S12). The UAV control unit 110 controls the unmanned aircraft 100 to fly in accordance with the flight control information (S13). In this case, the UAV control unit 110 may control the unmanned aerial vehicle 100 to fly in a manner of flying at a speed included in the flight control information at a position included in the flight control information.

The UAV control unit 110 transmits the position and speed of the unmanned aircraft 100 to the terminal 80 via the communication unit 85 (S14). That is, the UAV control unit 110 transmits the actually measured values of the position and speed of the unmanned aerial vehicle 100 that performs flight control based on the simulation result. The measured value of the speed Vn (an example of the measured speed) may be the speed calculated based on the measured value of the position or acceleration of the unmanned aircraft 100. The measured value of the speed Vn may be calculated by the unmanned aircraft 100 and transmitted to the terminal 80, or may not be transmitted from the unmanned aircraft 100 to the terminal 80, but may be calculated by the terminal control unit 81 of the terminal 80.

In the terminal 80, the terminal control unit 81 acquires the measured value of the position and speed of each of the unmanned aerial vehicles 100 via the communication unit 85 (S5). The position and speed of the unmanned aerial vehicle 100 obtained here are values after the simulation (time t12 after time t11). Further, the position and speed of the unmanned aerial vehicle 100 at the time t12 (an example of the time t2) may correspond to the flight simulation at the time of the next execution of the flight simulation that is repeatedly executed (although the time after the time t12, but equivalent to the time) T11) position and speed. Further, the terminal control unit 81 receives the measured values of the position and the speed at time t12 from the unmanned aerial vehicles 100, and then causes the display unit 88 to display the received positions.

The terminal control unit 81 determines whether or not the stop condition of the unmanned aircraft group 100G is satisfied (S6). When 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 processing of FIG.

Further, when the processing of FIG. 15 is completed, when the stop condition is satisfied, it can be inferred that the unmanned aircraft 100 is landing because the instruction information for stopping the unmanned aircraft 100 is not transmitted to each of the unmanned aerial vehicles 100. Or hover and stop almost. In this case, the unmanned aircraft group 100G can maintain the target shape at the target position.

Fig. 16 is a flow chart showing the operational flow of the flight simulation in S3.

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

In this way, the terminal 80 can assume a plurality of unmanned persons by assuming the gravitational force Fa and the repulsive force Fr even if the flight route or the flight position of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G is not set in advance. The flight shape of the aircraft 100 is made to fly in a manner that is a target shape. Moreover, the user does not need to perform an operation to individually set a flight route or a flight position for the unmanned aircraft 100, and the terminal 80 can easily instruct flight control of the unmanned aircraft group 100G. Moreover, the terminal 80 can move the plurality of unmanned aerial vehicles 100 according to the target shape, so that it is not necessary to prepare a plurality of operating devices for manipulating the plurality of unmanned aerial vehicles 100, so that the plurality of unmanned aerial vehicles 100 can be synergistically Simplified.

Therefore, the terminal 80 can simplify the setting for the flight control unmanned aircraft group 100G, thereby improving the degree of freedom of each of the unmanned aircraft 100 during flight.

Moreover, each time the terminal 80 calculates the position Pn and the speed Vn of the unmanned aircraft 100, each position and speed can be transmitted (reflected) to each of the unmanned aerial vehicles 100. Therefore, the unmanned aerial vehicle 100 can control the flight in such a manner that the calculated position and speed are successively calculated.

Moreover, the terminal 80 acquires the measured value of the position or speed of the unmanned aircraft 100 reflecting the flight simulation calculation result in the real space. Thereby, after calculating the position Pn or the speed Vn of the unmanned aircraft 100, the terminal 80 immediately confirms in real time whether or not there is a deviation between the flight simulation result and the actual flight state of the unmanned aircraft 100. Further, the terminal 80 can again derive the gravitational force Fa or the repulsive force Fr by setting the acquired actual measurement position to the position of the unmanned aircraft 100 at time t11, and continue the flight simulation based on the actual measurement value. Thereby, since the actual measurement value is used, the terminal 80 can support the unmanned aircraft group 100G to maintain the flight shape and fly while reducing the deviation from the actual flying state of the unmanned aerial vehicle 100.

Further, after the flight shape of the unmanned aircraft group 100G becomes the target shape, the unmanned aerial vehicle 100 can receive the flight control indication in any manner. For example, in each of the unmanned aerial vehicles 100, the UAV control unit 110 may control the unmanned aerial vehicle 100 to fly in accordance with a predetermined final destination or flight path. Even in this case, each of the unmanned aerial vehicles 100 can fly through the same flight path (the flight positions of the unmanned aerial vehicles 100 differ by a fixed amount of flight paths) by the respective UAV control units 110, and the formed The flight shape of the human-driven aircraft group 100G flies in a manner that does not deform. Moreover, the UAV control unit 110 can receive the manipulation information input by the user to the terminal 80 or the transmitter via the operation unit, and control the unmanned aircraft 100 to fly according to the manipulation information. Even in this case, each of the unmanned aerial vehicles 100 can set the amount of movement and the moving direction of the unmanned aircraft 100 corresponding to the manipulation information to be the same by each UAV control unit 110, and the formed unmanned aerial vehicle The group 100G flight shape flies in a non-deformable manner.

The flight control indication of the present embodiment can be implemented by the unmanned aircraft 100. In this case, the UAV control unit 110 of the unmanned aircraft 100 has the same function as the function related to the flight control instruction 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 the flight control instruction. Further, in the processing related to the flight control instruction of the UAV control unit 110, the same processing as the processing related to the flight control instruction by the terminal control unit 81 is omitted or simplified.

The flight control indication may be indicated by one unmanned aircraft 100 for flight control of all unmanned aerial vehicles, or may be indicated by each unmanned aerial vehicle 100 for flight control of the aircraft. The unmanned aerial vehicle 100 indicating 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 operational flow of the terminal 80 and the unmanned aerial vehicle 100. Further, the same processing as that of the operation flow shown in FIGS. 15 and 16 will be omitted or simplified.

In the specific unmanned aerial vehicle 100, the UAV control unit 110 acquires parameters of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G (S41). The parameters of the unmanned aerial vehicle 100 include information such as the position, speed, and safety distance rs of the unmanned aircraft 100. The UAV control unit 110 can communicate with other unmanned aerial vehicles 100 via the communication interface 150 to receive the position and speed of the other unmanned aerial vehicles 100. The terminal 80 can acquire the position and speed of each unmanned aircraft 100 from each of the unmanned aerial vehicles 100 via the communication unit 85, thereby acquiring parameters (real-time parameters) of the unmanned aircraft 100 in flight. The position and speed of the unmanned aerial vehicle 100 obtained here are values before the flight simulation (time t11). The UAV control unit 110 can acquire the position of the own aircraft from the GPS receiver 240 or the like. The speed of each of the unmanned aerial vehicles 100 can 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 can acquire information of a target shape and a target position stored in the memory 160. The UAV control unit 110 can acquire information of a target shape and a target position from an external device via the communication interface 150. The UAV control section 110 can acquire user operation information from the terminal 80 via the operation section 83 via the communication interface 150. The UAV control unit 110 can select and acquire an arbitrary target shape from among a plurality of target shapes stored in the memory 160 based on the operation information. The UAV control unit 110 can receive and acquire the target shape information generated by the terminal 80 via the communication interface 150.

The UAV control section 110 performs flight simulation (S43). The flight simulation of FIG. 17 is a UAV control unit 110 that changes the main body of each step of the flight simulation to the specific unmanned aircraft 100 by the terminal control unit 81 of the terminal 80, compared with the flight simulation of FIG. The other points are the same as those shown in FIG. 16 and detailed descriptions thereof will be omitted.

The UAV control unit 110 transmits the flight control information including the position and speed obtained in each of the unmanned aircraft 100 to the other unmanned aerial vehicles 100 via the communication interface 150 (S44).

The UAV control unit 110 controls the flight of the unmanned aircraft 100 as the own aircraft in accordance with the flight control information of the own aircraft obtained by the flight simulation (S45). In this case, the UAV control unit 110 controls the unmanned aerial vehicle 100 to fly in such a manner that the position included in the flight control information is flying at the speed included in the flight control information.

The UAV control unit 110 receives the position and speed of the other unmanned aircraft 100 from the other unmanned aircraft 100 via the communication interface 150 (S46). That is, the UAV control unit 110 acquires the actually measured values of the position and speed of the other unmanned aircraft 100 that are subjected to flight control based on the simulation result. The measured speed value may be calculated based on the measured position of the position or acceleration of the other unmanned aircraft 100. The measured speed values may be calculated by other unmanned aerial vehicles 100 and sent to a specific unmanned aerial vehicle 100 (the present aircraft), or may not be transmitted from other unmanned aerial vehicles 100 to a specific unmanned aerial vehicle 100. The UAV control unit 110 of the specific unmanned aerial vehicle 100 calculates. The position and speed of each of the unmanned aerial vehicles 100 obtained here are values after the simulation (time t12 after time t11). Further, the position and speed of the unmanned aerial vehicle 100 at time t12 may correspond to the position and speed before the flight simulation at the time of the next execution of the flight simulation (the time after the time t12, but corresponding to the time t11).

The UAV control unit 110 determines whether or not the stop condition of the unmanned aircraft group 100G is satisfied (S47). When 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 of FIG.

In this way, the unmanned aircraft 100 can be pluralityed by assuming the gravitational force Fa and the repulsive force Fr even if the flight path or flight position of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G is not set in advance. The flight shape of the unmanned aerial vehicle 100 flies in a manner of a target shape. Moreover, the user does not need to individually perform operations for setting the flight path or flight position for the unmanned aircraft 100, and the unmanned aircraft 100 can easily indicate the flight control of the unmanned aircraft group 100G. Moreover, the unmanned aerial vehicle 100 can move the plurality of unmanned aerial vehicles 100 according to the target shape, so that it is not necessary to prepare a plurality of operating devices for manipulating the plurality of unmanned aerial vehicles 100, so that the plurality of unmanned aerial vehicles 100 can be made Collaboration has been simplified.

Therefore, the unmanned aircraft 100 can simplify the setting for the flight control unmanned aircraft group 100G, thereby improving the degree of freedom of each of the unmanned aircraft 100 during flight.

Moreover, by performing flight simulation by the unmanned aircraft 100, the unmanned aerial vehicle 100 can alleviate the processing load of the terminal 80 for performing flight simulation using the measured values.

Further, the terminal 80 may perform an operation input via the operation unit 83 or display via the display unit 88, or may not perform an operation input or display. That is, the process of FIG. 17 may be implemented only by the unmanned aircraft 100, or the terminal 80 may not be provided.

(Second embodiment)

In the first embodiment, the unmanned aircraft group 100G in the execution of the flight simulation is described as an example of the operation in flight. In the second embodiment, the operation of the unmanned aircraft group 100G during flight simulation execution (for example, before flight) is indicated.

The aircraft body 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 denoted by the same reference numerals and will not be described.

FIG. 18 is a timing chart showing a first example of the operational flow of the terminal 80 and each of the unmanned aerial vehicles 100 in the second embodiment. In addition, the same processing as the operation flow shown in FIGS. 15 to 17 will be omitted or simplified.

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

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

The terminal control unit 81 acquires information on the target shape and the target position (S52). The terminal control unit 81 performs 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 aircraft 100 to each of the unmanned aerial vehicles 100 via the communication unit 85 as a result of the flight simulation (S54).

In the unmanned aircraft 100 (each unmanned aircraft 100), the UAV control unit 110 receives the flight control information via the communication interface 150 (S62). The UAV control unit 110 starts flight control of the unmanned aircraft 100 in accordance with flight control information (for example, flight path information) (S63).

Fig. 19 is a flowchart showing the operational flow of the flight simulation in S53.

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

The terminal control unit 81 calculates the position Pn and the speed Vn of each of the unmanned aerial vehicles 100 at time t12 based on the vector of the acceleration An of each of the unmanned aerial vehicles 100 (S74). The position and speed (an example of the calculation speed) of the unmanned aircraft 100 obtained here are values in the simulation (time t22 after time t21). Time t22 is an example of time t2. Further, the position and speed of the unmanned aerial vehicle 100 at the time t22 may correspond to the position and speed before the flight simulation at the time of the next execution of the flight simulation (the time after the time t22, but corresponding to the time t21). Further, the terminal control unit 81 can cause the display unit 88 to display the position and speed at time t22.

The terminal control unit 81 determines whether or not the stop condition of the unmanned aircraft group 100G is satisfied (S75). When 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 of the unmanned aerial vehicles 100 (S76). After S76, the processing of Fig. 19 is ended. In addition, the flight control information may also include information obtained by flight simulation and connected to the flight path at each time position instead of the position and speed. The flight path can be generated by the terminal control unit 81.

Therefore, in the present embodiment, the terminal 80 does not acquire the measured position and velocity of the unmanned aircraft 100 that performs flight control based on the simulation result, but uses the position Pn obtained in S74 in the next flight simulation (S71 to S74) and Speed Vn. Thereby, the terminal 80 continuously updates the position Pn and the speed Vn of the unmanned aircraft 100 one by one during the continuation of the flight simulation. The terminal 80 transmits the flight control information to each of the unmanned aerial vehicles 100 at a stage where the final flight simulation ends.

In this way, the terminal 80 calculates the position Pn and the speed Vn of the unmanned aerial vehicle 100 by flight simulation, sets the calculated position again to the position of the unmanned aircraft 100 at time t21, and again derives the gravitational force Fa or the repulsive force Fr. Thus, the terminal 80 can continue the flight simulation without using the measured values. Moreover, the actual measurement value may not be used, and the transmission of the flight control information to each of the unmanned aerial vehicles 100 may be completed at one time, so the terminal 80 may reduce data communication with the unmanned aircraft 100.

Further, the terminal 80 can sequentially calculate the position of the unmanned aircraft 100 by using the flight simulation to repeatedly calculate the position Pn and the speed Vn of the unmanned aircraft 100, thereby generating flight control information including the flight path. The unmanned aerial vehicle 100 can fly by acquiring the flight control information including the flight path without participating in the position calculation of the unmanned aircraft 100, in accordance with the resulting set of positions of the unmanned aircraft 100, that is, the flight path.

Further, the terminal 80 continues the flight simulation until the calculated speed Vn of each of the unmanned aerial vehicles 100 becomes equal to or less than the threshold value th1, and ends the flight simulation when the speed Vn becomes equal to or less than the threshold value th1. That is, the terminal 80 can sequentially calculate the position Pn or the speed Vn of the unmanned aircraft 100, for example, before the flight of the unmanned aerial vehicle 100 ends, or before each of the unmanned aerial vehicles 100 becomes in a hovering state. The terminal 80 can end the flight simulation at the time when the target shape is reached, for example, when the flight shape of the unmanned aircraft group 100G is hovering in the target shape. Further, after the flight shape of the unmanned aircraft group 100G becomes the target shape, for example, the unmanned aircraft group 100G may automatically fly in a flight shape before reaching a predetermined destination, or may be transmitted via a transmitter. The (proportional controller) maintains the flight shape to cause the plurality of unmanned aerial vehicles 100 to fly manually.

The flight control indication of the present embodiment can be implemented by the unmanned aircraft 100. In this case, the UAV control unit 110 of the unmanned aircraft 100 has the same function as the function related to the flight control instruction of the terminal control unit 81 of the terminal 80. The UAV control unit 110 performs processing related to the flight control instruction. Further, in the processing related to the flight control instruction of the UAV control unit 110, the same processing as the processing related to the flight control instruction by the terminal control unit 81 is omitted or simplified.

The flight control indication may indicate the flight control of all of the unmanned aircraft by one unmanned aircraft 100 (specific unmanned aircraft), or the flight control of the aircraft may be indicated by each unmanned aircraft 100, respectively.

FIG. 20 is a timing chart showing a second example of the operational flow of the terminal 80 and each of the unmanned aerial vehicles 100 in the second embodiment. In addition, the same processing as the operation flow shown in FIGS. 15 to 19 will be omitted or simplified.

In the specific unmanned aerial vehicle 100, the UAV control unit 110 acquires parameters of each of the unmanned aerial vehicles 100 included in the unmanned aircraft group 100G (S91). The parameters of the unmanned aerial vehicle 100 include information such as the position, speed, and safety distance rs of the unmanned aircraft 100. The position and speed of the unmanned aerial vehicle 100 obtained here are values before the flight simulation (time t21). The UAV control unit 110 can acquire the position of the own aircraft from the GPS receiver 240 or the like. The speed of each of the unmanned aerial vehicles 100 can 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 section 110 performs flight simulation (S93). The flight simulation of FIG. 20 is a UAV control unit 110 that changes the main body of each step of the flight simulation to the specific unmanned aircraft 100 by the terminal control unit 81 of the terminal 80, compared with the flight simulation of FIG. The other aspects are the same as those shown in FIG. 19, and detailed descriptions thereof will be omitted.

The UAV control unit 110 transmits the flight control information including the position and speed obtained in each of the unmanned aircraft 100 to the other unmanned aerial vehicles 100 via the communication interface 150 (S94).

The UAV control unit 110 starts flight control of the unmanned aircraft 100 as the own aircraft in accordance with flight control information (for example, flight path information) of the own aircraft obtained by flight simulation (S95).

In this way, by performing flight simulation by the unmanned aircraft 100, the unmanned aerial vehicle 100 can alleviate the processing load of the terminal 80 for implementing flight simulation without using the measured value. Further, the terminal 80 may perform an operation input via the operation unit 83 or display via the display unit 88, or may not perform an operation input or display. That is, the process of FIG. 20 may be performed only by the unmanned aircraft 100, or the terminal 80 may not be provided.

The present invention has been described above using the embodiments, but the technical scope of the present invention is not limited to the scope described in the above embodiments. It will be obvious to those skilled in the art that various changes or modifications can be made to the above-described embodiments. It is obvious that the manner in which such changes or improvements are made may also be included in the technical scope of the present invention.

The order of execution of the processes, the procedures, the steps, the stages, and the like in the devices, the systems, the procedures, and the methods in the claims, the description, and the drawings is not specifically defined as "before" or "before". Etc. If the output of the previous process is not used for the latter process, it can be implemented in any order. The operation flow in the claims, the description, and the drawings has been described using "first", "next", etc. for convenience, but it does not mean that it must be implemented in this order.

Claims

An information processing apparatus for indicating flight control of a plurality of flying bodies, characterized in that:

With a processing department,

The processing unit acquires information on a flight shape formed using a plurality of flight positions of the flying body and a position in which the flight shape is disposed,

Obtaining position information of a plurality of the flying bodies at the first moment,

Calculating parameters for guiding the respective positions of the plurality of the flying bodies in a position in which the flying shape is configured,

Based on the parameter, flight control of a plurality of the flying bodies at the second time after the first time is indicated.
The information processing device according to claim 1, wherein

The processing unit acquires, as the parameter, a first parameter for guiding a plurality of the flying bodies toward a position of the flying shape, and based on the position of the plurality of flying bodies and the flight at the first time Shape, calculating a second parameter for separating the flying bodies from the other flying bodies and the circumferential end of the flying shape,

Based on the parameter, flight control of a plurality of the flying bodies at the second time is indicated.
The information processing device according to claim 2, wherein

The processing unit calculates a position and a speed of the flying body at the second time based on the first parameter and the second parameter,

Flight control of the flying body is indicated based on the position and speed of the flying body.
The information processing device according to claim 3, wherein

The processing unit transmits the position and speed of the flying body at the second time to the flying body.
The information processing device according to claim 4, wherein

The processing unit acquires the measured position and the measured speed of the plurality of the flying bodies at the second time,

The measured position of the plurality of the flying bodies at the second time is set as the position information of the plurality of flying bodies at the first time.
The information processing device according to claim 3, wherein

The processing unit acquires a calculated position and a calculation speed of the plurality of the flying bodies at the second time,

The calculated position of the plurality of the flying bodies at the second time is set as the position information of the plurality of flying bodies at the first time.
The information processing device according to claim 3, wherein

The processing unit repeatedly calculates the position and velocity of the flying object at the second time, and generates a flight path of the flying body.

Based on the flight path, flight control of the flying body is indicated.
The information processing device according to any one of claims 3 to 7, wherein

The processing unit continues to calculate the position and speed of the flying body based on the first parameter and the second parameter until the speed of each of the flying bodies becomes equal to or lower than a threshold.
The information processing device according to claim 2, wherein

The processing unit calculates the second parameter of each flying body based on a distance between each of the flying bodies and another flying body other than each flying body and a safety distance for avoiding collision with the other flying body.
The information processing device according to claim 2, wherein

The processing unit calculates the second parameter of each flying body based on a distance between each of the flying bodies and the circumferential end of the flying shape.
A flight control indication method in an information processing apparatus for indicating flight control of a plurality of flying bodies, characterized in that:

It includes the following steps:

Acquiring information for a flight shape formed using a plurality of flight positions of the flying body and a position at which the flight shape is configured;

Obtaining position information of a plurality of the flying bodies at the first moment;

Calculating parameters for guiding respective positions of a plurality of the flying bodies in a position in which the flight shape is configured; and

Based on the parameter, flight control of a plurality of the flying bodies at the second time after the first time is indicated.
The flight control instructing method according to claim 11, wherein

The step of calculating the parameter includes the steps of: acquiring a first parameter for guiding a plurality of the flying bodies toward a position of the flying shape as the parameter, based on the plurality of the flying bodies at the first time Position and the flight shape, calculating a second parameter for separating the flying bodies from the other flying bodies and the circumferential end of the flying shape,

The step of indicating the flight control includes the step of indicating flight control of a plurality of the flying bodies at the second time based on the parameters.
The flight control instructing method according to claim 12, wherein

The step of indicating the flight control includes the following steps:

Calculating a position and a speed of the flying body at the second time based on the first parameter and the second parameter; and

Flight control of the flying body is indicated based on the position and speed of the flying body.
The flight control instructing method according to claim 13, wherein

The step of indicating the flight control includes the step of transmitting the position and velocity of the flying body at the second time to the flying body.
The flight control instructing method according to claim 14, wherein

The method further includes the steps of acquiring the measured position and the measured speed of the plurality of the flying bodies at the second moment.

The step of acquiring the position information of the flying body includes the step of setting the measured position of the plurality of flying bodies at the second time to the position information of the plurality of flying bodies at the first time.
The flight control instructing method according to claim 13, wherein

The method further includes the steps of acquiring a calculated position and a calculation speed of the plurality of the flying bodies at the second time,

The step of acquiring the position information of the flying body includes the step of setting the calculated position of the plurality of flying bodies at the second time to the position information of the plurality of flying bodies at the first time.
The flight control instructing method according to claim 13, wherein

The step of indicating the flight control includes the following steps:

Calculating the position and speed of the flying body at the second time repeatedly, and generating a flight path of the flying body; and

Based on the flight path, flight control of the flying body is indicated.
The flight control instructing method according to claim 13, wherein

The step of instructing the flight control includes the step of continuing to calculate the position and speed of the flying body based on the first parameter and the second parameter until the speed of each of the flying bodies reaches a threshold value or less.
The flight control instructing method according to claim 12, wherein

The calculating the parameter includes calculating the number of the respective flying bodies based on a distance between the flying bodies and other flying bodies other than the flying bodies, and a safety distance for avoiding collision with the other flying bodies 2 parameter steps.
The flight control instructing method according to claim 12, wherein

The step of calculating the parameters includes the step of calculating the second parameter of each of the flying bodies based on a distance between the respective flying bodies and a circumferential end of the flying shape.
A computer readable recording medium characterized by recording a program for causing an information processing apparatus indicating flight control of a plurality of flying bodies to perform the following steps:

Obtaining information for a flight shape formed using a plurality of flight positions of the flying body, and a position at which the flight shape is disposed;

Obtaining position information of a plurality of the flying bodies at the first moment;

Calculating parameters for guiding respective positions of a plurality of the flying bodies in a position in which the flight shape is configured; and

Based on the parameter, flight control of a plurality of the flying bodies at the second time after the first time is indicated.