Control method for unmanned aerial vehicle, management method, control device, management device, and unmanned aerial vehicle system

In an unmanned aerial vehicle system S, a target position Pt to which UAV 1a is headed among a plurality of UAVs 1 is determined on the basis of a position of each of a plurality of ports 2, and the UAV 1a is controlled to fly toward the target position Pt. And then, a port 2x to be used for landing of the UAV 1a is determined on the basis of a reservation status of each of the plurality of ports 2 by the other UAV 1 different from the UAV 1a among the plurality of the UAVs 1 while the UAV 1a is flying toward the target position Pt, and the UAV 1a is controlled to fly toward the determined port 2x.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a National Stage of International Application No. PCT/JP2018/046173 filed Dec. 14, 2018.

TECHNICAL FIELD

The present invention relates to a technical field such as a system including a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities for an unmanned aerial vehicle.

BACKGROUND ART

In recent years, there are known systems for managing flight plans and flight positions of a plurality of unmanned aerial vehicles that autonomously fly between take-off and landing facilities as well as managing each take-off and landing facility (also called a port) where the unmanned aerial vehicle capable of autonomous flight take off and land (for example, Patent Literature 1). According to such a system, even in a case where the plurality of unmanned aerial vehicles use a take-off and landing facility jointly, it is possible to respond to changes in the flight plan of the unmanned aerial vehicle while ensuring safety at the take-off and landing facility.

CITATION LIST

Patent Literature

SUMMARY OF INVENTION

Technical Problem

As described above, in a case where the plurality of unmanned aerial vehicles jointly use a take-off and landing facility, the take-off and landing facility can be used safely and efficiently by performing reservation management for the take-off and landing facility. However, there is no technology proposed in which, in a case where there are a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities, each unmanned aerial vehicle and users are enabled to use a more suitable take-off and landing facility according to a reservation status of each of the plurality of take-off and landing facilities.

Therefore, one or more embodiments of the present invention have been made in view of the above circumstances, and are directed to provide a control method of an unmanned aerial vehicle, a management method, a control device, a management device, and an unmanned aerial vehicle system to enable the unmanned aerial vehicle or users to use a more suitable take-off and landing facility according to a reservation status of each of the plurality of take-off and landing facilities.

Solution to Problem

In response to the above issue, and in accordance with certain embodiments, a control method, executed by a system including a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities for an unmanned aerial vehicle, is provided. The control method includes: a first determination step of determining a target position to which a first unmanned aerial vehicle among the plurality of unmanned aerial vehicle is headed on the basis of a position of each of the plurality of take-off and landing facilities; a first control step of controlling the first unmanned aerial vehicle to fly toward the target position; a second determination step of determining, while the first unmanned aerial vehicle is flying toward the target position, a take-off and landing facility to be used for landing by the first unmanned aerial vehicle among the plurality of take-off and landing facilities on the basis of a reservation status of each of the plurality of take-off and landing facilities by a second unmanned aerial vehicle different from the first unmanned aerial vehicle among the plurality of unmanned aerial vehicles; and a second control step of controlling the first unmanned aerial vehicle to fly toward the take-off and landing facility determined in the second determination step. This makes it possible to determine the take-off and landing facility used for landing and to perform flight control of the unmanned aerial vehicle so that the flight efficiency is not lowered as much as possible for the unmanned aerial vehicle. Accordingly, it is possible to enable each unmanned aerial vehicle to use a more suitable take-off and landing facility according to a reservation status of each of a plurality of take-off and landing facilities, and the plurality of take-off and landing facilities can be used effectively.

The take-off and landing facility may be determined before the first unmanned aerial vehicle enters an area with the target position as a reference. This makes it possible to determine a take-off and landing facility to be used for landing by the unmanned aerial vehicle with a time margin during the flight of the unmanned aerial vehicle.

The take-off and landing facility may be determined when the first unmanned aerial vehicle reaches the area with the target position as a reference. This makes it possible to determine the take-off and landing facility to be used for landing by the unmanned aerial vehicle at a flight position as close as possible to the target position to which the unmanned aerial vehicle is headed. Thus, it is possible to increase the possibility that a more suitable take-off and landing facility is determined for the unmanned aerial vehicle.

The control method may further include a first setting step of setting the area centered on the target position, the area including a position of each of the plurality of take-off and landing facilities. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The control method may further include a first setting step of setting the area centered on the target position, the area including a position of the take-off and landing facility already reserved as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle, and a position of a take-off and landing facility with a usage priority higher than a usage priority of the already reserved take-off and landing facility. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The control method may further include a first setting step of setting the area centered on the target position on the basis of the take-off and landing facility already reserved as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle, and a distance between a position of a take-off and landing facility farthest away from the target position among one or more take-off and landing facilities with a usage priority higher than a usage priority of the take-off and landing facility and the target position. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

A take-off and landing facility to be used for landing by the first unmanned aerial vehicle may be determined on the basis of the reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicles and the usage priority of each of the plurality of take-off and landing facilities by the first unmanned aerial vehicle. This makes it possible to enable each unmanned aerial vehicle to use a more suitable take-off and landing facility according to the reservation status and the usage priority of each of the plurality of take-off and landing facilities, and the plurality of take-off and landing facilities can be used effectively.

The control method may further include a second setting step of setting the usage priority for each of the plurality of take-off and landing facilities according to an instruction from a delivery requester or a recipient of a cargo delivered to the take-off and landing facility by the first unmanned aerial vehicle. This makes it possible to set the usage priority according to intention of the cargo delivery requester or the cargo recipient, and improve the convenience for the cargo delivery requester or the cargo recipient to use the take-off and landing facility.

The control method may further include a second setting step of setting the usage priority for each of the plurality of take-off and landing facilities according to an instruction from an operator of the first unmanned aerial vehicle. This makes it possible to set the usage priority according to intention of the operator of the unmanned aerial vehicle. Thus, it is possible to improve the convenience for the operator of the unmanned aerial vehicle to use the take-off and landing facility.

The control method may further include a second setting step of setting the usage priority for each of the plurality of take-off and landing facilities on the basis of a flight plan of the first unmanned aerial vehicle. This makes it possible to set the usage priority according to a flight plan of the unmanned aerial vehicle. Thus, it is possible to improve the convenience for the operator of the unmanned aerial vehicle to use the take-off and landing facility.

The control method may further include a first reservation step of reserving a first take-off and landing facility among the plurality of take-off and landing facilities as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle before the first unmanned aerial vehicle flies on the basis of a reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicle, and a usage priority of each of the plurality of take-off and landing facilities by the first unmanned aerial vehicle; and a second reservation step of reserving a second take-off and landing facility determined in the second determination step among the plurality of take-off and landing facilities, the second take-off and landing facility being different from the first take-off and landing facility, as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle, instead of the first take-off and landing facility reserved in the first reservation step. This makes it possible to dynamically change the reservation to the take-off and landing facility that is more convenient.

In a case where a reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicle is changed, the second take-off and landing facility may be reserved as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle. This makes it possible to dynamically change the reservation to the take-off and landing facility for which a higher usage priority is set.

In a case where a reservation of a take-off and landing facility with a usage priority higher than a usage priority of the first take-off and landing facility reserved by the first unmanned aerial vehicle is canceled, the take-off and landing facility for which the reservation is canceled may be reserved as the second take-off and landing facility. This makes it possible to dynamically change the reservation to the take-off and landing facility for which a higher usage priority is set.

A gravity center of an n (n is an integer of 3 or more) polygon formed on the basis of a midpoint between positions of each of the plurality of take-off and landing facilities or the positions of the plurality of take-off and landing facilities may be determined as the target position. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The target position may be determined on the basis of a position of the take-off and landing facility reserved by the first unmanned aerial vehicle, and a position of a take-off and landing facility with a usage priority higher than a usage priority of the reserved take-off and landing facility. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

In accordance with certain other embodiments, a management method, executed by a system including a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities for an unmanned aerial vehicle, is provided. The management method includes: an acquisition step of acquiring a usage priority of each of the plurality of take-off and landing facilities by a first unmanned aerial vehicle among the plurality of unmanned aerial vehicles; a first reservation step of reserving a first take-off and landing facility among the plurality of take-off and landing facilities as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle on the basis of a reservation status of each of the plurality of take-off and landing facilities by a second unmanned aerial vehicle different from the first unmanned aerial vehicle among the plurality of unmanned aerial vehicles, and the usage priority; and a second reservation step of reserving, while the first unmanned aerial vehicle is flying, a second take-off and landing facility different from the first take-off and landing facility instead of the first take-off and landing facility reserved in the first reservation step among the plurality of take-off and landing facilities as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle on the basis of a reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicle and the usage priority. This makes it possible to dynamically change the reservation to the take-off and landing facility that is more convenient for the user of the take-off and landing facility. Accordingly, it is possible to enable the users to use a more suitable take-off and landing facility according to a reservation status of each of a plurality of take-off and landing facilities, and the plurality of take-off and landing facilities can be used effectively.

In a case where a reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicle has changed, the second take-off and landing facility may be reserved as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle. This makes it possible to dynamically change the reservation to the take-off and landing facility for which a higher usage priority is set.

In a case where a reservation of a take-off and landing facility with a usage priority higher than a usage priority of the first take-off and landing facility reserved by the first unmanned aerial vehicle is canceled, the take-off and landing facility for which the reservation is canceled may be reserved as the second take-off and landing facility. This makes it possible to dynamically change the reservation to the take-off and landing facility for which a higher usage priority is set.

The management method may further include a determination step of determining a target position to which the first unmanned aerial vehicle is headed on the basis of a position of each of the plurality of take-off and landing facilities. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The second take-off and landing facility may be reserved before the first unmanned aerial vehicle enters an area with the target position as a reference. This makes it possible to reserve a take-off and landing facility to be used for landing by the unmanned aerial vehicle with a time margin during the flight of the unmanned aerial vehicle.

The take-off and landing facility may be reserved when the first unmanned aerial vehicle reaches the area with the target position as a reference. This makes it possible to reserve the take-off and landing facility to be used for landing by the unmanned aerial vehicle at a flight position as close as possible to the target position to which the unmanned aerial vehicle is headed. Thus, it is possible to increase the possibility that a more suitable take-off and landing facility is reserved for the user.

The management method may further include a first setting step of setting the area centered on the target position, the area including a position of each of the plurality of take-off and landing facilities. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The management method may further include a first setting step of setting the area centered on the target position, the area including a position of the first take-off and landing facility reserved by the first unmanned aerial vehicle and a position of a take-off and landing facility with a usage priority higher than a usage priority of the first take-off and landing facility. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The management method may further include a first setting step of setting the area centered on the target position on the basis of the first take-off and landing facility reserved by the first unmanned aerial vehicle, and a distance between a position of a take-off and landing facility farthest away from the target position among one or more take-off and landing facilities with a usage priority higher than a usage priority of the first take-off and landing facility and the target position. This makes it possible to set an appropriate area where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

A gravity center of an n (n is an integer of 3 or more) polygon formed on the basis of a midpoint between positions of the plurality of take-off and landing facilities or the positions of each of the plurality of take-off and landing facilities may be determined as the target position. This makes it possible to set an appropriate target position where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The target position may be determined on the basis of a position of the first take-off and landing facility reserved by the first unmanned aerial vehicle, and a position of a take-off and landing facility with a usage priority higher than a usage priority of the first take-off and landing facility. This makes it possible to set an appropriate target position where the flight efficiency of the unmanned aerial vehicle is not lowered as much as possible, even in a case where any take-off and landing facility is used for landing by an unmanned aerial vehicle among the plurality of take-off and landing facilities.

The management method may further include a second setting step of setting the usage priority for each of the plurality of take-off and landing facilities according to an instruction from a delivery requester or a recipient of a cargo delivered to the take-off and landing facility by the first unmanned aerial vehicle. This makes it possible to set the usage priority according to intention of the cargo delivery requester or the cargo recipient, and improve the convenience for the cargo delivery requester or the cargo recipient to use the take-off and landing facility.

The management method may further include a second setting step of setting the usage priority for each of the plurality of take-off and landing facilities according to an instruction from an operator of the first unmanned aerial vehicle. This makes it possible to set the usage priority according to intention of the operator of the unmanned aerial vehicle. Thus, it is possible to improve the convenience for the operator of the unmanned aerial vehicle to use the take-off and landing facility.

The management method may further include a second setting step of setting the usage priority for each of the plurality of take-off and landing facilities on the basis of a flight plan of the first unmanned aerial vehicle. This makes it possible to set the usage priority according to a flight plan of the unmanned aerial vehicle. Thus, it is possible to improve the convenience for the operator of the unmanned aerial vehicle to use the take-off and landing facility.

The management method may further include a change step of changing a flight plan of the first unmanned aerial vehicle according to a reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicle.

In accordance with certain other embodiments of the present invention, a control device, provided in a system including a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities for an unmanned aerial vehicle, is provided. The control device includes: a first determination unit which determines a target position to which a first unmanned aerial vehicle among the plurality of unmanned aerial vehicle is headed on the basis of a position of each of the plurality of take-off and landing facilities;

a first control unit which controls the first unmanned aerial vehicle to fly toward the target position; an acquisition unit which acquires take-off and landing facility information indicating a take-off and landing facility determined from among the plurality of take-off and landing facilities on the basis of a reservation status of each of the plurality of take-off and landing facilities by a second unmanned aerial vehicle different from the first unmanned aerial vehicle among the plurality of unmanned aerial vehicles while the first unmanned aerial vehicle is flying to the target position; and a second control unit which controls the first unmanned aerial vehicle to fly toward the take-off and landing facility indicated by the take-off and landing facility information.

In accordance with certain other embodiments, a management device, provided in a system including a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities for an unmanned aerial vehicle, is provided. The management device includes: an acquisition unit which acquires a usage priority of each of the plurality of take-off and landing facilities by a first unmanned aerial vehicle among the plurality of unmanned aerial vehicles; a first reservation unit which reserves a first take-off and landing facility among the plurality of take-off and landing facilities as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle on the basis of a reservation status of each of the plurality of take-off and landing facilities by a second unmanned aerial vehicle different from the first unmanned aerial vehicle among the plurality of unmanned aerial vehicles, and the usage priority; and a second reservation unit which reserves, while the first unmanned aerial vehicle is flying, a second take-off and landing facility different from the first take-off and landing facility among the plurality of take-off and landing facilities instead of the first take-off and landing facility reserved in the first reservation unit as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle on the basis of a reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicle, and the usage priority.

In accordance with certain other embodiments, an unmanned aerial vehicle system, which includes a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities for an unmanned aerial vehicle, is provided. The unmanned aerial vehicle system includes: a first determination unit which determines a target position to which a first unmanned aerial vehicle among the plurality of unmanned aerial vehicle is headed on the basis of a position of each of the plurality of take-off and landing facilities; a first control unit which controls the first unmanned aerial vehicle to fly toward the target position; a second determination unit which determines, while the first unmanned aerial vehicle is flying toward the target position, a take-off and landing facility to be used for landing by the first unmanned aerial vehicle among the plurality of take-off and landing facilities on the basis of a reservation status of each of the plurality of take-off and landing facilities by a second unmanned aerial vehicle different from the first unmanned aerial vehicle among the plurality of unmanned aerial vehicles; and a second control unit which controls the first unmanned aerial vehicle to fly toward the take-off and landing facility determined by the second determination unit.

In accordance with certain other embodiments, an unmanned aerial vehicle system, which includes a plurality of unmanned aerial vehicles and a plurality of take-off and landing facilities for an unmanned aerial vehicle, is provided. The unmanned aerial vehicle system includes: an acquisition unit which acquires a usage priority of each of the plurality of take-off and landing facilities by a first unmanned aerial vehicle among the plurality of unmanned aerial vehicles; a first reservation unit which reserves a first take-off and landing facility among the plurality of take-off and landing facilities as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle on the basis of a reservation status of each of the plurality of take-off and landing facilities by a second unmanned aerial vehicle different from the first unmanned aerial vehicle among the plurality of unmanned aerial vehicles, and the usage priority; and a second reservation unit which reserves, while the first unmanned aerial vehicle is flying, a second take-off and landing facility different from the first take-off and landing facility among the plurality of take-off and landing facilities instead of the first take-off and landing facility reserved in the first reservation unit as a take-off and landing facility to be used for landing by the first unmanned aerial vehicle on the basis of a reservation status of each of the plurality of take-off and landing facilities by the second unmanned aerial vehicle and the usage priority.

Advantageous Effect of the Invention

According to one or more embodiments of the present invention, it is possible to enable each unmanned aerial vehicle or users to use a more suitable take-off and landing facility according to a reservation status of each of a plurality of take-off and landing facilities.

DESCRIPTION OF EMBODIMENTS

Hereinafter, an unmanned aerial vehicle system according to an embodiment of the present invention will be described with reference to the drawings.

[1. Outline of Configuration and Operation of Unmanned Aerial Vehicle System S]

First, the outline of the configuration and operation of the unmanned aerial vehicle system S according to this embodiment will be described with reference toFIG.1.FIG.1is a diagram illustrating a schematic configuration example of the unmanned aerial vehicle system S. As illustrated inFIG.1, the unmanned aerial vehicle system S includes a plurality of unmanned aerial vehicles (hereinafter, referred to as “UAV (Unmanned Aerial Vehicle)”)1a,1b,1c, . . . , a plurality of take-off and landing facilities for UAV (referred to as “port”)2a,2b,2c, . . . , a traffic management system (hereinafter, referred to as “UTMS (UAV Traffic Management System)”)3, and a port management system (hereinafter, referred to as “PMS (Port Management System)”)4. In the following description, the plurality of UAVs1a,1b, . . . are collectively referred to as UAV1, and a plurality of ports2a,2b, . . . are collectively referred to as port2. The UAV1, the UTMS3, and the PMS4can communicate with each other via a communication network NW. The communication network NW includes, for example, the Internet, a mobile communication network, a radio base station thereof, and the like. The UTMS3and the PMS4execute various processes in cooperation with each other via the communication network NW. Incidentally, the UTMS3and the PMS4may be configured as one management system.

The UAV1can fly in the atmosphere by remote control or fly autonomously. The UAV1is also called a drone or a multi-copter. The UAV1is used, for example, for cargo delivery, ground condition observation, or the like. When the UAV1is used to deliver cargo, the cargo is delivered from the UAV1to a recipient at the port2where the UAV1lands. Moreover, when a storage box (delivery box) for temporarily storing cargo is installed at the port2, the cargo is transferred from the UAV1to the storage box. Moreover, when an unmanned ground vehicle (hereinafter referred to as “UGV (Unmanned Ground Vehicle)”) that travels on the ground to deliver the cargo is waiting at the port2, the cargo is delivered from the UAV1to the UGV. Incidentally, the UAV1is managed by a GCS (Ground Control Station) and can be remotely operated by an operator from the ground. For example, the GCS is installed in a control terminal that can be connected to the communication network NW as an application. In this case, the operator is, for example, a person who operates the control terminal or a controller provided in the control terminal. Alternatively, the GCS may be systemized by a server or the like. In this case, the operator is, for example, a system manager or a controller provided in the server.

The UTMS3includes, for example, one or more servers including a control server CS, and the like. The control server CS is an example of a control device. The UTMS3manages traffics and flights of the plurality of UAVs1. The traffic management of the UAV1includes management of a traffic plan before flight of the UAV1and management and control of a flight status of the UAV1in flight. The traffic plan before flight of the UAV1is a flight plan and the like including a scheduled route from a departure place to a destination (or a destination area) of the UAV1. The flight plan may include a scheduled passage time at each point on the scheduled route and a scheduled landing time. The management and control of the flight status of the UAV1is performed on the basis of aircraft information of the UAV1. The aircraft information of the UAV1includes at least position information of the UAV1. The position information of the UAV1indicates the current position (for example, latitude, longitude, and altitude) of the UAV1. The current position of the UAV1is the flight position of the UAV1in flight. The aircraft information of the UAV1may include speed information and the like of the UAV1. The speed information of the UAV1indicates a flight speed of the UAV1. For example, when a flight plan application for the UAV1is received from the GCS, the UTMS3determines whether the flight plan satisfies a predetermined standard, and if the flight plan satisfies the standard, the flight plan is approved. Moreover, the UTMS3performs air traffic control such as giving information and instructions to the UAV1. Examples of information given from the UTMS3to the UAV1include information on a safe flight path, information on a flight possible area, and the like. Further, the UTMS3may change the flight plan of the UAV1depending on a reservation status of each of the plurality of ports2managed by the PMS4.

The PMS4includes, for example, one or more servers including a management server MS, and the like. The management server MS is an example of a management device. The PMS4manages a plurality of ports2. The management of the port2includes a reservation management of the port2. The management of the port2is performed on the basis of a port ID of the port2, position information of the port2, reservation information of the port2, and the like. The port ID is identification information for identifying the port2. The position information of the port2indicates the position (installation position) of the port2. The position of the port2is represented by latitude and longitude, for example. The reservation information of the port2includes the aircraft ID of the UAV1that reserved the port2(landing reservation), the reservation date and time, and the like. The aircraft ID is identification information for identifying the UAV1. Incidentally, one PMS4may manage one port2(that is, one-to-one correspondence), or one PMS4may manage a plurality of ports2(that is, one-to-N correspondence). When one PMS4manages one port2, a plurality of sets (combinations) of PMSs4and the port2are provided. Alternatively, a plurality of PMSs4may exist. In this case, the plurality of PMSs4manages one or a plurality of ports. Moreover, when the UTMS3and the PMS4are configured as one management system, the control server CS and the management server MS may be configured integrally.

FIG.2is a conceptual diagram illustrating a state where the UAV1aflies from a departure place to a destination in the unmanned aerial vehicle system S. In the example ofFIG.2, first, a target position Pt to which the UAV1a(an example of the first UAV1) is headed is determined on the basis of respective positions of the ports2aand2b. This determination is performed by, for example, the control server CS. The target position Pt illustrated inFIG.2is at the midpoint between the respective positions of the port2aand the port2b. Incidentally, the target position Pt is represented by latitude and longitude, for example. Next, the UAV1ais controlled to fly toward the determined target position Pt. This control (flight control of the UAV1a) is performed by, for example, instructing the target position Pt from the control server CS to the UAV1a. Next, before the UAV1aenters an area Ar based on the determined target position Pt, the port2b(destination) to be used for landing by the UAV1ais determined in the ports2aand2bon the basis of the reservation status of each of the ports2aand2bby the other UAV1(second UAV1) different from the UAV1a(for example, whether the reservation is made for each time zone). This determination is performed by, for example, the management server MS. In the example ofFIG.2, in the ports2aand2b, the port2bthat is not reserved by another UAV1within a predetermined time before and after the reservation date and time by the UAV1a(that is, the reservation date and time is not included within the predetermined time) is determined. Then, when the UAV1areaches the area Ar (in other words, enters), the UAV1ais controlled to fly toward the port2b. This control (flight control of the UAV1a) is performed by, for example, instructing the position of the port2bfrom the control server CS to the UAV1a. Incidentally, the determination of the target position Pt and the control of the UAV1amay be performed by a control unit in the management server MS, the GCS, or the UAV1. Moreover, the determination of the port2may be performed by the control unit in the control server CS, the GCS, or the UAV1.

Moreover, in the example ofFIG.2, a usage priority by the UAV1ais set for each of the ports2aand2b. The usage priority is information indicating which port should be preferentially used by the UAV1aamong the plurality of ports2, and can also be referred to as a priority order used for landing by the UAV1a. The usage priority may be expressed in alphabets or numbers, but in the example ofFIG.2, it is expressed by A and B, with A being a usage priority higher than B. The usage priority “A” of the port2aby the UAV1ais set higher than the usage priority “B” of the port2bby the UAV1a, but the reservation status of the port2aby the other UAV1is reserved. Therefore, the port2bthat is not reserved by the other UAV1is determined as the port2used for landing by the UAV1a. If the reservation statuses of both the ports2aand2bby the other UAV1are released, the port2awith a higher usage priority is determined on the basis of the usage priority of each of the ports2aand2bby the UAV1a. Moreover, it is desirable that the port2aused for landing by the UAV1ais reserved before the UAV1aflies. In this case, the port2bused for landing by the UAV1ais determined and reserved in the ports2aand2bbefore flight of the UAV1aon the basis of the reservation status of each of the ports2aand2bby the other UAV1(for example, the UAVs1b,1c, etc.) different from the UAV1aand the usage priority of each of the ports2aand2bby the UAV1a. Then, while the UAV1ais flying, if the reservation status of the port2awith a usage priority higher than the usage priority of the port2breserved before flight of the UAV1achanges (for example, if the reservation by the UAV1bdifferent from the UAV1ais canceled or the reservation time by the UAV1bis changed (for example, shortened, extended, or moved to a different time zone)), the port2awhose reservation status has been changed may be determined and reserved as the port2used for landing by the UAV1a. Namely, the port2a, which is different from the port2b, is reserved (changed in reservation) as the port2used for landing by the UAV1ainstead of the port2breserved before flight of the UAV1aon the basis of the reservation status of ports2aand2bby other the UAV1different from the UAV1aand the usage priority of ports2aand2bby the UAV1a. Then, when the UAV1areaches the area Ar, the control is performed such that the UAV1aflies toward newly reserved port2a. Incidentally, the reservation process is performed by the management server MS, for example.

Herein, for example, the description will be given in consideration of a case where a flight plan change of the UAV1bdifferent from the UAV1aoccurs and the reservation of the port2areserved by the UAV1bis canceled. In this case, after canceling the reservation of the port2aby the UAV1b, the port2ais not used for landing at the reservation date and time unless a reservation is made by the other UAV1by the reservation date and time. However, while the UAV1atries to use the port2aat the reservation date and time, if the port2ais reserved by the UAV1bat the time of reservation by the UAV1a, the UAV1ais not possible to reserve the port2a. Then, the UAV1areserves the port2b, which is more inconvenient than the port2afor the UAV1ainstead of the port2a, and then uses the port2bfor landing without knowing that the reservation for the port2aby the UAV1bhas been canceled. In such a case, the port2ais not used for landing, and the UAV1auses the inconvenient port2bfor landing. However, according to the method executed by the system S, the port is used efficiently, and the UAV1can use more suitable port2for landing.

[1-1. Outline of Configuration and Function of UAV1]

Next, the outline of the configuration and function of the UAV1will be described with reference toFIG.3. FIG.3is a diagram illustrating a schematic configuration example of the UAV1. As illustrated inFIG.3, the UAV1includes a drive unit11, a positioning unit12, a radio communication unit13, an imaging unit14, a control unit15, and the like. Incidentally, while not illustrated, the UAV1includes a rotor (propeller) that is a horizontal rotary blade, various sensors, and a battery or the like that supplies power to each part of the UAV1. Various sensors used for flight control of the UAV1include a barometric sensor, a three-axis acceleration sensor, a geomagnetic sensor, and the like. Detection information detected by the various sensors is output to the control unit15. The detection information detected by the barometric sensor is used to calculate the flight speed of the UAV1.

The drive unit11includes a motor, a rotating shaft, and the like. The drive unit11rotates a plurality of rotors by a motor, a rotating shaft, and the like that are driven according to a control signal output from the control unit15. The positioning unit12includes a radio receiver, an altitude sensor, and the like. For example, the positioning unit12receives a radio wave transmitted from a GNSS (Global Navigation Satellite System) satellite by the radio receiver, and detects the current position (latitude and longitude) of the UAV1in the horizontal direction on the basis of the radio wave. Incidentally, the current position in the horizontal direction of the UAV1may be corrected on the basis of an image captured by the imaging unit14or a radio wave transmitted from the radio base station.

Further, the positioning unit12may detect the current position (altitude) in the vertical direction of the UAV1using the altitude sensor. The position information indicating the current position detected by the positioning unit12is output to the control unit15. Incidentally, the position information of the UAV1can be applied in this embodiment even if the information is position information (that is, two-dimensional position information) indicating the current position (latitude and longitude) in the horizontal direction of the UAV1. The radio communication unit13controls communication performed via the communication network NW. The imaging unit14includes a camera and the like. The imaging unit14continuously captures the real space within a range (around the UAV1) that falls within the angle of view of the camera. Image information captured by the imaging unit14is output to the control unit15.

The control unit15includes a central processing unit (CPU) which is a processor, a read only memory (ROM), a random access memory (RAM), a non-volatile memory, and the like. The control unit15executes various controls of the UAV1according to a control program (program code group) stored in, for example, a ROM or a non-volatile memory. Various types of control include take-off control, flight control, and landing control. In the flight control and the landing control, the position information acquired from the positioning unit12, the image information acquired from the imaging unit14, the detection information acquired from various sensors, flight plan information indicating a pre-registered flight plan, and instruction information from the UTMS3are used to control the speed of the rotor, the position, posture, and traveling direction of the UAV1, and the like. According to this configuration, the UAV1can fly autonomously from the departure place to the destination. Herein, the autonomous flight of the UAV1is not limited to the autonomous flight in which the control unit15provided in the UAV1performs flight control. The autonomous flight of the UAV1includes, for example, an autonomous flight by performing autonomous control as the entire unmanned aerial vehicle system S. Incidentally, the control unit15can also perform flight control in accordance with an instruction signal from the control terminal. Then, during the flight of the UAV1, the control unit15periodically transmits the aircraft information of the UAV1together with the aircraft ID of the UAV1to the UTMS3via a radio communication unit23. The aircraft ID and the aircraft information of the UAV1may be transmitted from the UAV1to the UTMS3via the GCS.

[1-2. Outline of Configuration and Function of Control Server CS]

Next, the outline of the configuration and function of the control server CS will be described with reference toFIGS.4and5.FIG.4is a diagram illustrating a schematic configuration example of the control server CS. As illustrated inFIG.4, the control server CS includes a communication unit31, a storage unit32, and a control unit33, etc. The communication unit31serves to control communication performed via the communication network NW. The storage unit32includes, for example, a hard disk drive, and the like. The storage unit32stores the aircraft ID of the UAV1, the flight plan information indicating the flight plan of the UAV1, and the aircraft information of the UAV1in association with each other for each of the plurality of UAVs1(for example, the UAV1subjected to flight control).

The control unit33includes a CPU that is a processor, a ROM, a RAM, and a non-volatile memory, etc.FIG.5is a diagram illustrating an example of functional blocks in the control unit33. For example, according to a program stored in the ROM or the non-volatile memory, the control unit33functions, as illustrated inFIG.5, as an aircraft information acquisition unit33a, a port information acquisition unit33b, a target position determination unit33c, an area setting unit33d, a flight control unit33e, and a flight status providing unit33f. The port information acquisition unit33bis an example of an acquisition unit of the control device. The target position determination unit33cis an example of a first determination unit of the control device. The flight control unit33eis an example of a first control unit and a second control unit of the control device.

The aircraft information acquisition unit33aperiodically acquires the aircraft information of the UAV1afrom the UAV1aor the GCS via the communication unit31together with the aircraft ID of the UAV1to be flight-controlled (hereinafter, the UAV1ais taken as an example). The port information acquisition unit33bacquires the aircraft ID of the UAV1ato be flight-controlled, the port IDs of the plurality of ports2selected as landing candidates of the UAV1a, the usage priority of each of the plurality of ports2by the UAV1a, and the port information of each of the plurality of port2from the management server MS (port information providing unit43c) via the communication unit31. Herein, the port2selected as a landing candidate of the UAV1ato be flight-controlled corresponds to the port2reserved by the UAV1aand the port2not reserved by the UAV1a. Incidentally, the port information acquired by the port information acquisition unit33bincludes, for example, the position information of the port2and reservation information of the port2.

The target position determination unit33cdetermines the target position Pt to which the UAV1ais headed on the basis of the positions of each of the plurality of ports2selected as landing candidates of the UAV1ato be flight-controlled. For example, when the respective positions of the two ports2are based, as illustrated inFIG.2, the target position determination unit33cdetermines the midpoint between the respective positions of the two ports2aand2bas the target position Pt. Alternatively, when the respective positions of three or more ports2are based, the target position determination unit33cdetermines a gravity center (geometric center) of an n (n is an integer of 3 or more) polygon (polygonal shape) formed on the basis of the respective positions of the three or more ports2as the target position Pt.FIG.6illustrates an example in which the gravity center of a triangle formed on the basis of respective positions of the three ports2ato2cis set as the target position Pt.FIG.7illustrates an example in which the gravity center of a quadrangle formed on the basis of respective positions of the four ports2ato2dis set as the target position Pt. As described above, since the target position Pt to which the UAV1ais headed is determined on the basis of the positions of the plurality of ports2selected as landing candidates, even in a case where the port2of the plurality of ports2is landed by the UAV1a, it is possible to determine an appropriate target position Pt in which the flight efficiency of the UAV1adoes not decrease as much as possible.

Moreover, in a case where the port2reserved for the UAV1ato be flight-controlled is included in the port2used for determining the target position Pt, the target position determination unit33cmay determine the target position Pt to which the UAV1ais headed on the basis of the position of the reserved port2and the position of the port2(that is, the port2not reserved by the UAV1a) for which a usage priority higher than the usage priority of the port2is set.FIG.8illustrates an example in a case where the gravity center of the triangle formed on the basis of the position of the reserved port2cand the position of each of the ports2aand2b(that is, the non-reserved ports2aand2b) that have a usage priority higher than the usage priority of the port2cis set as the target position Pt. In other words, in the example ofFIG.8, the target position Pt is determined by excluding the port2din which a usage priority lower than the usage priority of the reserved port2cis set. In this example, the port2dwith a usage priority lower than the usage priority of reserved port2cis not used for landing by the UAV1a(that is, reservation is not changed to the port2d). Therefore, it is possible to determine an appropriate target position Pt that does not lower the flight efficiency by excluding such port2d. Incidentally, in a case where the reservation of the port2by the UAV1ais changed while the flight-controlled UAV1ais in flight, the target position determination unit33cdetermines a target position Pt″ to which the UAV1ais headed on the basis of the position of the port2whose reservation has been changed and the position of the port2(that is, the port2not reserved by the UAV1a) for which a usage priority higher than the usage priority of the reservation-changed port2is set.

The area setting unit33dsets the area Ar with the target position Pt as a reference (for example, the center). The area Ar includes the position of each of the plurality of ports2which are used for determining the target position Pt as illustrated inFIGS.2,6, and7. Herein, the area Ar including the position of the port2may be the area Ar in which any one point within the range occupied by the ports2(for example, a center point if the port2is circular, a point on the boundary of the circle, etc.), or may be the area Ar which includes the entire range occupied by the ports2. In a case where a polygon is formed by the positions of the plurality of ports2as illustrated inFIGS.6and7, the area setting unit33dmay determine the area Ar on the basis of the distance between the position of the port2farthest away from the target position Pt among the ports2(for example, the position of any one point within the range occupied by the ports2) and the target position Pt. According to this configuration, even in a case where any port2among the plurality of ports2is used for landing by the UAV1a, it is possible to set an appropriate area Ar in which the flight efficiency of the UAV1adoes not decrease as much as possible. For example, a circle having a radius between the position of the port2farthest away from the target position Pt and the target position Pt with the target position Pt as the center may be set as the area Ar.

Moreover, in a case where the port2reserved by the UAV1ais included in the plurality of ports2used for determining the target position Pt, the area setting unit33dmay set the area Ar with the target position Pt as a reference (for example, the center), which includes the position of the reserved port2and the position of the port2(that is, the port2not reserved by the UAV1a) for which a usage priority higher than the usage priority of the reserved port2is set. As described above, the port2with a usage priority lower than the reserved usage priority of the port2is not used for landing by the UAV1a. Therefore, it is possible to set an appropriate area Ar that does not lower the flight efficiency by excluding such port2. In particular, as illustrated inFIG.8, in a case where a polygon is formed by the plurality of ports2, the area setting unit33dmay set the area Ar on the basis of the reserved port2and the distance between the position of the port2farthest away from the target position Pt among the ports2(that is, the port2not reserved by the UAV1a) for which a usage priority higher than the usage priority of the reserved port2is set and the target position Pt. For example, as illustrated inFIG.8, the area Ar is set within a circle centered on the target position Pt and having a radius r between the position of the port2cfarthest away from the target position Pt and the target position Pt. Incidentally, in a case where the reservation of the port2by the UAV1ais changed while flight-controlled UAV1ais in flight, the area setting unit33dmay reset the area Ar with the target position Pt as a reference (for example, the center), which is the area Ar″ which includes the position of the reservation-changed port2and the position of the port2(that is, the port2not reserved by the UAV1a) for which a usage priority higher than the usage priority of the reservation-changed port2.

As described with reference toFIGS.2, and6to8, the determination of the target position Pt and the setting of the area Ar may be performed on a two-dimensional plane. For example, in a case where the position of the port2is represented by latitude and longitude, the latitude and longitude of each port2is converted into position coordinates in a predetermined two-dimensional plane, and the target position Pt may be determined and the area Ar may be set in the two-dimensional plane. It is also possible to convert the target position Pt and the area Ar into latitude and longitude. Incidentally, it is also possible to determine the target position Pt and set the area Ar according to the axiom of non-Euclidean geometry. For example, the surface of the earth is regarded as a spherical model, and the midpoint between the plurality of ports2on the surface of the earth, or the gravity center of an n-polygon formed on the basis of the position of the plurality of ports2is obtained according to the axiom of spherical geometry, and may be set as the target position Pt. Moreover, the area Ar with the target position Pt as a reference may be set on the surface of the earth according to the axiom of spherical geometry.

The flight control unit33erecognizes the flight position of the UAV1ato be flight-controlled, the target position Pt, and the boundary position of the area Ar. Incidentally, the boundary position is represented by latitude and longitude, for example. Then, the flight control unit33etransmits instruction information indicating the target position Pt to the UAV1abefore the UAV1aenters the area Ar, thereby controlling the UAV1ato fly toward the target position Pt. During this time, in a case where the port2used for landing by the UAV1ais determined and reserved (new reservation or reservation change), the reservation information of each of the plurality of ports2selected as landing candidates of the UAV1atogether with the aircraft ID of the UAV1a(that is, including the changed reservation information) is acquired by the port information acquisition unit33b. Then, if the flight control unit33edetermines that the UAV1areaches the area Ar on the basis of the flight position (current position) of the UAV1aand the boundary position of the area Ar, the instruction information indicating the position of the port2reserved by the UAV1ais transmitted to the UAV1ato control the UAV1ato fly toward the reserved port2. By this configuration, the UAV1aflying toward the target position Pt changes in course at the boundary position of the area Ar and flies toward the position of the reserved port2.

In this way, the determination on the course change is made on the basis of the flight position of the UAV1aand the boundary position of the area Ar. However, instead, it may be made on the basis of the estimated arrival time at which the UAV1aarrives at target position Pt. In this case, for example, the flight control unit33ecalculates a required estimation time from the distance between the flight position of the UAV1aand the target position Pt and the flight speed of the UAV1a, and calculates an estimated arrival time from the calculated required estimation time and the current time. Then, once the flight control unit33edetermines that it is a predetermined time before the calculated estimated arrival time (for example, 5 minutes before), the instruction information indicating the position of the reserved port2by the UAV1ais transmitted to the UAV1asuch that the UAV1aflies toward the reserved port2.

The flight status providing unit33ftransmits flight status information of the UAV1ato the management server MS via the communication unit31together with the aircraft ID of the UAV1ato be flight-controlled. The flight status information is information indicating the flight status of the UAV1ato be flight-controlled. For example, in a case where the flight control of the UAV1ais started, the flight status providing unit33ftransmits the flight status information indicating that the flight control of the UAV1ais started to the management server MS via the communication unit31together with the aircraft ID of the UAV1a. Moreover, in a case where the UAV1areaches the area Ar, the flight status providing unit33ftransmits the flight status information indicating that the UAV1ahas reached the area Ar to the management server MS via the communication unit31together with the aircraft ID of the UAV1a. Incidentally, in a case where a predetermined time (for example, several minutes with a margin) before the UAV1areaches the area Ar, the flight status providing unit33fmay transmit the flight status information indicating that it is the predetermined time before he UAV1areaches the area Ar to the management server MS via the communication unit31together with the aircraft ID of the UAV1a.

[1-3. Outline of Configuration and Function of Management Server MS]

Next, the outline of the configuration and function of the management server MS will be described with reference toFIGS.9and10.FIG.9is a diagram illustrating a schematic configuration example of the management server MS. As illustrated inFIG.9, the management server MS includes a communication unit41, a storage unit42, a control unit43, and the like. The communication unit41controls communication performed through the communication network NW. The storage unit42includes, for example, a hard disk drive, and the like. The storage unit42stores the port ID of the port2, the name of the port2, the position information of the port2, and the reservation information of the port2in association with each other for each of the plurality of ports2. Incidentally, the name of the port2may include, for example, a facility name such as a station name, a park name, or a store name. The reservation information of the port2includes the aircraft ID of the UAV1that has reserved the port2, the reservation date and time, and the like. Moreover, the storage unit42stores the aircraft ID of the UAV1, the port IDs of the plurality of ports2selected as landing candidates of the UAV1, and the usage priority of each of the plurality of ports2by the UAV1in association with each other for each of the plurality of UAVs1.

The control unit43includes a CPU which is a processor, a ROM, a RAM, a non-volatile memory, and the like.FIG.10is a diagram illustrating an example of functional blocks in the control unit43. As illustrated inFIG.10, the control unit43functions as a reservation request receiving unit43a, a reservation processing unit43b, and the port information providing unit43c, for example, according to a program stored in a ROM or a non-volatile memory. Incidentally, the reservation processing unit43bis an example of an acquisition unit, a first reservation unit, and a second reservation unit of the management device.

The reservation request receiving unit43areceives a reservation request of the port2from, for example, a predetermined server on the communication network NW. This reservation request includes the aircraft ID of the UAV1related to the reservation request (hereinafter, the UAV1ais taken as an example), the port IDs of the plurality of ports2selected as landing candidates of the UAV1a, the usage priority of each of the plurality of ports2by the UAV1a, and the reservation date and time. The plurality of ports2that are landing candidates of the UAV1aare selected according to an instruction from the operator of the UAV1a, for example. Alternatively, the plurality of ports2that are landing candidates of the UAV1amay be automatically selected (without an instruction input by the operator) on the basis of the flight plan of the UAV1a. In this case, the plurality of ports2existing in a target area included in the flight plan of the UAV1aare selected as the plurality of ports2that are landing candidates of the UAV1a. Moreover, in a case where the UAV1ais used for cargo delivery, the plurality of ports2that are landing candidates of the UAV1amay be selected, for example, in accordance with an instruction from a cargo delivery requester or a cargo recipient of the cargo delivered to the port2by the UAV1a.

The usage priority of each of the plurality of ports2by the UAV1ais set according to an instruction from the operator of the UAV1a, for example. According to this configuration, it is possible to set the usage priority according to intention of the operator of the UAV1a, and it is possible to improve the convenience for the operator to use the port2. Alternatively, the usage priority of each of the plurality of ports2may be automatically set on the basis of the flight plan of the UAV1a. According to this configuration, it is possible to set the usage priority according to the flight plan of the UAV1a, and it is possible to improve the convenience for the UAV1aoperator to use the port2. For example, the usage priority may be set so as to increase in an order from the departure place among the plurality of ports2selected in the target area. Alternatively, the usage priority may be set so as to increase in an order of the short required estimation time from the departure place among the plurality of ports2selected in the target area. Moreover, in a case where the UAV1ais used for cargo delivery, the usage priority of each of the plurality of ports2may be set in accordance to an instruction from a delivery requester or a recipient of the cargo delivered to the port2by the UAV1a. According to this configuration, it is possible to set the usage priority according to intention of the cargo delivery requester or the cargo recipient, and the convenience of using the port2by the cargo delivery requester or the cargo recipient can be improved.

In accordance with the reservation request received by the reservation request receiving unit43a, the reservation processing unit43bperforms a reservation process for determining and reserving the port2that the UAV1ais used for landing at the reservation date and time included in the reservation request. In this reservation process, on the basis of the reservation status of each of the plurality of ports2(that is, the plurality of ports2selected as landing candidates of the UAV1arelated to the reservation request) by the other UAV1different from the UAV1arelated to the reservation request, the reservation processing unit43bdetermines the port2that is not reserved by the other UAV1within a predetermined time before and after the reservation date and time included in the reservation request as the port2used for landing by the UAV1arelated to the reservation request. Herein, in a case where there is one port2that is not reserved by the other UAV1, the reservation processing unit43bdetermines the one port2that is not reserved as the port2that the UAV1ais used for landing. On the other hand, in a case where there are a plurality of ports2that are not reserved by the other UAV1, the reservation processing unit43bacquires the usage priority of each of the plurality of ports2by the UAV1afrom the reservation request, for example. Then, the reservation processing unit43bdetermines the port2used by the UAV1afor landing on the basis of the usage priority of each of the plurality of ports2by the UAV1ain addition to the reservation status of each of the plurality of ports2by the other UAV1. For example, among the plurality of ports2aand2bnot reserved by the other UAV1, the port2awith the highest usage priority by the UAV1arelated to the reservation request is determined as the port2used for landing by the UAV1a. When the port2is determined in this way, the reservation processing unit43bstores the reservation information including the aircraft ID of the UAV1athat has reserved the port2and the reservation date and time in association with the port ID of the determined port2so as to reserve (newly reserve) port2that the UAV1ais used for landing.

Moreover, the reservation processing unit43bperforms a port cancellation check while the UAV1ais flying after the reservation of the port2used for landing by the UAV1a. The port cancellation check is a method for detecting a change in the reservation status of the port2by the other UAV1. In the port cancellation check, it is checked whether the reservation of the port2with a usage priority higher than the usage priority of the port2reserved by flight-controlled UAV1a(that is, the reservation by other UAV1) has been canceled. In this port cancellation check, the reservation time of the port2with a usage priority higher than the usage priority of the port2reserved by flight-controlled UAV1a(that is, the reservation time by other UAV1) is changed (for example, whether it has been shortened, extended, or moved to a different time zone) may be checked. Then, in a case where the reservation of the port2with a usage priority higher than the usage priority of the port2reserved by the UAV1ais canceled (or, in a case where the reservation time by the other UAV1is not included in a predetermined time before and after the reservation date and time requested by the UAV1aby changing the reservation time), the port2for which the reservation by other UAV1is canceled (or, the reservation time has been changed) is determined and reserved as the port2used for landing by the UAV1a(reservation change) instead of the port2already reserved by the UAV1a(that is, the port2is canceled). According to this configuration, it is possible to dynamically change the reservation of the port2to which a higher usage priority is set while the UAV1ais flying.

Namely, while the UAV1ato be flight-controlled is flying, the reservation processing unit43bdetermines and reserves a port2different from the port2already reserved by the UAV1aas a port2to be used for landing by the UAV1aon the basis of the reservation status of each of the plurality of ports2by the other UAV1different from the UAV1aand the usage priority of each of the plurality of ports2by the UAV1a. By this configuration, the reservation information associated with the port ID of the determined port2is changed (change of the aircraft ID and, in some cases, the reservation date and time). Herein, the reservation information associated with the port ID of the port2already reserved by the UAV1ais changed without reservation. Incidentally, the port cancellation check may be performed before the UAV1ato be flight-controlled enters the area Ar. According to this configuration, it is possible to reserve the port2used for landing by the UAV1awith a time margin during the flight of the UAV1a. Preferably, the port cancellation check may be performed plural times at a predetermined time interval before the UAV1ato be flight-controlled enters the area Ar from the start of flight. Moreover, the port cancellation check may be performed when the UAV1ato be flight-controlled reaches the area Ar. According to this configuration, it is possible to reserve the port2used for landing by the UAV1aat a flight position as close as possible to the target position Pt to which the UAV1ais headed. Thus, it is possible to increase a possibility that a more suitable port2is reserved.

The port information providing unit43ctransmits the aircraft ID of the UAV1arelated to the reservation request received by the reservation request receiving unit43a, the port IDs of the plurality of ports2selected as landing candidates of the UAV1a, the usage priority of each of the plurality of ports2by the UAV1a, and the port information of each of the plurality of ports2to the control server CS via the communication unit41. This transmission is performed, for example, when the port2used for landing by the UAV1arelated to the reservation request is reserved (new reservation or reservation change).

[2. Example of Operation of Unmanned Aerial Vehicle System S]

Next, an example of the operation of the unmanned aerial vehicle system S according to this embodiment will be described with reference toFIGS.11and12, etc. Incidentally, the example described below is an example in a case where the unmanned aerial vehicle system S is applied to a cargo delivery system Sx.FIG.11is a diagram illustrating a schematic configuration example of the cargo delivery system Sx. The cargo delivery system Sx illustrated inFIG.11is configured to include a delivery processing server DS and the like that performs processing related to cargo delivery in addition to the UAV1, the port2, the UTMS3, and the PMS4. The delivery processing server DS can communicate with the UTMS3, the PMS4, the GCS, and the like via the communication network NW. Moreover, the delivery processing server DS can be accessed from a mobile terminal T (for example, a smartphone, a tablet, etc.) used by a cargo delivery requester. The delivery processing server DS manages information such as the ID, name, telephone number, email address, and the like of the cargo delivery requester. Incidentally, the cargo delivery requester may be a cargo recipient or a person other than the recipient.FIG.12is a flowchart illustrating a flow of processing executed by the cargo delivery system Sx illustrated inFIG.11.

The process illustrated inFIG.12is started, for example, when the delivery processing server DS receives a delivery request from the mobile terminal T. When the process illustrated inFIG.12is started, the delivery processing server DS acquires information such as the cargo to be delivered and the delivery date and time of the cargo in response to the delivery request from the mobile terminal T (Step S1). Incidentally, the delivery date and time of the cargo may be specified by the cargo delivery requester, or may be determined according to the criteria of the delivery processing server DS. Next, the delivery processing server DS determines the reservation date and time on the basis of the acquired delivery date and time and determines, for example, the UAV1athat can deliver the cargo on the determined reservation date and time (Step S2). Incidentally, the deliverable UAV1ais determined on the basis of information from, for example, the GCS. Next, the delivery processing server DS selects, for example, the ports2ato2dthat are the landing candidates of the determined UAV1a, and sets the priority order (an example of usage priority) of each of the selected ports2ato2d(Step S3). Herein, a specific example of a method for selecting the ports2ato2das landing candidates of the UAV1aand a method for setting the priority order will be described with reference toFIGS.13and14.

First, the delivery processing server DS transmits a receiving area designating page for accepting designation of a cargo receiving area to the mobile terminal T. By this configuration, the receiving area designating page is displayed on the display D of the mobile terminal T. Then, when the delivery requester specifies a desired receiving area through the receiving area designating page, the delivery processing server DS transmits a port selection page for accepting the selection of the port2in the receiving area specified by the delivery requester to the mobile terminal T. By this configuration, the port selection page is displayed on the display D of the mobile terminal T. Incidentally, the delivery processing server DS acquires the port IDs, names, and position information of the plurality of ports2existing in the receiving area from, for example, the management server MS.

FIG.13is a diagram illustrating a display example of the port selection page when the port selection page is received. As illustrated inFIG.13, a map101in the reception area designated by the delivery requester is displayed on the port selection page. On the map101, a port mark P corresponding to each of the plurality of ports2existing in the receiving area is displayed at a position on the basis of the position information of the respective ports2. Incidentally, instead of the map101, a list of the plurality of ports2existing in the receiving area (for example, a name list) may be displayed. Moreover, a selected port display field102is displayed on the port selection page illustrated inFIG.13. In the selected port display field102, the name of each of the plurality of ports2selected as a cargo receiving place and the priority order of each of the plurality of ports2can be displayed according to the instruction from the delivery requester.

FIG.14is a diagram illustrating a display example of the port selection page when the plurality of ports2is selected as a cargo receiving place. For example, among the plurality of port marks P displayed on the map101illustrated inFIG.13, when the delivery requester sequentially specifies the port marks P corresponding to the plurality of desired receiving places, the ports2ato2deach corresponding to the designated port marks P are selected by the delivery processing server DS, and the priority order of each of the ports2ato2dis set by the delivery processing server DS in the designated order. By this configuration, the names and priority order of the ports2ato2dare displayed in the selected port display field102as illustrated inFIG.14. The plurality of ports2ato2dselected herein are the plurality of ports2selected as landing candidates of the UAV1adetermined in Step S2. In the example ofFIG.14, the name of the port2ais an A-station port with a first priority order, the name of the port2bis a B-park port with a second priority order, the name of the port2cis a C-station port with a third priority order, and the name of the port2dis a D-store port with a fourth priority order. Incidentally, the delivery requester can change the priority order set for the selected ports2ato2dthrough designation of a pull-down list button103. Moreover, an ON/OFF switching button104for the port change function is displayed on the port selection page illustrated inFIG.14. The port change function is a function to change the reserved port2with a low priority order to the port2with a high priority order after the start of cargo delivery (that is, while the UAV1adelivering the cargo is flying). In the example ofFIG.14, since the ON/OFF switching button104indicates ON, the port change function is set to ON.

Then, when the delivery requester designates a confirmation button105in the display state as illustrated inFIG.14, for example, the delivery processing server DS transmits a reservation request for the port2to the management server MS. This reservation request includes the aircraft ID of the UAV1adetermined in Step S2, the port IDs of the plurality of ports2ato2dselected in Step S3, the priority order set to the plurality of ports2ato2din Step S3, and the reservation date and time determined in Step S2. At this time, ON/OFF setting information of the port change function is transmitted from the delivery processing server DS to the management server MS. Incidentally, information included in the reservation request and the ON/OFF setting information may be transmitted from the delivery processing server DS to the control server CS.

Next, when the management server MS receives the reservation request from the delivery processing server DS, the management server MS performs a reservation process of determining and reserving the port2to be used for landing for the UAV1a(that is, the UAV1adetermined in Step S2) related to the reservation request (Step S4). In this reservation process, as described above, the management server MS determines and reserves one port2(hereinafter, referred to as “port2x”) to be used for landing by the UAV1aamong the plurality of ports2ato2don the basis of the reservation status of each of the plurality of ports2ato2dby the other UAV1different from the UAV1a, and the priority order of each of the plurality of ports2ato2dby the UAV1a. In other words, among the plurality of ports2ato2d, the port2xthat is not reserved by the other UAV1and has the highest priority order by the UAV1ais determined and reserved. By this configuration, the reservation information of the port2xused for landing by the UAV1ais stored.

When the reservation is completed, flight control information of the UAV1ais transmitted from the management server MS to the control server CS together with the aircraft ID of the UAV1a. The flight control information is information necessary for executing the flight control of the UAV1a. The flight control information includes, for example, the port IDs of the plurality of ports2ato2dselected as landing candidates of the UAV1ato be flight-controlled, the priority order of the plurality of each of ports2ato2dby the UAV1a, the port information of each of the plurality of ports2ato2d, and ON/OFF setting information. Moreover, when the reservation for the port2xis completed, reservation completion information indicating that the reservation is completed is transmitted from the management server MS to the delivery processing server DS. The reservation completion information includes the port ID of the reserved port2x. When receiving the reservation completion information from the management server MS, the delivery processing server DS acquires the name and the position information of the port2xcorresponding to the port ID included in the received reservation completion information. Then, the delivery processing server DS transmits a mail (or short mail) describing the cargo delivery information including the name and the position information of the reserved port2xto a mail address (or telephone number) of the delivery requester. By this configuration, on the display D of the delivery requester's mobile terminal T, information indicating that delivery of the requested cargo is to be started is displayed together with the name and the position information of the reserved port2x. Incidentally, a message (for example, an HTTP message) describing the cargo delivery information may be transmitted to the delivery requester's mobile terminal T (an application such as a browser).

Next, when the control server CS receives the flight control information from the management server MS, the control server CS determines whether the port change function is set to ON on the basis of the ON/OFF setting information included in the flight control information (Step S5). In a case where the control server CS determines that the port change function is set to ON (Step S5: YES), the control server CS proceeds to Step S6. On the other hand, in a case where the control server CS determines that the port change function is not set to ON (Step S5: NO), the control server CS proceeds to Step S7. In Step S6, the control server CS determines whether the priority order of the port2xreserved by the UAV1ato be flight-controlled is first. Namely, it is determined whether the port2xreserved by the UAV1ahas the highest usage priority among the plurality of ports2ato2dselected as landing candidates of the UAV1ato be flight-controlled. In a case where the control server CS determines that the priority order of the port2xreserved by the UAV1ais first (Step S6: YES), the control server CS proceeds to Step S7. In Step S7, the control server CS controls the UAV1ato fly toward the reserved port2xby transmitting instruction information indicating the position of the port2xreserved by the UAV1ato the UAV1a. On the other hand, when the control server CS determines that the priority order of the port2xreserved by the UAV1ais not first (in other words, the priority order is second or lower) (Step S6: NO), the process proceeds to Step S8.

In Step S8, among the plurality of ports2ato2dselected as landing candidates of the UAV1a, the control server CS determines the target position Pt to which the UAV1ais headed on the basis of the position of the port2xreserved by the UAV1aand the position of the port2with a priority order set higher than the priority order of the port2x. Herein, in a case where when the port2xreserved by the UAV1ais the port2d, the control server CS determines the target position Pt on the basis of the position of the port2dand the positions of the ports2ato2cin which the priority order higher than the priority order of the port2dis set. Specifically, a quadrangular gravity center formed on the basis of each position of the ports2ato2dis determined as the target position Pt. Next, the control server CS sets the area Ar with the target position Pt as a reference determined in Step S8, which includes the position of each of the plurality of ports2ato2dused for determining the target position Pt (Step S9). Specifically, the area Ar is set in a circle with a radius r between the position of the port2dfarthest away from the target position Pt and the target position Pt. Next, the control server CS controls the UAV1ato fly toward the target position Pt by transmitting the instruction information indicating the target position Pt determined in Step S8to the UAV1a(Step S10). When the flight control of the UAV1ais started, the flight status information indicating that the flight control of the UAV1ais started is transmitted from the control server CS to the management server MS together with the aircraft ID of the UAV1a. Thereafter, in a case where the UAV1areaches the area Ar, the flight status information indicating that the UAV1ahas reached the area Ar is transmitted from the control server CS to the management server MS together with the aircraft ID of the UAV1a.

Next, when the management server MS receives the flight status information indicating that the flight control of the UAV1ahas been started from the control server CS, the management server MS starts a loop process of the port cancellation check. When receiving the flight status information indicating that the UAV1ahas reached the area Ar, the management server MS ends the loop process (exit the loop of the port cancellation check). In other words, the port cancellation check is repeatedly executed before the UAV1areaches the area Ar (in other words, enters). In the loop process of the port cancellation check, the management server MS performs a port cancellation check (Step S1), and determines whether the reservation of the port2with a priority order higher than the priority order of the port2xreserved by the UAV1a(that is, the reservation by the other UAV1) is canceled (Step S12). In a case where the management server MS determines that the reservation of the port2with a priority order higher than the priority order of the port2xis set has not been canceled (Step S12: NO), the management server MS returns to Step S11. On the other hand, in a case where the management server MS determines that the reservation of the port2with a priority order higher than the priority order of the port2xis canceled (that is, the empty of the port2with the higher priority order has occurred) (Step S12: YES), the process proceeds to Step S13. In Step S13, instead of the port2xreserved by the UAV1a, the management server MS newly determines and reserves (changes the reservation) the port2whose reservation has been canceled as the port2xused for landing by the UAV1a. By this configuration, the reservation information of the port2xused for landing by the UAV1ais changed. Incidentally, in Step S12, the management server MS may determine whether the reservation time of the port2set with a priority order higher than the priority order of the port2xreserved by the UAV1a(that is, the reservation time by the other UAV1) has been changed. In this case, the management server MS changes the reservation time of the port2with a priority order higher than the priority order of the port2x. Therefore, in a case where it is determined that the reservation time of the other UAV1within a predetermined time before and after the reservation date and time included in the reservation request is not included (that is, the port2with a high priority order has been emptied), the port2whose reservation time has been changed is newly determined and reserved (reservation change) as the port2xto be used for landing by the UAV1a, instead of the port2xreserved by UAV1a.

Then, when the reservation of the port2xused for landing by the UAV1ais changed in this way, the flight control information of the UAV1ais transmitted from the management server MS to the control server CS together with the aircraft ID of the UAV1a. Moreover, when the reservation of the port2xis changed, reservation change information indicating that the reservation has been changed is transmitted from the management server MS to the delivery processing server DS. The reservation change information includes the port ID of the port2xwhose reservation has been changed. When receiving the reservation change information from the management server MS, the delivery processing server DS acquires the name and the position information of the port2xcorresponding to the port ID included in the received reservation change information. Then, the delivery processing server DS transmits a mail (or short mail) describing the port change information including the name and the position information of the port2xwhose reservation has been changed to the mail address (or telephone number) of the delivery requester. By this configuration, on the display D of the delivery requester's mobile terminal T, information indicating that the receiving port of the cargo requested to be delivered is changed is displayed together with the name and the position information of the port2xwhose reservation has been changed. Incidentally, a message describing the port change information (for example, an HTTP message) may be transmitted to the delivery requester's mobile terminal T (an application such as a browser).

After the reservation change of the port2is performed in Step S13, when the control server CS receives the flight control information of the UAV1afrom the management server MS; the control server CS executes the process of Step S6again. Namely, it is determined whether the use order of the reserved port2xis first among the plurality of ports2ato2dselected as landing candidates of the UAV1a. Then, when the control server CS determines that the priority order of the port2xwhose reservation has been changed is first, the control server CS transmits the instruction information indicating the position of the port2xwhose reservation has been changed to the UAV1ato control the UAV1ato fly toward the port2x(Step S7). On the other hand, in a case where the control server CS determines that the priority order of the port2xwhose reservation has been changed is not first, determines the target position Pt″ to which the UAV1ais headed again on the basis of the position of the port2xwhose reservation has been changed among the plurality of ports2ato2dselected as landing candidates of the UAV1aand the position of the port2with a priority order higher than the priority order of the port2x(Step S8). Herein, in a case where the port2xwhose reservation has been changed is the port2c, the control server CS determines the target position Pt″ again on the basis of the position of the port2cand the positions of the ports2aand2bwith a priority order higher than the priority order of the port2c. Next, the control server CS sets the area Ar″ with the target position Pt″ as a reference determined again in Step S8, which includes the position of each of the plurality of ports2ato2cused for redetermining the target position Pt″ (Step S9). Next, the control server CS transmits instruction information indicating the redetermined target position Pt″ to the UAV1a, thereby controlling the UAV1ato fly toward the target position Pt″ (Step S10).

Then, when the control server CS determines that the UAV1ahas reached the area Ar or the area Ar″, the control server CS transmits the instruction information indicating the position of the finally determined port2xto the UAV1ato control the UAV1ato fly toward the port2x(Step S7). In a case where the flying UAV1aarrives at the port2xand lands, landing information indicating that the UAV1ahas landed at the port2xis transmitted from the control server CS to the management server MS together with the aircraft ID of the UAV1a. Then, the landing information is transmitted from the management server MS to the delivery processing server DS. The landing information includes the port ID of the port2xwhere the UAV1ahas landed. When receiving the landing information from the management server MS, the delivery processing server DS acquires the name and the position information of the port2xcorresponding to the port ID included in the received landing information. Then, the delivery processing server DS transmits a mail (or short mail) describing the delivery completion information including the name and the position information of the port2xwhere the UAV1ahas landed to the delivery requester's mail address (or telephone number). By this configuration, on the display D of the delivery requester's mobile terminal T, for example, information indicating that the delivery of the requested cargo has been completed is displayed along with the name and the position information of the port2xwhere the UAV1ahas landed. Incidentally, a message (for example, an HTTP message) describing the delivery completion information may be transmitted to the delivery requester's mobile terminal T (an application such as a browser).

FIGS.15to17are conceptual diagrams illustrating time-series changes (examples 1 to 3) of the flight path of the UAV1athat is flight-controlled during the processing of Steps S6to S13. Incidentally, inFIGS.15to17, the numbers in the circles representing the ports2ato2dindicate the priority order.FIG.15illustrates an example in a case where the reservation of the port2doriginally reserved by the UAV1ais not changed. In this case, the UAV1ais flying toward the target position Pt at time points t1and t2illustrated inFIG.15. Thereafter, when the UAV1areaches the area Ar at time point t3illustrated inFIG.15, the UAV1achanges the course and flies toward the port2d. Incidentally, in a case where the flight start position of the UAV1ais within the area Ar due to the wide range of the plurality of ports2used for determining the target position Pt, the UAV1awill be assigned to fly toward the originally reserved port2dfrom the start of flight.

FIG.16illustrates an example in which the reservation of the port2dinitially reserved by the UAV1ais changed to the port2c. In this case, the UAV1ais flying toward the target position Pt at time point t1illustrated inFIG.16. Thereafter, when the target position Pt″ is redetermined by changing the reservation of the port2dto the port2cat time point t2illustrated inFIG.16, and the area Ar″ is reset, the UAV1achanges the course and flies toward the target position Pt″. Thereafter, when the UAV1areaches the area Ar″ at time point t3illustrated inFIG.16, the UAV1achanges the course and flies toward the port2c.

FIG.17illustrates an example in a case where the reservation of the port2dinitially reserved by the UAV1ahas been changed to the port2c, and the reservation of the port2chas been changed to the port2a(that is, two reservation changes have been made during the flight of the UAV1a). In this case, the UAV1ais flying toward the target position Pt at time point t1illustrated inFIG.17. Thereafter, when the target position Pt″ is redetermined by changing the reservation of the port2dto the port2cat time point t2illustrated inFIG.17and the area Ar″ is reset, the UAV1achanges the course and flies toward the target position Pt″. Thereafter, when the reservation of the port2cis changed to the port2aat time point t3illustrated inFIG.17, the target position Pt″ is not redetermined because the priority of the port2ais first, and the UAV1achanges the course and flies toward the port2a. That is, in this case, the UAV1achanges the course before reaching the area Ar″.

As described above, according to the above embodiment, the target position Pt to which the UAV1ais headed among the plurality of UAVs1is determined on the basis of the position of each of the plurality of ports2, and the UAV1ais controlled to fly toward the target position Pt. And then, the port2xto be used for landing of the UAV1ais determined on the basis of the reservation status of each of the plurality of ports2by the other UAV1different from the UAV1aamong the plurality of the UAVs1while the UAV1ais flying toward the target position Pt, and the UAV1ais controlled to fly toward the determined port2x. According to above configuration, the UAV1acan be flight-controlled by determining the port2xused for landing so that the flight efficiency is not lowered as much as possible for the UAV1a. Therefore, each UAV1can use a more suitable port2xaccording to the reservation status of each of the plurality of ports2, and the plurality of ports2can be used effectively.

Moreover, according to the above embodiment, the port2bto be used for landing by the UAV1ais reserved on the basis of the reservation status of each of the plurality of ports2by the other UAV1different from the UAV1aamong the plurality of UAVs1, and the usage priority of each of the plurality of ports2by the UAV1a. While UAV1ais flying, another port2ato be used for landing by the UAV1ais reserved instead of the already reserved port2bon the basis of the reservation status of each of the plurality of ports2by the other UAV1different from the UAV1aand the above usage priority. According to this configuration, it is possible to dynamically change the reservation of the port2that is more convenient for a user such as a cargo delivery requester. Therefore, a user such as a cargo delivery requester can use a more suitable port2in accordance with the reservation status of each of the plurality of ports2, and the plurality of ports2can be used effectively.

Incidentally, in the above embodiment, the plurality of servers included in the cargo delivery system Sx are configured to execute the process illustrated inFIG.12, but the process illustrated inFIG.12may be executed by one server computer. Moreover, the above-described embodiment has been described about an example in which the technology of the unmanned aerial vehicle system S is applied to the cargo delivery system Sx, but the invention is not limited thereto. If there are the plurality of UAVs1and the plurality of ports2, and each UAV1sets the usage priorities for the plurality of ports2and uses the ports for landing, this technology can be applied to various cases. For example, the present technology can be applied to a case where the UAV1auses the port2to charge or replace the battery, or a case where the UAV1aneeds to make an emergency landing, or the like. In such a case, the usage priorities for the plurality of ports2may be set in accordance with instructions from the operator of the UAV1a. Alternatively, the usage priority for the port2may be automatically set on the basis of the flight plan of the UAV1a. For example, the unmanned aerial vehicle system S can automatically set the usage priority for each port2on the basis of the flight plan in the cases as described in the following (1) and (2).

(1) When the UAV1aNeeds to Make an Emergency Landing

(a) The usage priority of the port2is set in an order from the current position of the UAV1a. According to this configuration, the port2that is closer to the current position of the UAV1ais set to have a higher usage priority, so that the UAV1acan be urgently landed quickly.

(b) The usage priority of the port2is set in an order from the current position of the operator of the UAV1a. According to this configuration, the port2that is closer to the current position of the operator of the UAV1ais set to have a higher usage priority, so that the operator can quickly collect the UAV1a.

(2) When Setting a Route that Presupposes Charging or Replacement of the Battery of the UAV1ain Advance

(a) Among the plurality of ports2before the battery of the UAV1aruns out, the usage priority of the port2is set in an order closer to the destination. According to this configuration, the port2that is closer to the destination of the UAV1ais set to have a higher usage priority, so the time for the UAV1ato arrive at the destination can be shortened according to the reservation status of the plurality of ports2.

(b) The usage priority of the port2is set in an ascending order from the straight line directly connecting the departure place and destination of the UAV1a. According to this configuration, the port2that is closer to the straight line has a higher usage priority, so the time for the UAV1ato arrive at the destination can be shortened according to the reservation status of the plurality of ports2.

(c) The usage priorities of the ports2are set in an ascending order of required estimation time when flying from the departure place of the UAV1ato the destination via the port2. According to this configuration, the port2with a shorter required estimation time is set to have a higher usage priority, so that it is possible to reduce the time for the UAV1ato arrive at the destination according to the reservation status of the plurality of ports2.

Incidentally, it should be noted that the foregoing embodiment is one embodiment of the present invention and does not limit the present invention accordingly; and any change, addition, or modification of the foregoing embodiment appropriately made within the spirit of the present invention will naturally fall within the technical scope of the present invention.

REFERENCE SIGNS LIST