KR20170002191A

KR20170002191A - Collision avoidance control method for unmanned air vehicle

Info

Publication number: KR20170002191A
Application number: KR1020150092367A
Authority: KR
Inventors: 최효현; 박병섭; 송태훈
Original assignee: 인하공업전문대학산학협력단; 주식회사 휴인스
Priority date: 2015-06-29
Filing date: 2015-06-29
Publication date: 2017-01-06
Also published as: KR101747393B1

Abstract

The present invention provides a collision avoidance control method for an unmanned aerial vehicle. The collision avoidance control method for an unmanned aerial vehicle comprises: a step where at least one unmanned aerial vehicle among n (n is an integer) unmanned aerial vehicles transmits an alarm signal notifying a flight path change; a step where a control station receives the alarm signal to calculate a flight path of the unmanned aerial vehicle which has transmitted the alarm signal; a step where the control station compares flight paths of the n unmanned aerial vehicles with each other to search for unmanned aerial vehicles which can collide; a step where the control station adjusts and simulates the flight paths of the remaining unmanned aerial vehicles excluding the unmanned aerial vehicle which has transmitted the alarm signal until the number of unmanned aerial vehicles which can collide becomes zero; a step where the control station finalizes the flight paths of the n unmanned aerial vehicles to make the number of unmanned aerial vehicles which can collide zero; and a step where the control station transmits a control signal to at least one among the remaining unmanned aerial vehicles excluding the unmanned aerial vehicle which has transmitted the alarm signal to change the flight path to the finalized flight path.

Description

[0002] Collision Avoidance Control Methods for Unmanned Air Vehicles [

The present invention relates to a method of controlling a plurality of unmanned aerial vehicles, and more particularly, to a method of controlling a collision avoidance of an unmanned aerial vehicle.

The automation technology that replaces the production manpower in the industrial area is progressing beyond the merely replacing the manpower due to technological advances in the adjacent area. As a result of the increase in the computing power of the control device, the precision of the control technology, and the surveillance system capable of grasping the surroundings with various sensors, etc., technology has become possible to robotize and operate the device. These techniques are applied to various fields such as work in extreme situations where human access is difficult, or to perform military missions.

The unmanned air vehicle was developed by combining aviation technology with robotic technology. Unmanned aerial vehicles are called drone, and they are used primarily in the military field rather than the civilian field. However, as technologies become more common, attempts are being made to utilize these unmanned aerial vehicles in the civilian field. For example, unmanned aerial vehicles can be used to detect and monitor natural disasters such as floods and forest fires by detecting or monitoring dangerous areas, disaster areas, and other specific areas, thereby enabling more effective rescue operations.

Such unmanned aerial vehicles are useful because they can precisely search a wider area by operating more than one at the same time. That is, instead of using only one unmanned aerial vehicle, it is possible to enhance the use effect of the unmanned aerial vehicle by using a plurality of unmanned aerial vehicles having different flight paths. However, if more than one unmanned aerial vehicle is flying, it is necessary to solve the problem because the flight path may overlap or collide. For example, it can be prepared by implementing a function that can detect obstacles and avoid collision flight on unmanned aerial vehicles.

However, even when a large number of unmanned aerial vehicles are flying, even if obstacles encountered are avoided, there can be a problem of colliding with other aircraft. That is, as the flight path of the unmanned aerial vehicle suddenly changes, it may occur that an airplane collides with another uninvolved airplane. In addition, if the flight path of the unmanned air vehicle is changed to an undesired direction in order to avoid the obstacle, it may be difficult to smoothly perform the given mission, and if the unmanned air vehicle performs its own avoidance action, have. The solution to this problem has not been presented yet and needs to be improved.

Korean Patent No. 10-1496892, (2015.03.03)

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for controlling a plurality of unmanned aerial vehicles in order to solve such a problem, and more particularly, to provide a method for controlling a collision avoidance of an unmanned aerial vehicle.

The technical problem of the present invention is not limited to the above-mentioned problems and other technical problems which are not mentioned can be clearly understood by those skilled in the art from the following description.

A method for controlling collision avoidance of an unmanned aerial vehicle according to the present invention comprises the steps of: transmitting an alarm signal informing that at least one unmanned aerial vehicle among n unmanned aerial vehicles is changing a flight path; Calculating a flight path of the unmanned air vehicle in which the control station receives the alarm signal and transmits the alarm signal; Comparing the flight paths of the n unmanned aerial vehicles to the control station to search for a collision-capable unmanned aerial vehicle; Adjusting and simulating the flight paths of the unmanned aerial vehicles other than the unmanned aerial vehicle to which the control station has transmitted the alarm signal until the number of collisionable unmanned aerial vehicles becomes zero; Determining the flight path of the n unmanned aerial vehicles where the number of the collision-capable unmanned aerial vehicles becomes zero; And transmitting the control signal to at least one of the unmanned aerial vehicles other than the unmanned aerial vehicle to which the control station has transmitted the alarm signal, thereby changing the flight path to the determined flight path.

The n unmanned aerial vehicles and the control station may exchange data using a remote wireless communication method.

The unmanned aerial vehicle that has transmitted the alarm signal can change the flight path by the obstacle avoidance process and change the flight path after transmitting the alarm signal or after transmitting the alarm signal.

The step of simulating and adjusting the flight path includes at least one of GPS information of the unmanned aerial vehicle, feature information input to at least one of the control station and the unmanned air vehicle, and image information captured in real time by the unmanned aerial vehicle It can be simulated considering flight environment information.

The step of simulating and adjusting the flight path includes a step of avoiding a collision through at least one of horizontal path change and vertical path change of the collision-capable unmanned aerial vehicle at a point where the collision-capable unmanned aerial vehicles intersect with each other can do.

The determining of the flight path may include minimizing a total flight path variation of the n unmanned aerial vehicles or minimizing at least one flight path variation of the n unmanned aerial vehicles, can do.

According to the present invention, it is possible to fly very smoothly by avoiding obstacles and other unmanned aerial vehicles without colliding with many unmanned aerial vehicles. In particular, even if an unmanned aerial vehicle carries out an obstacle avoidance process and there is a risk of infringing the flight path of another unmanned aerial vehicle, the flight path can be appropriately changed to deviate from the danger. In addition, the change of the flight path of the unmanned aerial vehicle takes into consideration various variables such as the surrounding environment and the destination, and the flight paths of the various unmanned aerial vehicles are organically adjusted as needed, A very useful effect can be obtained.

1 is a flowchart illustrating a method for controlling collision avoidance of an unmanned aerial vehicle according to an embodiment of the present invention.
2 is a diagram illustrating an exemplary flight path of the unmanned aerial vehicle.
3 is a diagram illustrating a change of a flight path by an obstacle avoidance process of an unmanned aerial vehicle.
FIG. 4 is a view for explaining flight environment information considered in flight path adjustment.
FIGS. 5 to 10 are views for explaining a process of adjusting the flight path of the unmanned aerial vehicle and simulating the unmanned aerial vehicle in the control station.
11 is a diagram illustrating a flight path before the change of the unmanned aerial vehicle.
FIG. 12 is a view showing an exemplary flight path of the unmanned aerial vehicle modified by the control method of FIG. 1;

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and methods for achieving them will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the invention to those skilled in the art. To fully disclose the scope of the invention to a person skilled in the art, and the invention is merely defined by the claims. Like reference numerals refer to like elements throughout the specification.

Hereinafter, a method for controlling collision avoidance of an unmanned aerial vehicle according to an embodiment of the present invention will be described in detail with reference to FIGS. 1 to 12. FIG. The description proceeds with reference to the flow chart of FIG. 1 with reference to the remaining drawings.

FIG. 1 is a flowchart illustrating a method for controlling collision avoidance of an unmanned aerial vehicle according to an embodiment of the present invention. FIG. 2 is a diagram illustrating a flight path of an unmanned aerial vehicle as an example. FIG. 4 is a diagram illustrating a change in a flight path by the driver.

Referring to FIG. 1, a method for controlling collision avoidance of an unmanned aerial vehicle according to an embodiment of the present invention includes the steps of: generating an alarm signal informing that at least one unmanned aerial vehicle among n (where n is an arbitrary integer) (S300) of calculating the flight path of the unmanned air vehicle in which the control station receives the alarm signal (S200) and transmitted the alarm signal (S300). The control station compares the flight paths of the n unmanned aerial vehicles In step S400, the control station simulates and adjusts the flight paths of the unmanned aerial vehicles other than the unmanned aerial vehicle to which the control station transmits the alarm signal until the number of collisionable unmanned aerial vehicles becomes zero. (S500), the control station determines a flight path of n unmanned aerial vehicles whose number of collision-capable unmanned aerial vehicles is 0 (S600), and a control station transmits the alarm signal to the unmanned air vehicle And a step (S800) to transmit a control signal to the rest, except at least one of the unmanned air vehicle to change the flight path to the flight path determined (S700).

The method for controlling collision avoidance of an unmanned aerial vehicle according to an embodiment of the present invention is a method for controlling collision avoidance of an unmanned aerial vehicle when at least one unmanned air vehicle suddenly changes a flight path, And the entire flight path of the aircraft is optimized. That is, even if a plurality of unmanned aerial vehicles fly along a designated route, an unexpected situation may occur. By using the control method of the present invention, the unmanned aerial route can be coordinated and coped with such an unexpected situation very easily.

Particularly, since the unmanned aerial vehicle (the unmanned aerial vehicle that transmits the alarm signal) that changed its route for the first time may have evasive action to avoid an obstacle urgently, the flight paths of the unmanned aerial vehicles It is possible to optimize the flight path of n flying unmanned aerial vehicles while maintaining the initial avoidance behavior. Through this, it is possible to control many unmanned aerial vehicles very effectively while preventing a plurality of unmanned aerial vehicles scattered in or distributed in the flying area from colliding with each other or colliding with other objects.

The method for controlling collision avoidance of an unmanned aerial vehicle according to an embodiment of the present invention can be applied to n unmanned aerial vehicles capable of being controlled by a control station. The n unmanned aerial vehicles have unique flight capability, data communication with the control station is possible, and the flight path may be changed by the control signal of the control station. All the unmanned aerial vehicles satisfying these conditions are controlled by the present invention It can be a possible control target. Therefore, it is not necessary that the shape, size, and operation method of the unmanned aerial vehicle are the same or unified. Hereinafter, each step of the present invention having these features will be described in more detail with reference to the drawings.

The n unmanned aerial vehicles 10 can fly while communicating with the control station 20 as shown in FIG. The n unmanned aerial vehicles 10 and the control station 20 can exchange data by a remote wireless communication method. Each unmanned aerial vehicle 10 has its own flying capability and can communicate with the control station 20 and fly in a desired direction along a programmed flight path P. [ In the drawing, a flight path P in which a plurality of unmanned aerial vehicles 10 fly in a straight line in the same direction is illustrated. However, this is for convenience of explanation, and the flight path P can be freely selected and designated have.

The n unmanned aerial vehicles 10 collect the captured images, the sensing signals sensed by the sensors (which may include proximity sensors, temperature sensors, etc.), the position data related to the flight status, and the data related to the weather, (20). The control station 20 may receive such data to observe the flight status of the unmanned air vehicle 10, monitor the area where the unmanned air vehicle 10 is flying, or accumulate related data. If necessary, the control station 20 can transmit additional data necessary for the flight and command the change of the flight path P for mission execution.

At least one of the n unmanned aerial vehicles 10 flying in this way may encounter an obstacle A as shown in FIG. 3 and transmit an alarm signal S1 informing the change of the flight path P (S100) . Since the obstacle A may be suddenly found on the programmed flight path, the unmanned aerial vehicle 10 senses the obstacle A and performs the obstacle avoidance process to avoid the obstacle quickly. As a result, interference may occur between the flight paths P of the unmanned aerial vehicle 10.

The unmanned air vehicle 10 that has transmitted the alarm signal can immediately change the flight path P by the obstacle avoidance process and change the flight path P after transmitting the alarm signal S1 or transmitting the alarm signal . That is, in order to avoid the obstacle A, the unmanned air vehicle 10 may firstly avoid the obstacle A and then transmit it to the control station 20 to inform the control station 20 of the obstacle A. If the obstacle A is detected at a proper distance, The alarm signal S1 can be transmitted even before the start of the flight or during the avoidance flight.

The control station 20 receives the alarm signal S1 (S200) and calculates the flight path of the unmanned air vehicle 10 that transmitted the alarm signal (S300). The unmanned air vehicle 10 having transmitted the alarm signal S1 may change the flight path P and cause interference with the flight path P of the other unmanned air vehicle 10 as described above, (Including the position, speed, and flight path of the unmanned aerial vehicle) and the input obstacle avoidance process can be calculated more precisely. When the flight path P of the unmanned air vehicle 10 that has transmitted the alarm signal is calculated, the control station 20 compares the flight paths P of all the n unmanned aerial vehicles 10, (S400).

The collision avoidance type unmanned aerial vehicle 10 can be searched in consideration of not only the flight path P of each unmanned air vehicle 10 but also the overall flight data and the size of each unmanned air vehicle 10. A collision may be possible even with a slight change in the airflow depending on the degree of the changed flight path P of the unmanned air vehicle 10 that has transmitted the alarm signal adjacent to the flight path P of the other unmanned air vehicle 10, It is possible to grasp the collision-capable unmanned aerial vehicle 10. The control station 20 can search for the collision-capable unmanned aerial vehicle 10 by comparing the flight paths P of all the n unmanned aerial vehicles 10 in this manner.

When the collision-capable unmanned air vehicle 10 is searched, until the number of the collision-capable unmanned air vehicles 10 becomes zero, the control station 20 transmits the alarm signal S1 to the remaining unmanned air vehicles And simulates the flight path P of the vehicle 10 by adjusting each other (S500). That is, it is possible to adjust the flight path P of the remaining unmanned air vehicle 10 in correspondence with the avoidance behavior of the obstacle (A) of the unmanned air vehicle 10 that performed the avoidance flight at first, thereby eliminating the possibility of additional collision . This prevents secondary and tertiary collisions that may occur due to the change of the flight path P due to the avoidance flight and the adjustment of the flight path P and prevents the collision of the plurality of unmanned air vehicles 10 with the more optimized flight path P). Hereinafter, the flight path adjustment process will be described in more detail with reference to FIGS.

FIG. 4 is a view for explaining flight environment information considered in flight path adjustment, and FIGS. 5 to 10 are views for explaining a process of adjusting and simulating a flight path of an unmanned aerial vehicle at a control station.

The control station can simulate various flight paths considering not only the collision between the unmanned aerial vehicles but also the possibility of collision between the unmanned aerial vehicle and other objects in the flying area. For example, as shown in FIG. 4, the GPS (Global Positioning System) information of the unmanned aerial vehicle, the feature information input to at least one of the control station and the unmanned aerial vehicle, the image information captured by the unmanned aerial vehicle in real- Sensing information sensed by the sensor, and the like, thereby optimizing the flight path of the unmanned aerial vehicle. Through this, it is possible to adjust the flight path more actively by grasping the current position of the unmanned aerial vehicle, surrounding conditions, and unexpected obstacles detected.

The flight path P of the unmanned air vehicle 10 can be simulated in various manners as shown in FIGS. First, as shown in FIG. 5, when any one of the unmanned air vehicles 10 (which may be the unmanned air vehicle that transmitted the alarm signal) changes the flight path P from the obstacle A , The flight path P of the remaining unmanned aerial vehicle 10 including the collision-capable unmanned aerial vehicle 10 can be adjusted in the same manner as the first flight path P changing method. At this time, as shown in the figure, the variation range of the flight path P of the unmanned aerial vehicle 10 can be set to be the same, and the remaining unmanned air vehicle 10, which generates additional interference by adjusting the flight path P, Can be adjusted together. The flight path P of the entire unmanned air vehicle 10 can be set so that collision between the unmanned air vehicle 10 and the obstacle A is easily avoided as well as mutual collision between the unmanned air vehicles 10 and the obstacle A. [

6, even if any one of the unmanned air vehicles 10 changes the flight path P to avoid the obstacle A, the remaining unmanned air vehicle 10 moves in the other direction ) May be adjusted. For example, it is assumed that the flight path (P) fluctuation widths (2, 3, and 4) of the unmanned air vehicle (10) in which the interference of the additional flight path (P) 1) of the unmanned flight vehicle 10 that has changed the flight path P of the unmanned air vehicle 10. The variation range of the flight path P can be determined by determining the distance between the unmanned air vehicles 10 and the size of the unmanned air vehicle 10 from the above-mentioned flight data or flight environment information, Can be set.

Adjusting the variation range of the flight path P in this manner can minimize the additional interference of the flight path P between the unmanned air vehicle 10 caused by the adjustment of the flight path P, by adjusting the variation widths? 1,? 2,? 3, That is, as shown in FIG. 6, the flight path P is organically adjusted in consideration of the mutual distance between the unmanned air vehicles 10 and the like, thereby minimizing the chained interference and changing the flight path P to the original route The number of flightable unmanned aerial vehicles 10 can be increased. Thus, it is possible to optimize the entire route of the unmanned air vehicle 10 so that the plurality of unmanned aerial vehicles 10 can be moved out of the collision risk and smoothly perform the original missions.

7 and 8, the adjustment and optimization of the flight path P can be facilitated even in the case where the unmanned air vehicles 10 are staggered in opposite directions or the like. For example, as shown in FIG. 7, the unmanned air vehicles 10 flying in opposite directions also have the same fluctuation width as the fluctuation width of the first flight path P, It is possible to adjust the flight path P of the vehicle 10. Thus, the flight path P can be set so as to avoid collision between the unmanned air vehicle 10 and the obstacle A as well as mutual collision between the unmanned air vehicle 10 and the unmanned air vehicle 10.

As shown in FIG. 8, within the range of the flight path P, the flying path P may be changed so as not to obstruct the flight path P of the unmanned air vehicle 10 avoiding the obstacle A by changing the flight path P at the beginning, It is possible to freely adjust the flight path P of the remaining unmanned aerial vehicle 10, which may have interference with the unmanned air vehicle 10. At this time, the flight path P can be adjusted in the direction of maintaining the original flight course while minimizing the interference between the respective unmanned aerial vehicles 10 as described above, and minimizing the flight path variation of the unmanned air vehicle 10 The flight path P of each unmanned air vehicle 10 can be adjusted in the direction of the arrow. At this time, the flight speed and the like of each unmanned air vehicle 10 can also be adjusted corresponding to the adjusted flight path P.

9 and 10, the process of adjusting the flight path P of the unmanned air vehicle 10 is performed in a horizontal direction or a vertical direction of the unmanned air vehicle 10 at a point where the collision- And avoiding the collision through at least one of the path changes of the path. That is, as shown in FIG. 9, when the unmanned air vehicle 10 avoiding the obstacle A first moves in the horizontal direction and interferes with the flight path P of the adjacent unmanned air vehicle 10, It is possible to adjust the flight path so that the adjacent unmanned air vehicle 10 changes its route in the vertical direction by avoiding the unmanned air vehicle 10 interfering with its own flight path. Thus, as shown in FIG. 9, the variation amount of the flight path P of the entire unmanned aerial vehicle 10 can be minimized.

The unmanned aerial vehicle 10 may be subjected to a relatively large amount of power at the time of altitude change and may face unexpected obstacles. Therefore, it is desirable to minimize the vertical route change of the unmanned aerial vehicle 10 in consideration of this. However, if the surrounding situation is sufficiently analyzed by using the above-described flight data or flight environment data, the vertical path change of the unmanned air vehicle 10 is applied so that the unnecessary flight of the remaining unmanned air vehicle 10 It is also possible to minimize the flight path (P) interference and optimize the entire path of the unmanned aerial vehicle 10 more easily. The control station simulates the flight path P for avoiding collision by adjusting the flight paths P of the unmanned air vehicle 10 in various manners to set the number n of collision-capable unmanned aerial vehicles 10 to zero The flight path of the unmanned aerial vehicle 10 can be determined (S600).

In particular, the flight path can be minimized by minimizing the total flight path variation of n unmanned aerial vehicles, or minimizing at least one flight path variation of n unmanned aerial vehicles. For example, the original flight path and the changed flight path are displayed on the coordinate axes, and the above-described fluctuation width is calculated to obtain a function of the flight path fluctuation amount as a variable. Then, the minimum value of the function of the fluctuation amount is calculated, It is possible to minimize the total flight path variation of the flight vehicle or the flight path variation of the individual unmanned air vehicle. Through this, it is possible to determine the flight path that minimizes the variation of the flight path while avoiding collision between n unmanned aerial vehicles or unmanned aerial vehicles and obstacles. This makes it possible to organically adjust the flight path to optimize and determine the flight path so that it does not deviate from its original mission.

FIG. 11 is a diagram illustrating a flight path before the change of the unmanned aerial vehicle, and FIG. 12 is a view illustrating an exemplary flight path of the unmanned aerial vehicle modified by the control method of FIG.

the n unmanned aerial vehicles 10 can be programmed to perform various missions in the flying area by flying through different flight paths P1, P2, P3, P4 and P5 as shown in FIG. The flight paths P1, P2, P3, P4, and P5 in FIG. 11 are exemplary, and the flight path is not necessarily limited to such, and may be variously selected and designated as described above. In this situation, when an unexpected situation occurs such that at least one unmanned air vehicle 10 faces an unexpected obstacle, as shown in FIG. 12, the flight paths P1 ', P2 ', P3', P4 ', P5') are mutually organically changed corresponding to the unexpected situation. That is, the control station 20 transmits the control signal S2 to at least one of the unmanned air vehicles 10 except for the unmanned air vehicle 10 that has transmitted the alarm signal (S700) The flight path of the unmanned aerial vehicle 10 is immediately changed by the first to fourth flight paths P1 ', P2', P3 ', P4' and P5 '(S800).

The control signal S2 is transmitted to the unmanned air vehicle 10 requiring the change of the flight path and the unmanned air vehicle 10 is first controlled by the unmanned air vehicle 10 The unmanned aerial vehicle 10 may be at least one of the unmanned aerial vehicles 10 except for the unmanned aerial vehicle. Accordingly, it is possible to easily optimize the flight path of the n unmanned aerial vehicles 10 by changing the flight path of the remaining unmanned aerial vehicle 10 while maintaining the first avoiding action.

Therefore, as shown in FIG. 12, not only the obstacle A and the like can be quickly avoided, but also the collision between the unmanned aerial vehicle 10 and the unmanned aerial vehicle 10, which may occur in the process of avoiding the obstacle A, can be prevented. In this way, the collision between the plurality of unmanned aerial vehicles 10 and the collision between the unmanned air vehicle 10 and the obstacles can be prevented in a manner of organically adjusting the n unmanned air vehicles 10 in consideration of the entire flight paths of the n unmanned aerial vehicles 10, It is possible to maximize the operation effect of the battery 10.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be taken in conjunction with the present invention. You will understand. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive.

10: unmanned aerial vehicle 20: control station
S1: Alarm signal S2: Control signal
P 1, P 2, P 3, P 4, P 5 ': Flight path
A: Obstacle

Claims

transmitting at least one unmanned aerial vehicle among the n unmanned aerial vehicles (n is an integer) to transmit an alarm signal informing a flight path change;
Calculating a flight path of the unmanned air vehicle in which the control station receives the alarm signal and transmits the alarm signal;
Comparing the flight paths of the n unmanned aerial vehicles to the control station to search for a collision-capable unmanned aerial vehicle;
Adjusting and simulating the flight paths of the unmanned aerial vehicles other than the unmanned aerial vehicle to which the control station has transmitted the alarm signal until the number of collisionable unmanned aerial vehicles becomes zero;
Determining the flight path of the n unmanned aerial vehicles where the number of the collision-capable unmanned aerial vehicles becomes zero; And
And transmitting the control signal to at least one of the unmanned aerial vehicles other than the unmanned aerial vehicle to which the control station has transmitted the alarm signal, thereby changing the flight path to the determined unmanned aerial vehicle.

The method according to claim 1,
Wherein the n unmanned aerial vehicles and the control station exchange data using a remote wireless communication method.

The method according to claim 1,
Wherein the unmanned aerial vehicle that transmits the alarm signal changes the flight path by an obstacle avoidance process and transmits the alarm signal or changes the flight path after transmitting the alarm signal.

The method according to claim 1,
Wherein the step of simulating and coordinating the flight paths comprises:
A collision of the unmanned aerial vehicle simulating the flight environment information including at least one of the GPS information of the unmanned aerial vehicle, the feature information inputted to at least one of the control station and the unmanned air vehicle, and the image information captured by the unmanned aerial vehicle in real- Avoidance control method.

The method according to claim 1,
Wherein the step of simulating and coordinating the flight paths comprises:
And avoiding a collision through at least one of a horizontal path change and a vertical path change of the collision-capable unmanned aerial vehicle at a point where the collision-capable unmanned aerial vehicle crosses each other.

The method according to claim 1,
Wherein determining the flight path comprises:
Minimize the total flight path variation of the n unmanned aerial vehicles, or
And minimizes the variations of at least one flight path among the n unmanned aerial vehicles to thereby determine the flight path.