KR20170101776A - Method and system for providing route of unmanned air vehicle - Google Patents

Abstract

Provided are a method and a system for constructing a route for an unmanned air vehicle. The method for constructing a route for an unmanned air vehicle comprises the following steps: identifying a subject from an index scanning data and shaping a space capable of autonomous flight into a layer; collecting index image data for a flight path from the shaped layer; and analyzing the image resolution change according to the distance with the subject through the collected index image data to extract an altitude value on the flight path.

Description

TECHNICAL FIELD [0001] The present invention relates to a method and system for constructing an unmanned aerial vehicle,

The following embodiments relate to a method and system for constructing an unmanned aerial vehicle, and more particularly, to a method and system for constructing a unmanned aerial vehicle that provides an unmanned aerial vehicle.

Unreliable flight of unmanned aerial vehicles such as drones is taking place in the free flight area below the minimum flight altitude of manned aircraft (minimum altitude for obstacle collision avoidance on the surface). As a result, the necessity of safety and security regulation regarding unmanned aerial vehicle flight, such as collision between passenger aircraft and drone, accident involving military security area, collision between fire helicopter helicopter and unmanned aerial photographer is a recent issue. Accordingly, the ICAO (International Civil Aviation Organization) is reviewing regulations for the protection of non-flying areas and maintenance of safety distances (horizontal separation and vertical separation) between air spaces in airspace below the minimum flying height.

The safety regulation of the current unmanned aerial vehicle is that the pilot who is qualified to operate the pilot operates in the visible range of the unmanned aerial vehicle, that is, in the visible zone of the pilot. However, if the use of unmanned aerial vehicles is extended to areas such as densely populated areas, disaster prevention, and crime prevention, non-visibility areas (eg, night, fog, smoke, urban shadow Etc.) are needed.

In particular, there is a technical limit to the use of cognitive abilities by the driver 's five senses during flight in the case of unmanned aerial vehicles. Therefore, it can be said that the risk of accidents due to Situational Awareness is relatively high. Current safety regulations reflect these problems. However, if the industrial demands and complexity of unmanned aerial vehicles increase, the safety of autonomous flights for non - visibility flights should be systematically secured and verified.

Korean Patent Laid-Open Publication No. 10-2013-0002492 describes a technique relating to the flight control system of such an unmanned aerial vehicle.

Embodiments describe a method and system for building a unmanned aerial vehicle, and more specifically, a technique and a system for a unmanned aerial vehicle construction method for providing an unmanned aerial vehicle with an autonomous flight course.

Embodiments extract the altitude information of elevation and obstacle using scanning data, analyze the change of the image resolution of the landmark image data, verify the calibration using the extracted height information of the ground, And a method and system for constructing a unmanned aerial vehicle passenger route by constructing a safe autonomous flight route of a unmanned aerial vehicle by correcting the measured value of the radio altitude sensor.

A method for constructing an unmanned aerial vehicle pathway according to an exemplary embodiment of the present invention includes the steps of: forming a space capable of autonomous flight by identifying a subject from land surface scanning data into a layer; Collecting index image data for the flight path from the shaped layer; And analyzing a change in image resolution according to the distance from the object through the collected index image data to extract an altitude value on the flight path.

And correcting the measured value of the radio wave altitude sensor through route verification from the extracted altitude value.

The step of shaping the autonomous flightable space into layers comprises the steps of: obtaining a point cloud of the subject scanned by an surface scanning device mounted on an indicator photographing aircraft; Analyzing the collected point clusters to identify the subject; Extracting a height value of a specific point of the identified object using the terrain height data; And connecting the extracted height values of the specific points of the object to form an area and an altitude capable of autonomous flight of the unmanned aerial vehicle in the space.

The acquiring of the cluster of points may acquire the cluster of points of the subject projected with the Lidar pulse through a LiDAR device mounted on the landmark aircraft.

The step of shaping the autonomous flightable space into layers may include generating a plurality of two-dimensional layers in the space.

The step of collecting the indicator image data may include the step of acquiring the indicator image data through a photographing apparatus having a calibration value set at a specific altitude mounted on the indicator photographing aircraft.

The step of collecting the landmark image data may include: checking spatial geographic information and searching for a safe route for the flight; And generating the flight path reflecting the safety path and collecting the index image data for the flight path.

The step of collecting the landmark image data may further comprise the step of setting a flying altitude limit value and confirming the measurement value of the radio altitude sensor through a subject capable of checking the flying altitude limit height.

The step of collecting the landmark image data may include checking the calibration information of the photographing apparatus and confirming the flight information recorded in a flight data recorder (FDR) mounted on the unmanned air vehicle .

Wherein the step of extracting the altitude value on the flight path matches at least one of the coordinate, elevation, posture, and time information from the FDR, which is mounted on the unmanned air vehicle, with the photographed image data, The altitude value on the flight route can be calculated through the distortion correction of the image and the analysis of the image resolution change with reference to the calibration information of the photographing apparatus.

The step of correcting the measurement value of the radio altitude sensor may include extracting an altitude value from a subject existing in the route and assigning the altitude value to the route coordinates of the unmanned aerial vehicle at regular intervals, Recognizing a resolution height of the image corresponding to the coordinates to be contacted; And correcting the measurement value of the radio altitude sensor of the unmanned aerial vehicle according to the resolution height.

The step of correcting the measured values of the radio altitude sensor may support an offline image processing method in order to minimize the risk of communication and gaseous infrastructure environment in an autonomous flight.

The step of correcting the measurement value of the radio wave altitude sensor comprises the steps of repeatedly collecting the index image data through the autonomous flight of the unmanned aerial vehicle and collecting the collected index image data through the resolution change analysis, And create or verify a new route.

A system for constructing an unmanned aerial vehicle route according to another embodiment, comprising: a layer shaping unit for shaping a space capable of autonomous flight by identifying a subject from surface scanning data into a layer; A data collecting unit for collecting index image data of a flight path from the shaped layer; And an altitude calculation unit for analyzing the image resolution change according to the distance from the subject through the collected index image data and extracting an altitude value of the flight path coordinates.

And a verification unit for correcting the measured value of the radio-wave altitude sensor through route verification from the extracted altitude value.

Wherein the layer shaping unit comprises: a collecting unit for acquiring a point cloud of the subject scanned by the surface scanning device mounted on the ground surveying aircraft; An identification unit for analyzing the collected point clusters and identifying the subject; An extracting unit for extracting a height value of a specific point of the identified object by utilizing the terrain height data; And a layer unit for forming an area and an altitude at which the unmanned aerial vehicle can freely fly in the space by connecting the height values of the specific points of the extracted object to the layer.

Wherein the data collection unit searches the safety route for the flight by checking the spatial geographical information, generates the flight route reflecting the safety route, collects the landmark image data for the flight route, The indicator image data can be obtained through a photographing apparatus having a calibration value set at a specific altitude.

The data collector may set the flying altitude limit value so that the measurement value of the radio altitude sensor can be confirmed through a subject capable of checking the flight altitude limit height.

The data collecting unit confirms the calibration information of the photographing apparatus and confirms the flight information recorded in a flight data recorder (FDR) mounted on the unmanned air vehicle, and the altitude calculation unit calculates the altitude of the flight And the image data of at least one of coordinate, elevation, posture, and time information from the information recording unit (FDR) with the captured image data of the image, The altitude value on the flight path can be calculated through analysis.

Wherein the verification unit extracts an altitude value from a subject existing in the route and substitutes the altitude value at a constant interval in the route coordinates of the unmanned aerial vehicle and, when the unmanned air vehicle reaches the route coordinates, And the measured value of the radio altitude sensor of the unmanned aerial vehicle can be corrected according to the resolution height.

The verification unit may support an offline image processing method in order to minimize the risk of communication and gaseous infrastructure environment in an autonomous flight.

The verification unit repeatedly collects the index image data through autonomous flight of the unmanned aerial vehicle and reflects the collected index image data on the navigation control and ground control and the navigation map data through the resolution change analysis and generates or verifies a new route .

According to another aspect of the present invention, there is provided a method of constructing an unmanned aerial vehicle route, comprising: forming a space in a layer capable of autonomous flight of an unmanned aerial vehicle by identifying a subject from surface scanning data; Determining a waypoint for generating a route of the unmanned aerial vehicle on the shaped layer; Collecting index image data for the waypoint from the shaped layer; Extracting altitude values on each waypoint by analyzing a change in image resolution according to the distance from the object through the collected index image data; And generating flight path information of the unmanned air vehicle including at least one or more flight path information among the formed layers, the waypoints, the altitude values, and the flight path as a connection line between the waypoints .

Here, the waypoint may indicate a position of a ground object existing on the surface of the ground at a point where the unmanned aerial vehicle performs autonomous flight on the layer, or may indicate a position performing a predetermined mission.

The step of generating the flight path information of the unmanned air vehicle includes the steps of: determining an arrival layer of the unmanned air vehicle to which the unmanned air vehicle is to be moved if it is necessary to move from the departure layer to another layer, And generating layer movement information for moving from the starting layer to the arrival layer.

Wherein the layer movement information includes at least one of a layer changeable section including a waypoint section for changing a layer among the passages for autonomous flight of the unmanned aerial vehicle, a layer movement time, a change section entry time, and a change section entry angle can do.

According to the embodiments, it is possible to overcome the limitation of operation within the visible range of the pilot for an area where it is difficult to maintain the altitude value constantly on the ground (ground object) by providing the autonomous flight route of the non-visible region.

According to the embodiments, height information of elevation and obstacle is extracted using scanning data, analysis of change in image resolution of the landmark image data, verification of calibration using the extracted height information of ground objects, It is possible to provide a method and a system for constructing a unmanned aerial vehicle route by constructing a safe autonomous flight route of a unmanned aerial vehicle by correcting the measured value of the radio altitude sensor of the air vehicle.

1 is a view for explaining an unmanned aerial vehicle operation flight altitude limitation.
2 is a view for explaining a sensor unit of an unmanned aerial vehicle according to an embodiment.
FIG. 3 is a flowchart illustrating a mapping method for an unmanned aerial vehicle according to an exemplary embodiment of the present invention.
4 is a block diagram illustrating a cartographic system for unmanned aerial vehicle flight according to an embodiment.
5 and 6 are flowcharts illustrating a method for constructing an unmanned aerial vehicle according to an embodiment.
FIG. 7 is a block diagram illustrating an unmanned aerial vehicle construction system according to an embodiment.
8 to 10 are views for explaining an autonomous flight space configuration from the landmark scanning and imaging data according to an embodiment.
11 is a diagram for explaining matching of geospatial data according to an embodiment.
12 is a diagram for explaining a method of producing a map by matching geospatial data according to an embodiment.
FIG. 13 is a view for explaining collection of a point cluster through a laser scan according to an embodiment.
FIG. 14 is a view for explaining a layer having a specific height in a three-dimensional space according to an embodiment.
15 is a view for explaining a resolution change of an image according to a distance from a subject according to an embodiment.
FIGS. 16 through 19 are views for explaining a process of controlling and controlling the ground through the image recognition and processing of an unmanned aerial vehicle according to an embodiment.
20 is a diagram illustrating a simulation of a constructed route in accordance with one embodiment.
21 is a view showing a gas recognition and air traffic control shape according to an embodiment.
22 is a diagram for explaining a process of extracting a height of a specific point in a subject scanned with LiDAR according to an embodiment.
23 is a diagram for explaining DSM and DTM used in one embodiment.
24 is a diagram for explaining a method of setting a waypoint of a ground object according to an embodiment.
25 is a diagram for explaining a process of adding a waypoint in a waypoint valid section of a ground object according to an embodiment.
26 is a flowchart illustrating an operation of the unmanned aerial vehicle according to an exemplary embodiment of the present invention.
FIG. 27 is a flowchart illustrating an operation of an unmanned aerial vehicle according to another embodiment.
28 is a flowchart illustrating a method of operating a navigation system and a control system for an unmanned aerial vehicle according to an embodiment of the present invention.
29 is a view for explaining maintenance of a flight altitude within a predetermined layer range using a resolution height for ground water when an unmanned air vehicle is flying a predetermined route in the presence of ground water according to an exemplary embodiment.
30 is a block diagram of an unmanned aerial vehicle according to another embodiment.
31 is a flowchart illustrating an operation method of an unmanned aerial vehicle operation system according to another embodiment.
32 is a flowchart illustrating a method of operating an unmanned aerial vehicle operation system according to another embodiment of the present invention.
33 is a flowchart illustrating a method for operating an unmanned aerial vehicle according to another embodiment of the present invention.
34 is a flowchart showing an operation of the UAV according to another embodiment.
35 is a flowchart showing a method for controlling an unmanned aerial vehicle of a control system according to another embodiment.
36 is a flowchart illustrating a method for operating an unmanned aerial vehicle in an operating system according to another embodiment.
37 is a block diagram of an unmanned aerial vehicle according to another embodiment of the present invention.
38 is a block diagram of an unmanned aerial vehicle, an operating system, and a control system according to another embodiment.
39 is a flowchart illustrating a method of generating unmanned aerial flight path information for autonomous flight between layers of an unmanned aerial vehicle according to an embodiment.
40 is a flowchart illustrating a method for generating unmanned aerial flight path information for autonomous flight between layers of an unmanned aerial vehicle according to another embodiment.
41 is a block diagram showing a unmanned aerial vehicle construction system for constructing a route for interlayer movement of an unmanned aerial vehicle according to another embodiment.
42 is a flowchart illustrating an operation method of an unmanned aerial vehicle for moving between layers according to an embodiment.
43 is a block diagram of a route construction system for constructing a route of an unmanned aerial vehicle for moving between layers according to another embodiment.
44 is a diagram for explaining a procedure in which an unmanned aerial vehicle performs an inter-layer autonomous flight according to an embodiment.
45 is a view for explaining a layer changeable period in which an unmanned aerial vehicle is set up to move between layers according to an embodiment.
46 is a vertical sectional view for explaining a procedure in which an unmanned aerial vehicle moves between layers according to an embodiment.
47 is a view for explaining a procedure in which an unmanned aerial vehicle moves between layers according to another embodiment.
FIG. 48 is a diagram illustrating a procedure in which an unmanned aerial vehicle moves between layers according to another embodiment. FIG.
FIG. 49 is a method flow diagram of an unmanned aerial vehicle and a control system for layer movement of an unmanned aerial vehicle according to another embodiment.
50 is a flowchart illustrating an unmanned aerial vehicle control method according to an embodiment.
51 is a block diagram illustrating an unmanned aerial vehicle control system according to an embodiment.
52 is a block diagram illustrating an unmanned aerial vehicle control system according to another embodiment.

Hereinafter, embodiments will be described with reference to the accompanying drawings. However, the embodiments described may be modified in various other forms, and the scope of the present invention is not limited by the embodiments described below. In addition, various embodiments are provided to more fully describe the present invention to those skilled in the art. The shape and size of elements in the drawings may be exaggerated for clarity.

1 is a view for explaining an unmanned aerial vehicle operation flight altitude limitation.

According to NASA's Planned Drone Highway project under the Unmanned Aerial System Traffic Management (UASTM) plan, the Drone Highway will be operated by Amazon, Google, NASA, Federal Aviation Administration , FAA), and drones (eg, courier services) and controls (eg, systems for securing safety such as collision avoidance) that involve about 120 related agencies and companies in the United States.

The No Fly Area (110) ranges from 400ft to 500ft in rural, suburban and urban areas, but near the airport all altitude ranges near the airport are included in the Fly-Free Zone due to the take-off and landing of manned aircraft. Unmanned aerial vehicles according to one embodiment can not fly more than 400ft in rural, suburban, and urban areas because it is prohibited to fly in prohibited areas. And can be divided into a high-speed flight zone 120 and a low-speed flight zone 130 based on the mission of the unmanned aerial vehicle. For example, a company that provides logistics services such as Amazon will use a range of high-speed flight areas for rapid courier services and a range of low-speed flight areas such as agriculture, facility inspections, and shots.

In the following embodiments, the vertical separation for each range can be shaped by the concept of a "layer ", and the separation such as the high-speed flight zone 120 and the low- The mission of speedy delivery, or the task of slowly inspecting facilities at low speeds), but in reality more layers can be created to reflect the nature of mission execution on a larger variety of unmanned aerial vehicles.

The autonomous flight of the unmanned aerial vehicle requires additional information of altitude (Z) in addition to the location coordinates (X, Y). Conventional autonomous flight technology of the unmanned aerial vehicle inputs the altitude (Z) value before flight and maintains the altitude (Z) value measured by a sensor such as an ultrasonic wave using the echo principle of the wave. For example, the existing autonomous flight system is applied to farmers who are not accustomed to maneuvering unmanned aerial vehicles. However, in order to overcome the limitation of safety regulation (operation within the scope of pilot's view) due to changes in industrial demand, a supplementary measure is needed for areas where it is difficult to keep the altitude (Z) constant, such as ground objects. Here, ground objects may include objects and obstacles that include an indicator and are formed or linked from the ground. Since the radio altitude sensor operates on the principle of echo to the subject, it maintains the altitude (Z) value relative to the subject. In other words, if an unmanned aerial vehicle is entered to maintain an altitude (Z) value of 150 meters, an altitude of 150 meters from the altitude will be maintained, but if there is a ground- (Ground), the altitude of the unmanned aerial vehicle is maintained at 200 meters. Thus, if there is a restriction on the altitude of the flight, a flight dependent on the radio sensor measuring the altitude under the echo principle of the wavelength may violate the flight altitude limitation for safety regulation as a result. In particular, as shown in FIG. 1, the limitation of the flying height is a safety measure for maintaining the safety distance (vertical separation) from the lowest flying height of the flying popularity.

Therefore, for safe autonomous flight of unmanned aerial vehicles, absolute altitude (Z) value (ie, flight altitude limitation) must be maintained from the surface of the unmanned aerial vehicle and compensation for maintaining an absolute altitude (Z) value for ground- And an avoidance route should be provided for terrestrial objects that are difficult to vertically separate adjacent to absolute altitude (Z) values.

2 is a view for explaining a sensor unit of an unmanned aerial vehicle according to an embodiment.

Referring to FIG. 2, the sensor unit 200 of the unmanned aerial vehicle according to one embodiment may include a posture control unit 210, a failure safety unit 220, and a position measurement unit 230. And may further include a wireless communication sensor, a sensor for image capturing, and a laser scanning sensor.

The posture control unit 210 may be a gyro sensor, a geomagnetic sensor, an accelerator, or the like for sensing the rotational angle of the base to control the posture.

The failure safety unit 220 is used for Falt Safe, for example, a pneumatic altimeter (ultrasonic wave height sensor), an ultrasonic wave, a radar, a voltage, and a current meter.

On the other hand, since the radio altitude sensor operates on the principle of echo to the subject, it maintains the altitude (Z) value relative to the subject. Thus, if there is a restriction on the altitude of the flight, a flight dependent on the radio sensor measuring the altitude under the echo principle of the wavelength may violate the flight altitude limitation for safety regulation as a result. Therefore, for safe autonomous flight of unmanned aerial vehicles, absolute altitude (Z) value (ie, flight altitude limitation) must be maintained from the surface of the unmanned aerial vehicle and compensation for maintaining an absolute altitude (Z) value for ground- And an avoidance route should be provided for terrestrial objects that are difficult to vertically separate adjacent to absolute altitude (Z) values.

The position measuring unit 230 may be a sensor for detecting the position of the unmanned aerial vehicle, for example, a GPS (Global Positioning System) sensor or the like.

On the other hand, when the altitude is measured using the GPS sensor, the error range should be reduced through the surrounding infrastructure on the premise that the altitude (Z) value is limited. However, since the GPS altitude measurement is first affected by the (geometrical) arrangement of the GPS satellites and is secondarily affected by terrestrial obstacles and terrain, altitude (Z) values can not be calculated or errors may occur at the same point.

According to one embodiment, in order to extract an altitude Z value on the route through actual flight, a point cloud of a subject extracted by LiDAR scanning necessary for constructing a 2D layer in a three-dimensional space Can be analyzed.

The first layer obtained by connecting the height values of the object specific points through the analysis of the point clusters extracted from the propagation or the reflection of the light is generated by the interference caused by the radio wave or the distortion caused by the material of the object and the incidence angle The error can not be ruled out. Therefore, it is possible to construct a safer autonomous flight route by checking and correcting the extraction value.

FIG. 3 is a flowchart illustrating a mapping method for an unmanned aerial vehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 3, a method for creating a map for an unmanned aerial vehicle according to an exemplary embodiment includes forming (310) a space capable of autonomous flight by identifying a subject from surface scanning data into a layer, (Step 320) of constructing an autonomous navigation map for flight of the unmanned aerial vehicle by matching at least one of flight altitude limitation data, precise numerical map, and route information avoiding a military security area or a prohibited area ). Here, a layer can mean a two-dimensional space formed by applying an altitude value (height value) to a three-dimensional space.

The step of shaping the space capable of autonomous flight in the layer includes acquiring a point cloud of the object scanned by the surface scanning device mounted on the surface photographing aircraft, analyzing the collected point clouds to identify the object Extracting a height value of a specific point of the identified object by utilizing the terrain height data and connecting the height values of the specific point of the extracted object to an area and altitude capable of autonomous flight of the unmanned aerial vehicle in the space, . ≪ / RTI >

In operation 330, an autonomous navigation map for flight of the unmanned aerial vehicle constructed in the layer is synchronized with the unmanned aerial vehicle within a predetermined safety standard through information of the GPS or the position coordinate correction device, As shown in FIG.

According to one embodiment, it is possible to overcome the operational limitation of the pilot within the visible range of an area where it is difficult to maintain the altitude value constantly by providing the autonomous flight map of the non-visibility region.

In addition, it is possible to provide a mapping method and system for unmanned aerial vehicle flight that reflects elevation values by forming an autonomous flight space from a surface scanning and imaging data layer and matching the data to a shaped layer.

According to another aspect, a map generation method for an unmanned aerial vehicle includes the steps of setting a layer having a certain altitude value from the surface of the unmanned aerial vehicle according to its mission to the unmanned air vehicle, setting the route of the unmanned air vehicle on the set layer And constructing an autonomous navigation map including the set layer and the route. Here, the route may be composed of at least two way points including the position of the ground object existing on the ground surface of the route. And constructing an autonomous navigation map for each mission according to the identification information of the unmanned aerial vehicle. The waypoint is the point where it can carry out the task assigned to the unmanned aerial vehicle.Therefore, it provides the autonomous flight map of the non-visibility area and the pilot's visibility to the area where the altitude value is difficult to maintain constantly with the ground It is possible to overcome the limitation of operation within the range. Also, it is possible to provide a mapping method and system for an unmanned aerial vehicle flight that reflects an altitude value by forming an autonomous flight space as a layer from an index scanning and imaging data, and matching the data to a shaped layer.

Each step of the mapping method for unmanned aerial vehicle flight according to one embodiment will be described in more detail below.

4 is a block diagram illustrating a cartographic system for unmanned aerial vehicle flight according to an embodiment. As shown in FIG. 4, the map generating system for the unmanned aerial vehicle according to one embodiment may include a layer shaping unit 410, an autonomous navigation guidance unit 420, and a space guidance unit 430. Each component of the cartographic system for such unmanned aerial flight can be a processor included in the server.

These components may be implemented to execute steps 310 through 330, including the method of FIG. 3, through at least one program code and an operating system including the memory.

In step 310, the layer shaping unit 410 may identify a subject from the surface scanning data and shape a space capable of autonomous flight into a layer. Here, a layer can be represented as a plane containing the concept of height.

The layer shaping unit 410 may generate a plurality of two-dimensional layers in a space, and the layers may form a vertical separation.

Here, the layer shaping unit 410 may include a collecting unit, an identifying unit, an extracting unit, and a layer unit.

The collecting unit of the layer shaping unit 410 may acquire a point cloud of the object scanned by the surface scanning device mounted on the surface photographing aircraft. At this time, the height of the specific point of the building can be extracted by using the acquired point clusters of the object, which may be the height of the top of the building or the height of a certain point of the building such as the middle height of the building. A method for extracting a height of a specific point of a building in a point cloud of a subject scanned according to an embodiment will be described with reference to FIG.

FIG. 22 is a view for explaining a process of extracting a height of a specific point in a subject scanned by LiDAR according to an embodiment. FIG. 22 (a) is an image of an actual subject, The actual object is a point cloud of the subject scanned through a scanning device such as a LiDAR (LiDAR) device. At this time, the color spectrum 2200 that can refer to the height at each point of the subject can be shown. According to one embodiment, the collecting unit of the layer shaping unit 410 can extract the height of a specific point of the scanned object with reference to the color spectrum.

In one embodiment, the height spectrum value of the color spectrum 2200 can be used when extracting the height of a particular point from a scanned subject using a point cloud. However, since LiDAR scans a subject with a pulsed laser light, there may be a problem of light dispersion, boundary and breakline recognition depending on the material of the subject, and color spectrum 2200 Depending on the algorithm of the software tool used to analyze, the extraction result for the object height value may vary. Accordingly, in one embodiment, the height verification of the layer by the first fly-flying of the pilot's visibility for the layer set by the point Cloud, which is LiDAR data, is performed by the calibration of the optical imaging device Calibration can correct the error of the layer.

For example, the collecting unit of the layer shaping unit 410 may acquire a point cluster of the projected Lada pulse through a LiDAR (LiDAR) device mounted on an indicator shooting aircraft.

The identification unit of the layer shaping unit 410 may analyze the collected point clusters in the collection unit to identify the object. At this time, the identification unit of the layer shaping unit 410 can recognize the boundary or contour of the ground water object through the point clusters, thereby identifying the identified ground water object as a bridge, a building, a wire, or the like.

The extracting unit of the layer shaping unit 410 extracts a height value of a specific point of the object identified in the identifying unit by using a digital surface model (DSM) or a digital terrain model (DTM) Can be extracted. The DSM data and the DTM data are data that can be obtained from a government agency (for example, Korea's Geographical Survey Institute) or an aviation survey company that builds up the geographical information of each country in a database. 23 is a view for explaining DSM and DTM used in one embodiment. As shown in FIG. 23, DSM is a height value of a ground object and DTM is a height value (elevation) of a terrain have.

The layer unit of the layer shaping unit 410 may connect the altitude values of the specific points of the object extracted by the extracting unit to form an area and an altitude at which the unmanned aerial vehicle can freely fly.

A method of identifying the subject and shaping the autonomous flight space will be described below with reference to FIGS. 8 to 10, for example.

In step 320, the autonomous navigation guidance unit 420 registers at least one or more of the flight altitude limitation data, the precise numerical map, and the route information avoiding the military-security area or the non- It is possible to construct an autonomous navigation map for unmanned aerial vehicle flight.

In step 330, the spatial guidance unit 430 synchronizes the autonomous navigation map for the flight of the unmanned aerial vehicle constructed on the layer with the unmanned aerial vehicle within the predetermined safety standard through the GPS or the information of the position coordinate correction apparatus It can be shaped as a space map as much as possible.

The spatial guidance unit 430 matches the GPS coordinates to the autonomous navigation map for the flight of the unmanned aerial vehicle constructed in the layer, processes the altitude value of the ground object image from the autonomous navigation map for the flight of the unmanned aerial vehicle, The measured altitude value can be corrected.

In other words, the space guidance unit 430 matches the GPS coordinates to the autonomous navigation map for the flight of the unmanned aerial vehicle constructed in the layer, and transmits the acquired coordinates to the registered GPS coordinates from the autonomous navigation map (for example, (Calibration based on the surface of the object), which is capable of measuring the resolution of the ground object by the angle of incidence, It is possible to correct the altitude measurement value of the altimeter by matching the GPS coordinates and using the principle of echoes such as echoes.

A method of mapping and mapping such geospatial data will be described in more detail below with reference to FIGS. 11 and 12, for example.

A method for mapping a three-dimensional precision map according to another embodiment, the method comprising the steps of: forming vertical separation on a three-dimensional precision map; And shaping a symbol representing a collected way point.

Wherein the step of forming a plurality of layers of vertical separation comprises obtaining a point cloud of a subject scanned by an surface scanning device mounted on an indicator photographing aircraft, analyzing the collected point clusters to identify the object Extracting a height value of a specific point of the identified object by utilizing the terrain height data, and connecting the height values of the specific point of the extracted object to form an area and an altitude capable of autonomous flight of the unmanned aerial vehicle in the space .

The cartographic method for unmanned aerial vehicle flight on the stereoscopic precision map according to another embodiment can be more specifically explained using the cartographic system for unmanned aerial vehicle flight on the stereoscopic precision map according to another embodiment. Here, the mapping system for the unmanned aerial vehicle flight on the stereoscopic precision map may include a layer shaping section, a route and a symbol shaping section. Each component of the mapping system for unmanned aerial vehicle flight on the stereoscopic precision map may be a processor included in the server.

The layer shaping unit 410 may vertically separate a plurality of layers from the stereoscopic precision map. At this time, stereoscopic precision map can be produced by using existing stereoscopic precision map or by collecting data.

The layer shaping unit 410 may include a collecting unit, an identifying unit, an extracting unit, and a layer unit, as described with reference to FIG.

The collecting unit of the layer shaping unit 410 may acquire a point cloud of the object scanned by the surface scanning device mounted on the surface photographing aircraft. For example, the collecting unit of the layer shaping unit can acquire a point cloud of the projected object through the LiDAR device mounted on the ground surveying aircraft.

The identification unit of the layer shaping unit 410 may analyze the collected point clusters in the collection unit to identify the object.

The extracting unit of the layer shaping unit 410 extracts a height value of a specific point of the object identified in the identifying unit by using a digital surface model (DSM) or a digital terrain model (DTM) Can be extracted.

The layer unit of the layer shaping unit 410 may connect the altitude values of the specific points of the object extracted by the extracting unit to form an area and an altitude at which the unmanned aerial vehicle can freely fly.

Here, the layer may include at least one of formation height, performance possibility, and gas specification.

The symbol of the route formed on the layer includes the position coordinates and the altitude value of the image based on the layer with respect to the corresponding coordinates, and the altitude value of the image is the altitude of the unmanned aerial vehicle to measure the altitude It is necessary to correct the measured value by the sensor.

5 and 6 are flowcharts illustrating a method for constructing an unmanned aerial vehicle according to an embodiment.

Referring to FIGS. 5 and 6, a method for constructing an unmanned aerial vehicle path according to an exemplary embodiment includes forming (510) a space capable of autonomous flight by identifying a subject from an index scanning data, A step 520 of collecting index image data on the flight path, and extracting an altitude value on the flight pathway by analyzing the image resolution change according to the distance between the camera and the subject scanning the ground surface through the collected index image data 530 < / RTI > Here, the distance between the camera and the subject can be calculated through the internal parameter value and the external parameter value of the camera confirmed through the calibration of the camera. Further, in the embodiment to which the present invention is applied, since it is assumed that the position and direction of the camera at the time of shooting the image of the ground object are known, the distance between the camera and the subject can be calculated by considering the parameters of the camera .

In addition, the camera recognizes and records the resolution change of the subject based on the parameter values of the calibration, as well as a general optical (optic) camera having the structure of the light collecting part, the light convergence part and the imaging part, But may also include other replaceable devices that may be used.

Here, the step 510 of shaping a space capable of autonomous flighting includes a step 511 of obtaining a point cloud of a subject scanned by the land surface scanning device mounted on the land surveying aircraft, A step 513 of extracting a height value of a specific point of the identified object by using the terrain height data, and a step of connecting the height values of the specific point of the extracted object to the space And step 514 shaping the area and elevation of the unmanned aerial vehicle into a layer capable of autonomous flight.

In addition, the method for constructing the ROV according to an embodiment may further include a step 540 of correcting the measured value of the radio altitude sensor through route verification from the extracted altitude value.

According to one embodiment, it is possible to overcome the operational limitation of the pilot within the visible range of an area where it is difficult to maintain the altitude value constantly on the ground (ground object) by providing the autonomous flight route of the non-visible region.

In addition, height information of elevation and obstacle is extracted by using scanning data, and the change of image resolution of the land surface image data is analyzed, and calibration information is extracted using the extracted height information of ground surface (ground) A method and system for constructing a unmanned aerial vehicle route in which a safe autonomous flight route of an unmanned aerial vehicle is constructed by correcting the measured value of the sensor can be provided.

Calibration verification according to an exemplary embodiment includes performing a verification as to whether the distance between the camera lens mounted on the unmanned aerial vehicle and the subject and the focus with respect to the subject are correct and the correction of the measured value of the airborne altitude sensor of the unmanned aerial vehicle And the correction of the error range of the altitude sensor using the image resolution change value

In one embodiment, the calibration of the altitude sensor value of the unmanned aerial vehicle may be performed to verify the camera calibration for the purpose of initial flight setting corresponding to the purpose of the flight before the unmanned aerial vehicle flight, And can be performed to continuously correct the measured altitude of the unmanned aerial vehicle.

The calibration verification for the initial setting of the unmanned aerial vehicle before the initial flight can be performed by verifying the camera calibration based on the measurement value of the radio altitude sensor of the unmanned aerial vehicle in the flat area. The operator of the unmanned aerial vehicle operation system according to one embodiment or the autonomous flight map construction company sets the altitude value of the unmanned aerial vehicle before flying to 80 m when the height of the layer is set at about 80 m from the elevation and hovering at the altitude The distance (focal length) from the center of the camera optical lens to the image sensor can be confirmed by confirming that the camera mounted on the unmanned aerial vehicle that is hovering is focused at 80 m. Therefore, it can be confirmed from the height of 80m that the subject in the incidence angle (angle) is in focus.

In this case, the reason for performing the calibration verification before each flight of the unmanned aerial vehicle is that the value can be distorted by the extreme vibration generated when the unmanned air vehicle takes off, and therefore, the flight altitude recognized by the unmanned aerial vehicle It can be different.

In addition, the initial setting for the flight of the unmanned aerial vehicle may be completed according to an exemplary embodiment, and may be performed to continuously correct the measured value of the unobserved airborne altitude sensor while operating the unmanned aerial vehicle. Then, The measured value from the radio altitude sensor mounted on the actual unmanned aerial vehicle may have a range exceeding the height of the predetermined layer depending on the purpose of the unmanned aerial vehicle and in such a case, There is a risk of collision with other vehicles. Accordingly, in an embodiment, in order to prevent such a problem, a calibration of the optical apparatus mounted on the unmanned aerial vehicle using the image resolution change value can be performed to allow the unmanned aerial vehicle to fly while keeping the height of the layer constant.

Accordingly, in one embodiment, even when the unmanned aerial vehicle suddenly recognizes the presence of the ground water by the radio altitude sensor during flight, the flight altitude height that deviates from the layer by the height of the ground water, So that the unmanned aerial vehicle can fly while maintaining the height of the layer at a constant level. In particular, in order to do so, the calibration of the camera must first be accurately verified so as to obtain an image capable of accurately analyzing the resolution on the path along which the unmanned aerial vehicle travels, and the correct shot image must be obtained.

Hereinafter, each step of the method for constructing the unmanned aerial vehicle according to one embodiment will be described in more detail.

FIG. 7 is a block diagram illustrating an unmanned aerial vehicle construction system according to an embodiment. 7, the unmanned aerial vehicle construction system 700 according to an embodiment includes a layer forming unit 710, a data collecting unit 720, an altitude calculating unit 730, and a verifying unit 740 . Each component of the unmanned aerial vehicle building system may be a processor included in the server.

These components may be implemented to execute steps 510 through 540, which are included in the method of FIGS. 5 and 6, through at least one program code and an operating system including the memory.

In step 510, the layer shaping unit 710 identifies the object from the surface scanning data and shapes a space capable of autonomous flight into a layer. Here the layer can be a plane that contains the concept of height.

Land Survey You can identify objects such as buildings and bridges by analyzing the point cloud of a subject scanned by various land surface scanning devices (eg SAR (Synthetic Aperture Radar), LiDAR, short wave infrared sensor, etc.) have.

The layer shaping unit 710 can form a two-dimensional layer in the three-dimensional space by calculating the height of the object identified from the scan data on the basis of the altitude of the index of the corresponding coordinates and connecting the height of the specific point.

The layer shaping unit 710 may generate a plurality of two-dimensional layers in a space, and the layers may form a vertical separation.

Here, the layer shaping unit 710 may include a collecting unit, an identifying unit, an extracting unit, and a layer unit.

The collecting unit of the layer shaping unit 710 may acquire a point cloud of a subject scanned by the surface scanning device mounted on the ground photographing aircraft. At this time, the height can be extracted according to the height of the building and the middle height of the building can be extracted.

For example, the collecting unit of the layer shaping unit 710 may acquire a point cloud of a projected object through a LiDAR (LiDAR) apparatus mounted on an indicator shooting aircraft.

The identifying unit of the layer shaping unit 710 can identify the object by analyzing the collected point clusters in the collecting unit.

The extracting unit of the layer shaping unit 710 can extract the height value of a specific point of the object identified in the identifying unit by utilizing the terrain height data.

The layer unit of the layer shaping unit 710 may connect the height values of the specific points of the object extracted by the extracting unit to form an area and an altitude that can freely fly the unmanned aerial vehicle in the space.

In operation 520, the data collection unit 720 may collect index image data on the flight path from the shaped layer.

At this time, the data collecting unit 720 may collect the land surface image data from the layer of the flying height limited height first.

The data collecting unit 720 can acquire the landmark image data through the photographing apparatus having the calibration value set at a specific altitude mounted on the landing aircraft.

The data collecting unit 720 can check the spatial geographic information to collect the landmark image data, search the safety route for the flight, generate the specific flight route, and collect the landmark image data for the corresponding route. In particular, the collection of the initial landmark image data necessary for the route analysis for the construction of the route can only ensure the safety of the pilot by allowing the pilot to fly within the visibility of the qualified pilot.

The data collecting unit 720 can confirm the measurement value of the radio altitude sensor (for example, radio altimeter, etc.) by setting the height of the flight altitude limit through the object capable of flying altitude limit height verification. Here, a subject capable of flying altitude limited height verification can be a ground structure that is equal to or higher than the flight altitude limit.

In addition, the data collecting unit 720 checks the information such as the resolution and image acquisition method of the photographing apparatus and the calibration parameters according to the incident angle, and records the information in a flight data recorder (FDR) mounted on the unmanned air vehicle Can be confirmed.

In step 530, the altitude calculation unit 730 may analyze the image resolution change according to the distance between the camera and the object through the collected land image data, and extract the altitude value on the flight path.

The altitude calculation unit 730 compares the coordinates (altitude), the altitude, the posture, and the time information from the FDR of the aircraft with the captured image data, and extracts the height value of the collected image Can be calculated through image distortion correction and image resolution change analysis with reference to calibration information and parameters of the imaging apparatus.

More specifically, the altitude estimating unit 730 may analyze the resolution change of the image according to the distance between the camera and the object to extract the altitude value on the flight path. Here, the resolution of the image can be confirmed by the difference in the number of pixels between the previous frame and the current frame or the difference in the number of pixels of the object photographed at various angles.

Accordingly, as shown in FIG. 15B, the resolution height HR can be calculated by a difference between a height HF by a radio wave height sensor and a height HO by a point cluster analysis, It can be done through calibration of sensor and scanning data through survey analysis.

In this way, the existing image analysis distance measurement method for analyzing the image change of the subject and measuring the distance can be applied to the altitude measurement, and the altitude (Z) value of the image can be extracted by analyzing the change of the image resolution.

In step 540, the verification unit 740 may correct the measured value of the radio altitude sensor through route verification from the extracted altitude value.

The verification unit 740 extracts the altitude Z from the subject existing in the route and assigns the result to the route coordinates of the unmanned aerial vehicle at regular intervals. When the unmanned aerial vehicle reaches the corresponding route coordinates, (HR) of the image corresponding to the coordinates which are in contact with the obstacle (obstacle), and as a result, it is possible to correct the measured value of the radio altitude sensor in use.

The verification unit 740 may support an offline image processing method in order to minimize the risk of communication and gaseous infrastructure environment in an autonomous flight.

The verification unit 740 repeatedly collects the landmark image data through the autonomous flight of the unmanned aerial vehicle and reflects the collected landmark image data to the navigation control and ground control and the navigation map data through the resolution change analysis, can do.

Unmanned aerial vehicles reaching the specific coordinates of the route can correct the sensor measurement altitude (Z) value by using the altitude (Z) value of the image from the navigation map data and matching the GPS coordinates with the navigation map data previously stored in the gas . The corrected altitude (Z) value can maintain flight altitude limitation and vertical separation of the route by the layer through the control of the unmanned aerial vehicle.

In order to maintain the route and maintain the latest data, the unmanned aerial vehicle repeatedly collects the surface image data through an autonomous flight mission, and the collected surface image data is reflected in the route control and ground control and the route guidance data through the image change or resolution change analysis . As the autonomous flight mission repeats, the reliability of the route increases and new routes can be created and verified through simulation.

8 to 10 are views for explaining an autonomous flight space configuration from the landmark scanning and imaging data according to an embodiment.

Referring to FIGS. 8 and 9, for the purpose of forming an autonomous flight space from the landmark scanning and imaging data, the LIDAR pulse is projected through the LiDAR (LiDAR) Points 831, 832 and 833 formed at the height of a specific point of the echo point cloud of the object (building or the like) 821, 822 and 823 and the objects 821, 822 and 823, Can be obtained. Such data can be utilized to provide various spatial and geographic information services such as object identification and stereoscopic modeling of a subject.

822 and 823 by analyzing the points 911, 912 and 913 formed at the height of a specific point among the point clusters and the point clusters collected by the lidar pulses to identify the objects 821, 822 and 823, Using the terrain height data, h is extracted as a height value of a specific point 912 of the identified object 822 and specified points 911 and 913 of the objects 821 and 823 having the same height as the height value h are extracted ) Plane 910. In this case, For example, the height value (h) 120 m of a specific point of the identified object (building or the like) can be extracted. Here, a specific point may be selected arbitrarily. In FIG. 8, it is assumed that there is a space on the roof of the subject 822 where the unmanned aerial vehicle can take off and land.

10, when the height values 1011, 1012, and 1013 of the extracted objects are connected (1010), the area and the altitude at which the unmanned aerial vehicle can freely fly are defined as a layer 1020 .

8-10, it is assumed that the maximum flying limit of the unmanned aerial vehicle is 120 m, the height of the subject 822 corresponds to 120 m, and the layer 1020 capable of autonomous flight based on the height is generated . In an embodiment, when creating a layer capable of autonomous flight of an unmanned aerial vehicle, it is assumed that the maximum flight limiting altitude of the unmanned aerial vehicle will be set by the safety regulation policy as described above in order to prevent collision with the manned air vehicle, It can be used to determine the route of the unmanned aerial vehicle by setting a plurality of vertically separated layers in a space below the limit altitude.

11 is a diagram for explaining matching of geospatial data according to an embodiment.

11, data such as an altitude restricting policy 1110, a precise numeric map 1130, a military security area, and route information 1120 avoiding a prohibited area are added to a layer shaped in a space, An autonomous navigation map 1100 for unmanned aerial vehicle flight can be constructed. Accordingly, it is possible to utilize a large number of unmanned aerial vehicles at the same time in safety-sensitive areas through guidance of safety routes of unmanned aerial vehicles. Here, the autonomous navigation map for unmanned aerial vehicle flight can be expressed by the unmanned aerial vehicle safety navigation map.

12 is a diagram for explaining a method of producing a map by matching geospatial data according to an embodiment.

Referring to FIG. 12A, an autonomous navigation map 1210 for flight of an unmanned aerial vehicle constructed on a layer according to an embodiment is synchronized with the unmanned aerial vehicle 1230 through information of the GPS 1220 and various position coordinate correction devices The target safety standards can be met.

That is, as shown in FIG. 12B, the contents of the tutorial of the 3D virtual flight simulator 1240 can be shaped into a space map that can be physically applied to the unmanned aerial vehicle in reality.

The vertical altitude value is constructed by applying the non-contact altitude measurement technique to the spatial data so that the actual gas can recognize the visualized way point in the 3D virtual flight simulator 1240, and the safety of the operation of the unmanned aerial vehicle .

In order to construct a safe autonomous flight path of an unmanned aerial vehicle according to an embodiment, scanning (echo) data such as radio waves / light to which the operation principle of the radio wave sensor is applied and a calibration value The obtained index image data can be used.

The altitude (Z) value obtained by the distance and elevation measurement method using the scanning (echo) data from the object can extract height information of the elevation and the object (obstacle).

The elevation (Z) value of the image change data of the landmark image data collected by the photographing apparatus set to the calibration value at a specific altitude is calculated by calibrating verification using the height information of the extracted object (obstacle) - It is possible to correct the extraction value of the radio altitude sensor of the unmanned aerial vehicle.

FIG. 13 is a view for explaining collection of a point cluster through a laser scan according to an embodiment.

As shown in FIG. 13, the landmark aircraft can identify the subject by collecting a point cloud of the subject through GPS (position), inertial navigation (INS, route position), laser scan,

It is possible to produce ortho image, stereoscopic map, contour line, DEM, etc. from the scanning result which is represented by a myriad of point clouds.

FIG. 14 is a view for explaining a layer having a specific height in a three-dimensional space according to an embodiment.

As shown in FIG. 14A, the unmanned aerial vehicle construction system calculates the height of the object identified from the scan data based on the altitude of the corresponding coordinates and connects the height of the specific point to form a two-dimensional layer in the three- have.

When a large number of 2D layers 1410 having a specific height Z value in a three-dimensional space are generated, a topography as shown in FIG. 14A can be formed. Further, as shown in FIG. 14B, a plurality of grid topography 1420 It can be shaped. In other words, the layer shown in FIG. 14A can be expanded to form a grid terrain in which a plurality of layers shown in FIG. 14B are connected to each other, and thus can be used for constructing a route of a unmanned aerial vehicle capable of flying a long distance. Accordingly, when the grid is expanded one by one from FIG. 14B, the connected shape of the layers shaped at the designated height is displayed.

Referring to FIG. 14C, the unmanned aerial vehicle building system can collect the landmark image data on the flight path from the shaped layer.

At this time, firstly, the land surface image data can be collected from the layer of the flying height limited height.

The unmanned aerial vehicle configuration system can collect the landmark image data for the route by searching the safety route for the flight by checking the spatial geographic information to collect the landmark image data, generating the specific flight route, and collecting the landmark image data for the route. In particular, the collection of the initial landmark image data necessary for the route analysis for the construction of the route can only ensure the safety of the pilot by allowing the pilot to fly within the visibility of the qualified pilot.

The unmanned aerial vehicle building system can confirm the measurement value of the radio altitude sensor (for example, a radio altimeter, etc.) by setting the height of the flight altitude limit through the object capable of flying altitude limit height verification. Here, a subject capable of flying altitude limited height verification can be a ground structure that is equal to or higher than the flight altitude limit.

In addition, the unmanned aerial vehicle construction system checks the information such as the resolution and image acquisition method of the image capturing apparatus and the calibration parameters according to the incident angle, and records the information on the Flight Data Recorder (FDR) mounted on the unmanned aerial vehicle You can check the flight information of the aircraft.

The altitude Z value on the route is obtained by matching coordinate, altitude, posture, and time information from the FDR of the aircraft with the photographed landmark image data, and acquiring the calibration information of the photographing apparatus It can be calculated by analyzing image distortion and image resolution change with reference to parameters.

14C and 14D, the unmanned aerial vehicle configuration system sets an autonomous flight path 1430, which is a flight path, on the layer 1410 according to the purpose of flying the unmanned air vehicle, It is possible to generate a point 1440 for resolution conversion analysis of the terrestrial object to maintain the constant flying height of the air vehicle. Thus, it is possible to periodically check whether the unmanned aerial vehicle flying according to the autonomous flight course 1430 is correctly maintaining its own flight altitude.

The route 1430 for autonomous flight set on the layer 1410 as shown in FIG. 14C. The route 1430 for autonomous flight includes one way point 1452 designated as the same destination as the departure point for performing the repeated mission of the unmanned aerial vehicle, four way points 1452 for avoiding the dangerous area, (Way Points) 1450, 1454, 1456, and 1458. Thus, a route including a total of five way points 1450, 1452, 1454, 1456, and 1458 can be shown. At this time, the five waypoints 1450, 1452, 1454, 1456, and 1458 may correspond to one of a plurality of waypoints 1440 for measuring the height of the resolution shown in FIG. 14D.

Such a way point is a concept of a point of a specific coordinate for achieving a certain purpose set on a route. Basically, a way point is set in advance to set a route for avoiding an arrival point or an obstacle at a starting point Can be called way points. The same concept can be said to be a coordinate point including the image resolution value of the ground which must be recognized in order to maintain the predetermined layer on the route.

That is, in FIG. 14D, a point 1440 for resolution conversion analysis of groundwater for maintaining a constant flying height of the unmanned aerial vehicle at a certain point on the autonomous flight path is defined as a point 1440, And a point at which the image change of each ground object existing in the road should be measured is represented by a way point. The point where the unmanned aerial vehicle moves along the route 1430 formed in the layer 1410 and performs the image change analysis about the ground object below the route that interferes with the maintenance of the height of the layer 1410, (Way Point). Here, the waypoint may be a point where the unmanned aerial vehicle temporarily hobbles to perform a specific mission or acquire data.

A method of setting routes and way points according to one embodiment will be described in detail with reference to FIG. 24 illustrates a method of maintaining an altitude corresponding to a layer assigned to a route through image analysis when an unmanned aerial vehicle passes over a ground object existing on a route of the unmanned aerial vehicle according to an embodiment .

Referring to FIG. 24, in order to maintain a predetermined flying altitude corresponding to a layer, the UAV according to an exemplary embodiment may set a way point 2403, which is required to correct the altitude measurement value of the ultrasonic sensor through image analysis . The route 2401 of the unmanned aerial vehicle is formed so as to pass from the ground water A 2410 to the ground water B 2420 and the ground water C 2430. In the case of the ground water A 2410 and the ground water B 2420, The height of the waypoints of the entry points 2450 and 2454 to the water and the height of the waypoints of the entry points 2452 and 2456 may be the same. In this case, the corresponding interval can be set as the way point valid period 2405. Here, the waypoint validity period 2405 may refer to an interval in which the resolution height of the ground image is equal to the entry point and entry point of the waypoint.

Alternatively, additional waypoints may be set in the middle of the waypoint validity period 2405 if the height is different within the waypoint validity period 2405. 25, assuming that a rooftop 2550 is present at the top of the ground A, if the rooftop 2550 is located in the flight route, the waypoint corresponding to the rooftop 2550 is referred to as a waypoint valid period 2570 Can be added.

Preferably, there are one waypoint for each ground water. In the case of the ground water A 2410 and the ground water B 2420 in FIG. 24, it is assumed that there are two waypoints .

15 is a view for explaining a resolution change of an image according to a distance between a camera mounted on an unmanned aerial vehicle and a subject according to an embodiment.

Referring to FIGS. 15A and 15B, the unmanned aerial vehicle construction system can extract an altitude value on the air route by analyzing the resolution change of the image according to the distance between the unmanned air vehicle 1500 and the object.

In one embodiment, the unmanned aerial vehicle (AT) is able to grasp the current position and speed at all times through an inertial navigation system (INS). However, in order to accurately position the AT, The gas altitude can be corrected. More specifically, the altitude can be confirmed through the difference in the number of pixels between the previous frame photographed by the optical device 1510 such as a camera mounted on the unmanned aerial vehicle and a specific point of the subject in the current frame, An image plane (image plane) 1520 can be utilized to analyze the resolution change of the image.

Referring to FIG. 15A, it is assumed that the unmanned aerial vehicle 1500 is flying in the vector direction of the X and Y axes according to the waypoints. In this case, two points 1550 and 1552, May analyze the pixel values photographed at the optical equipment 1510 on the image plane 1520. [ Here, the points 1550 and 1552 can be points on the ground surface corresponding to waypoints included in the unmanned aerial vehicle.

The unmanned air vehicle 1500 uses the resolution height obtained through the resolution analysis of the image of the point 1550 on the ground surface above the waypoint before the point 1550 so that the unmanned air vehicle 1500 can reach the point 1550 The accuracy of the measurement value of the radio-wave altitude sensor measured at the upper portion of the radio wave sensor can be verified. At this time, the flight altitude can be measured (1554) by using a radio altitude sensor mounted on the unmanned air vehicle 1500.

The point 1552 may be a point on the ground surface for calibrating the photographing incident angle so as to confirm a change in resolution of the ground water existing in the flying direction of the unmanned air vehicle 1500. The resolution height for point 1552 can be calculated using the angle of incidence 1556 of the camera 1510 that takes into account the direction of travel to point 1552. [ The surface of the reference numeral 1552 is photographed when the unmanned air vehicle 1500 is positioned above the point 1550 so that the unmanned air vehicle 1500 can recognize the resolution size 1530 of the image for the point 1552 have. This process can be performed for each way point while the unmanned aerial vehicle 1500 performs the autonomous flight according to the determined waypoints.

That is, the unmanned aerial vehicle 1500 measures the flight altitude from the specific point corresponding to the current waypoint via the propagation altitude sensor for each way point, and measures the altitude from the specific point corresponding to the next waypoint to be moved If the height of the altitude sensor is different from the height of the altitude sensor, the measured altitude of the altitude sensor is changed to change the altitude of the unmanned aerial vehicle 1500 at the next waypoint .

Referring to Fig. 15B, the point 1562 is a point on the ground surface for verifying the accuracy of the measurement value of the radio altitude sensor, and accuracy verification can be continuously performed. 15B, since the ground object 1560 exists on the route of the unmanned air vehicle 1500, the resolution of the image photographed at the point 1552 in FIG. 15A and the resolution of the image photographed at the point 1564 in FIG. So that the unmanned air vehicle 1500 can control the altitude of its own flight to maintain the set altitude in consideration of the height of the ground surface 1560. That is, the resolution 1530 of the image shown in FIG. 15A and the resolution 1566 of the image of FIG. 15B show different resolution changes depending on whether the ground object 1560 is present or not.

In other words, in FIG. 15B, due to the presence of the ground water 1560, the distance between the camera and the specific point 1564 of the ground water is less than the distance between the camera 1510 and the point 1552 in FIG. The resolution for the point 1552 and the resolution for the point 1552 are different. According to the embodiment, the altitude of the unmanned aerial vehicle and the height of the ground surface 1560 can be estimated using the resolution difference, and the flight altitude of the unmanned aerial vehicle 1500 can be measured.

Accordingly, the correction of the resolution height HR and the resolution height HR can be expressed by the following equations.

[Equation 1]

Height by radio wave height sensor (HF) - Height by point cluster analysis (HO) = Resolution height (HR)

Calibration of sensor and scanning data through triangulation analysis = correction of resolution height (HR)

Meanwhile, an OMR (Optical Mark Recognition) target for image processing is prepared as a distance measurement method by analyzing the image change, a target is arranged at a predetermined interval (for example, 0.5 m), and the distance between the camera and the object and the resolution Distance measurement can be done using correlation analysis results.

In this way, the existing image analysis distance measurement method for analyzing the image change of the subject and measuring the distance can be applied to the altitude measurement, and the altitude (Z) value of the image can be extracted by analyzing the change of the image resolution.

The verification unit 740 of the unmanned aerial vehicle construction system can correct the measured value of the radio altitude sensor through route verification from the extracted altitude value.

The verification unit 740 extracts the altitude Z from the subject existing in the route and assigns the result to the route coordinates of the unmanned aerial vehicle at regular intervals. When the unmanned aerial vehicle reaches the corresponding route coordinates, (HR) of the image corresponding to the coordinates which are in contact with the obstacle (obstacle), and as a result, it is possible to correct the measured value of the radio altitude sensor in use.

As shown in FIG. 14D, in the present embodiment, the extracted altitude Z values can be uniformly arranged in the corresponding route coordinates.

FIGS. 16 through 19 are views for explaining a process of controlling and controlling the ground through the image recognition and processing of an unmanned aerial vehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 16, the method of identifying and processing the altitude (Z) value of the image of the unmanned air vehicle disposed at each way point in the route coordinates is basically based on the characteristics of the image processing apparatus and the data link, Delays, and battery consumption. Accordingly, in order to ensure the safety of autonomous flight, the offline image processing method can be supported to minimize the risk to the communication and gas infrastructure environment.

The unmanned aerial vehicle 1660 matches 1602 the navigation map data 1601 stored in advance with the GPS and coordinates 1603 the altitude Z of the image from the navigation map data 1601, Z) can be corrected (1604).

When the GPS signal is not received, the unmanned aerial vehicle 1660 performs the image processing 1603 for each predetermined waypoint while performing the flight using the navigation route data 1601 previously stored by inertial navigation without the GPS coordinate process 1602 Can be performed. In addition, when the GPS signal is not received, the UAV 1660 may further include communication means for communicating with the mobile communication base station so as to grasp its own position through communication with the neighboring mobile communication base station.

If the unmanned aerial vehicle is not an initial flight or there is a resolution value of the ground water existing for each way point, the resolution value of the ground water obtained beforehand for each way point is stored in the navigation route data 1601, . Accordingly, the unmanned aerial vehicle 1660 compares the resolution value of the ground water stored for each way point with the altitude value measured and maintained by the radio altitude sensor during autonomous flight, You can calibrate or utilize altitude sensor readings. Then, the unmanned aerial vehicle 1660 can store the resolution value of the ground water acquired for each way point.

In another embodiment, the unmanned aerial vehicle 1660 calibrates the radio altimeter sensor measurement value using the resolution value previously acquired for the ground water before the autonomous flight and the average value of the resolution value of the ground water obtained during the autonomous flight, You can maintain the flight altitude of the layer.

When the unmanned air vehicle 1660 is in the initial flight state and the resolution value of the ground water exists for each way point, the unmanned air vehicle 1660 matches the navigation route data 1601 with the GPS coordinates 1602, It is possible to acquire and store the resolution value of the ground water for each way point while performing the flight while maintaining the pre-input flying height through the altitude sensor.

The unmanned aerial vehicle 1660 maintains the flight altitude limit and the vertical separation of the route by the layer by using the corrected altitude Z value so as to maintain the flight altitude corresponding to the height of the layer, ). ≪ / RTI > Then, the unmanned aerial vehicle 1660 can perform the flight report 1608 by transmitting flight information and the like generated while performing the steps 1601 to 1605 to the ground control system 1650 through the wireless transmission / reception unit 1607. The control system 1650 may also refer to a ground control system.

When the unmanned air vehicle 1660 receives the route control information 1609 from the ground control system 1650 through the wireless transmitting / receiving unit 1607 (1606), the unmanned air vehicle 1660 performs the flight according to the received route control information And perform flight control and flight altitude control (1605). And the data processed in 1601 to 1605 according to one embodiment may be recorded in the FDR of the unmanned air vehicle 1660 whenever the corresponding coordinate point on the route is reached.

When the unmanned air vehicle 1660 performs the flight report 1608, the flight information such as the speed, the altitude, and the moving direction may be transmitted as a message to the control center 1610 of the ground control system 1650, The control unit 1650 may transmit the route control data 1609 for controlling the unmanned air vehicle 1660 to the unmanned air vehicle 1660 according to the received flight information data and the situation. The flight information data and the route control data 1609 may be transmitted through a wireless communication network or may be transmitted through a mobile communication network such as LTE (Long Term Evolution).

In addition, the control center 1610 of the ground control system 1650 can acquire (1611) route images captured by the unmanned air vehicle 1660. Accordingly, the control center 1610 acquires images and images capable of analyzing the height information of the ground objects obtained by flying along the set route of the unmanned air vehicle 1660 through the obtained route image 1611 When the acquired image is analyzed, the information of the route corresponding to the obtained route image can be updated using the analyzed information.

Accordingly, when the route update data 1612 is generated through the obtained route image, the control center 1610 can apply the updated route data to the unmanned air vehicle 1660 via the online or offline route (1613). Also, in one embodiment, application 1613 may be performed during the procedures of references 1901 through 1903 shown in FIG. 19, and may be performed on-line or off-line.

The route image acquisition 1611 may be obtained through a wireless or wired method. The manner in which the route image is obtained through the wireless method can be performed in real time through the wireless communication network or the mobile communication network or the satellite communication network and the method in which the route image is acquired through the wired method is that the unmanned air vehicle 1660 completes the flight The operator can directly acquire the navigation image inside the unmanned aerial vehicle 1660 directly from the storage unit storing the navigation image.

Also, the ground control system 1650 can acquire route images in both wireless and wired manner. In this case, the average value of the route image obtained by radio and the route image obtained by wire can be used as the final route image information .

In addition, the control center 1610 of the ground control system 1650 determines a layer changeable interval for inter-layer flight of the unmanned air vehicle 1660, and transmits the route data reflecting the determined layer changeable interval to the operating system or the unmanned air vehicle 1660). At this time, when the layer change request message is received from the unmanned air vehicle 1660, the control center 1610 controls other air vehicles existing in the layer changeable interval determined to allow the unmanned air vehicle 1660 to fly for layer change, It is possible to perform the control of the unmanned air vehicle 1660 so as not to collide with other air vehicles until the aircraft 1660 is positioned on a layer (arrival layer) to be moved.

For example, there may be a situation where the unmanned aerial vehicle 1660 must move to the layer C according to a preprogrammed command or remote control during flight on a predetermined waypoint on the rear A For convenience of explanation, it is assumed that the layer A is a start layer and the layer C is an arrival layer. If there is a layer B between the layer A and the layer C, the layer B is referred to as a light-emitting layer.

According to one embodiment, when the unmanned object 1660 has to move from the layer A to the layer C, the control center 1610 continuously moves between layer movements of the unmanned object 1660 to prevent collision with other unmanned objects It is possible to control other unmanned air vehicles located in the layer changeable section in the layer changeable time of the unmanned air vehicle 1660 and the unmanned air vehicle 1660.

When the unmanned air vehicle 1660 has to move from the layer A to the layer C, it transmits a layer change request message to the control center 1610, and the control center 1610 transmits the layer change request message to the unmanned air vehicle 1660 It is possible to confirm the layer changeable period that the unmanned air vehicle 1660 can use for interlayer movement and transmit a confirmation message to the unmanned air vehicle 1660. [ At this time, the control center 1660 controls at least one of the layer changeable section information, the layer changeable time, the layer change entry point information, and the layer change entry angle information into the unmanned air vehicle 1660 in consideration of the congestion of the layer changeable section The layer moving information including the information of the layer moving information. Upon receiving the layer movement information, the unmanned air vehicle 1660 moves from the layer A to the layer B according to the information included in the layer movement information, and then moves the layer movement information 1660 from the control center 1660 The user can move to the layer C again. Of course, the unmanned aerial vehicle 1660 may perform a flight for layer movement from the layer A to the layer C by using only the layer movement information received from the layer A.

According to another embodiment, the unmanned aerial vehicle 1660 may perform a flight for inter-layer movement without control from the control center 1610. [ If the unmanned aerial vehicle 1660 according to another embodiment requires a flight for inter-layer movement, the inter-layer flight can be performed according to previously stored layer changeable period information. In this case, The autonomous flight can be performed while preventing collision through the sensors provided in the unmanned aerial vehicle 1660 until reaching the arrival layer after entering.

Referring to FIG. 17, an example of a method of recognizing a subject (obstacle) and correcting a sensor measurement value when the unmanned aerial vehicle reaches a specific coordinate may be shown.

The unmanned aerial vehicle that has reached the specific coordinates of the route matches the GPS coordinates with the navigation course data 1701 stored in advance in the vehicle 1702 and processes the altitude Z value of the image from the navigation course data 1701 The sensor measurement altitude (Z) value can be corrected (1704). The corrected altitude (Z) value is used to control the shift and altitude control (1705) of the unmanned aerial vehicle, which allows the unmanned aerial vehicle to maintain flight altitude limitation and vertical separation of the route by layer.

The unmanned aerial vehicle may store the flight information collected during the flight in a device such as a flight recorder (FDR), and report the stored flight information to the control system or flight route construction system 1706 through a communication means not shown .

Referring to Figs. 18-20, an example of the route control and route generation-verification system and the route control and route generation-verification processor can be shown. The steps 1801 to 1813 shown in FIG. 18 are the same as the steps 1601 to 1613 described in FIG. 16, so that the description will be omitted.

Referring to FIG. 18, a simulation verification system 1820 may be added to perform simulation verification on the route data 1812 updated by the control center 1810 in the ground control system 1850, unlike FIG. The ground control system 1850 performs the simulation verification 1820 in advance and applies the verified route update data 1822 to the unmanned air vehicle 1860 prior to applying the route update data 1812 to the unmanned air vehicle 1860. [ It is possible to improve the stability.

For navigation and up-to-date data maintenance, the unmanned aerial vehicle (1860) repeatedly collects the surface image data through an autonomous flight mission and analyzes the image change or resolution change of the collected surface image data (1803) Control 1805 and transmitting processed data to the ground control system 1850 while being performed from 1801 to 1805 so that the control center 1810 can perform the route control and the ground control.

The ground control system 1850 also verifies the generated route update data 1812 via the simulation verification system 1820 and transmits the verified route update data 1822 to the navigation map data 1801 in an online or offline manner (1813).

19 is a block diagram of a control device for generating a route control for an unmanned aerial vehicle and a route for an unmanned aerial vehicle according to another embodiment.

First, when the operating company of the unmanned aerial vehicle requests the autonomous flight of the unmanned aerial vehicle, the autonomous flight application gas / mission reporting unit 1901 transmits the objective (mission) of the autonomous flight vehicle and the autonomous flight requested by the operating company to the controller 1902 ). For example, the operating companies include logistics companies such as Amazon, DHL, FEDEX, UPS, private security companies, refinery companies to manage large-scale refinery pipelines, railway operators to monitor massive railway failures, prisons, Police, and firefighters.

The control unit 1902 stores identification information on the specifications and basic tasks of the unmanned aerial vehicle in advance in the storage unit 1912 and stores the unmanned aerial vehicle acquired from the autonomous flight requesting gas / ), And can store identification information about the specifications and basic tasks of the unmanned aerial vehicle. The control unit 1902 analyzes the information reported by the operating company of the unmanned aerial vehicle through the autonomous flight application gas / mission reporting unit 1901, identifies the unmanned air vehicle, and determines whether the identified unmanned air vehicle is a flying object suitable for the reported mission . As a result of checking, if it is a suitable air vehicle, it is possible to assign a layer and route corresponding to the mission of the unmanned air vehicle through the gas identifying and routing unit 1904.

The unmanned aerial vehicles possessed by the operating companies should be classified into a certain standard according to their weight and output, so that it is desirable for the efficiency of operation. Accordingly, the controller 1902 can easily construct an autonomous flight map can do.

For example, a specification for classifying unmanned aerial vehicles to which autonomous flights have been applied in a certain standard according to the weight or mission purpose of the unmanned aerial vehicle, the flightable time, and the mountable weight can be stored in the storage unit 1912, When requesting the creation of a new route from the route application section 1910, the control section 1902 determines whether the unmanned aerial vehicle to fly on the requested new route among the autonomous flight route maps stored in the storage section 1912 If there is an unmanned aerial vehicle route, the simulation verification unit 1906 can control the simulation verification to be performed. Therefore, similar routes can be generated and provided for unmanned aerial vehicles included in a certain standard. Of course, the control unit 1902 may set different routes for the flight time, flight distance, altitude, etc. so that the unmanned air vehicles do not collide during the flight, and may continuously monitor whether the unmanned air vehicle maintains the route.

When the assignment of the layer and the route to the unmanned aerial vehicle is completed in the gas identifying and routing unit 1904, it can be transmitted to the flight information obtaining unit 1905 that the assignment is completed. The operating company of the unmanned aerial vehicle controls the unmanned aerial vehicle to perform an autonomous flight on the assigned layer and the route, and can control the flight information to be recorded and transmitted to the flight information acquisition unit 1905.

The flight information acquisition unit 1905 acquires the flight information reported by the unmanned aerial vehicle and transmits the acquired flight information to the control unit 1902. The control unit 1902 examines the acquired flight information to determine whether or not it leaves the previously allocated layer and route . If the flight information of the unmanned aerial vehicle acquired through the flight information acquisition unit 1905 leaves the predetermined layer and the route, it is transmitted to the operating company or the unmanned aerial vehicle of the unmanned aerial vehicle, Can be controlled.

The control unit 1902 may transmit the flight information acquired from the unmanned aerial vehicle to the simulation verification unit 1906 when the simulation verification is further required.

The simulation verification unit 1906 assigns the unmanned aerial vehicle to the unmanned aerial vehicle in consideration of the information input from the flight information and the three-dimensional geographical information security, the danger, the failure input unit 1907, the weather information input unit 1908, The safety of the route and the route can be verified and the result of the simulation can be transmitted to the control unit 1902.

Meanwhile, when a new route is requested from the unmanned aerial vehicle management company in addition to the existing route, the new route application section 1910 transmits the new route to the simulation verification section 1906, and the simulation verification section 1906 transmits the three- , The risk, the failure input unit 1907, the weather information input unit 1908, and the safety regulation information input unit 1909. [0216]

If the new route is valid, the new route construction department (1911) may request the new route to be constructed. When the new route is constructed by the request of the simulation verification unit 1906, the new route construction unit 1911 can deliver the unmanned aerial vehicle identification information requesting the new route along with the new route to the control unit 1902. Accordingly, even if the autonomous flight request for the unmanned aerial vehicle for which the new route is requested is received, the control unit 1902 can immediately permit the flight for the unmanned aerial vehicle since the new route has already been verified beforehand.

As shown in FIG. 19, as the autonomous flight mission is repeated, the reliability of the route increases, and generation (1911) and verification (1906) of a new route through simulation are possible.

In addition, an example of how to improve the positioning accuracy in the unmanned aerial vehicle flight system will be described as an example.

The infrastructure for improving the positioning accuracy of the unmanned aerial vehicle is a satellite communication module capable of receiving GPS signals other than GPS satellites and GPS signals, a GPS receiver equipped with the satellite communication modules, and various satellite signals transmitted from ground stations and passive airplanes The time difference of arrival (TDOA) method utilizing the communication module and system broadcasting by GCS (Ground Control System) and the communication infrastructure (4G to 5G) used for civil service such as LTE The TDOA process and operation can be configured as a system to process the positioning correction reference (data) accumulated by machine learning.

According to one embodiment, the method for improving autonomous flight position accuracy of an unmanned aerial vehicle includes GPS and GNSS information reception, message broadcasting, TDOA using LTE terrestrial base station (or next generation mobile communication infrastructure), and machine running positioning calibration reference Can be applied.

20 is a diagram illustrating a simulation of a constructed route in accordance with one embodiment.

Referring to FIG. 20, there is shown a simulation and a route verification shape of an established route, including vertically separated layers 2010 and 2011, a route 2020, and a waypoint 2030 shaped into a symbol can do. The simulation shape can be shaped into a symbol corresponding to the route and the collected waypoints by forming a vertical separation in the 2D precision layer on the stereoscopic precision map.

Here, the layer contains information such as formation altitude, performable mission, and gas specification. The symbols of the route (linked with the way point) formed on the layer include the position coordinates and the height of the image based on the layer Z) values may be included. At this time, the altitude value (Z) of the image may mean a value by which the measurement value by the sensor for measuring the altitude should be corrected so that the unmanned aerial vehicle maintains the formation altitude of the layer in autonomous flight.

FIG. 21 is a view showing a configuration of a gas recognition and control system according to an embodiment, in which information of a manual flight unmanned aerial vehicle and information of an autonomous flight unmanned aerial vehicle are displayed on a control screen.

21, the gas recognition and navigation control form 2100 includes layer identification and vertical separation information, identification 2120 of an autonomous flight unmanned aerial vehicle, flight path 2110 of an autonomous flight unmanned aerial vehicle, And radius information, and the like.

When the position of the pilot is displayed (2130) in the control information 2160 of the manual flight unmanned aerial vehicle, the flight radius determined by the law is displayed around the position, and the ID of the passive unmanned aerial vehicle and the passive unmanned aerial vehicle Information ("Manual" in the case of a manual flight unmanned aerial vehicle) and GPS, INS, altitude information and flight data can be displayed in real time.

In the control information (2150) of the autonomous flight unmanned aerial vehicle, the identifier (ID) of the registered air vehicle, the business code for which the route assignment is requested, the autonomous flight information, GPS, INS, sensor altitude information, have.

In addition, each way point and route information of the autonomous flight unmanned aerial vehicle 2120 can be displayed as an image resolution value by coordinates and a way point.

Layer information 2170 and 2180 of the corresponding screen can be displayed on the gas recognition route control form. Layers can be configured in a variety of ways, including vertical separation, depending on the specifications and performance of the gas below the regulated altitude. For example, in the screen, reference numeral 2170 denotes information of the currently displayed layer, and reference numeral 2180 denotes a vertical separation interval with respect to another layer.

The gas recognition and route control shape 2100 displays information for maintaining the vertical separation interval of a plurality of 2D layers on a 2D precision map and displays the information on the route constructed based on each layer and the collected waypoints It can be shaped as a symbol.

The gas recognition and control configuration 2100 minimizes the delay of the image processing time, thereby reducing the risk of control and flight control delays, identifying the layers, identifying the airplanes assigned the autonomous flight path, (Z) value of an image assigned to a way point and a way point based on each layer can be displayed.

On the other hand, in order to secure safety, it is possible to identify the manual regulating gas by the pilot, limit the flight radius, and share the autonomous flight route information.

The autonomous unmanned aerial vehicle recognizes the altitude (Z) value of the image that is analyzed based on the layer flying when it reaches the way point by loading a map installed on the airframe, Thereby maintaining the formation altitude of the corresponding layer.

The verification of this process is performed by analyzing the altitude information of the GPS, the sensor altitude value and the formation altitude of the layer by receiving the message from the traffic control unit as the aircraft broadcasts the flight record data including the sensor altitude, GPS and INS information through the message transmission module , It can be confirmed whether the unmanned aerial vehicle maintains the vertical separation and the flying altitude limit while autonomously flying.

Here, an example of a function of providing a map for support of an air traffic control can be shown as follows.

[Route information display]

- Show security area

- Hazardous area indication

- No fly

- Indication of height and area of ground extracted by surface scan

- Display formation altitude information for each layer

- Show construction route for each layer

- Way point display on construction route for each layer

- Displays the altitude (Z) value of the image assigned to the way point on the construction route for each layer.

[Autonomous flight unmanned aerial vehicle]

- Identification code of autonomous flight unmanned aerial vehicle

- Mission code display of autonomous flight unmanned aerial vehicle

- Route display assigned to autonomous flight unmanned aerial vehicle

- Based on the route assigned to the autonomous flight unmanned aerial vehicle,

- GPS position coordinates of autonomous flight unmanned aerial vehicle

- Sensor altitude value display of autonomous flight unmanned aerial vehicle

- Fail Safe status of autonomous flight unmanned aerial vehicle

[Manually piloted unmanned aerial vehicle by pilot]

- Identification code of manual flight unmanned aerial vehicle

- Pilot identification code and present position of manual flight unmanned aerial vehicle

- Permitted range of fly based on pilot of manual flight unmanned aerial vehicle

- GPS position coordinates of manual flight unmanned aerial vehicle

- Sensor altitude display of passive flying unmanned vehicle

- Fail safe status of manual flight unmanned aerial vehicle

26 is a flowchart illustrating an operation of the unmanned aerial vehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 26, in step 2601, the unmanned aerial vehicle is set to the route according to the matched data while maintaining the pre-inputted flight altitude through the radio altitude sensor in step 2602, You can fly through the waypoints. In step 2603, the unmanned aerial vehicle can continuously measure its position during flight and check whether it has reached a preset waypoint. When the waypoint is reached as a result of the test in step 2603, the unmanned aerial vehicle may check in step 2604 whether there is a previously stored resolution height for the ground on the waypoint. At this time, the navigation map data may have a resolution height previously stored for each way point.

If it is determined in step 2604 that there is a previously stored resolution height, the unmanned aerial vehicle compares the measured height value of the radio wave altitude sensor measured at the current way point with the previously stored resolution height in step 2605 . If there is a difference between the two resolution height information compared in step 2606, it is determined in step 2607 that there is an error in the propagation altitude sensor measurement value. In order to maintain the flight altitude determined on the layer, The set value can be corrected with the resolution height, and the altitude can be maintained at a constant altitude according to the corrected altitude sensor setting value. The altitude here can be the flight altitude defined in the layer assigned to the unmanned aerial vehicle. In addition, the unmanned aerial vehicle can perform the shift control and the altitude control by controlling the motor control unit in order to maintain the constant altitude of the flight altitude sensor measured by the radio altitude sensor corresponding to the set value of the radio altitude sensor.

On the other hand, if the previously stored resolution height does not exist in step 2604 or there is no error in the inspection result in step 2606, the ground water resolution height obtained at the way point may be stored (2608). 25, a new waypoint may be added when a ground object is added or changed using the acquired resolution height.

In step 2609, the unmanned aerial vehicle that stores the resolution height may check whether the flight has been completed to the final waypoint. If the flight is not completed, the unmanned aerial vehicle may move to the next waypoint in step 2610.

Meanwhile, in the step 2605, the radio altitude sensor value is corrected by comparing the measured value of the radio wave altitude sensor with the previously stored resolution height. However, the present invention is not limited to this, And the resolution height stored for each way point in advance, and determine whether the measurement value of the radio altitude sensor is erroneous by using the average value calculated through the comparison value. Of course, it may be possible to maintain the predetermined altitude of the unmanned aerial vehicle by correcting the radio altitude sensor value according to the determination result.

Also, the unmanned aerial vehicle can transmit the flight information including the flight speed, the position, and the altitude to the control system or the operation system according to predetermined conditions. Here, the predetermined conditions may include a case where a certain period has arrived, a case where a waypoint has been reached, an emergency situation has occurred, and the like.

FIG. 27 is a flowchart illustrating an operation of an unmanned aerial vehicle according to another embodiment.

Referring to FIG. 27, unlike FIG. 26, it is shown that a layer height is maintained by using a resolution height obtained in real time every time a waypoint other than a resolution height of a previously stored resolution is reached.

In step 2701, the unmanned aerial vehicle aligns the GPS with the navigation map data. In step 2702, the unmanned air vehicle maintains the pre-input flying height through the radio altitude sensor, can do. In step 2703, the unmanned aerial vehicle can continuously measure its position during flight and check whether it has reached a preset waypoint. When the waypoint is reached as a result of the test in step 2703, the unmanned aerial vehicle can analyze the resolution height in real time for the waypoint in step 2704. In step 2705, the unmanned aerial vehicle can compare the resolution height analyzed in the current waypoint with the height of a predetermined layer. If the analyzed resolution height and layer height are equal to each other in step 2705, then in step 2706, the unmanned aerial vehicle can perform autonomous flight by maintaining the layer height using the analyzed resolution height.

On the other hand, if it is determined in step 2705 that the previously stored resolution height and layer height are different, in step 2707, to maintain a predetermined flying height on the layer, the air height altitude sensor value is used to maintain the predetermined height . The altitude here can be the flight altitude defined in the layer assigned to the unmanned aerial vehicle.

In steps 2706 and 2707, the unmanned aerial vehicle can perform the shift control and the altitude control by controlling the flight control unit to maintain the predetermined flight altitude. In step 2708, the unmanned aerial vehicle checks whether the flight has been completed to the final waypoint, and if the flight is not completed, the unmanned aerial vehicle may move to the next waypoint in step 2709.

28 is a flowchart illustrating a method of operating a navigation system and a control system for an unmanned aerial vehicle according to an embodiment of the present invention.

Referring to FIG. 28, a route construction system according to an embodiment may be included in a control system.

In step 2801, the control system receives the unmanned aerial vehicle self-made flight report from the unmanned aerial vehicle management company and the unmanned air vehicle user, and confirms the identification information and the mission of the unmanned aerial vehicle in step 2802. In step 2803, the control system checks whether simulation verification is required for route allocation of the unmanned aerial vehicle to which the autonomous flight is reported. If simulation verification is necessary, in step 2804, information necessary for autonomous flight of the unmanned aerial vehicle is used And the simulation can be performed to perform the route verification.

If the simulation verification is not necessary in step 2803 or the verification is completed in step 2804, the control system allocates the layer and the route corresponding to the specification and the mission in the unmanned aerial vehicle in step 2805, To the user of the unmanned aerial vehicle operating company or the unmanned aerial vehicle.

When the unmanned aerial vehicle that has flown through the layer and route assigned from the control system performs the unmanned flight, the unmanned aerial vehicle transmits the flight information to the control system. Thus, in step 2807, the control system receives the flight information of the unmanned air vehicle The controller 210 can control the flight of the unmanned aerial vehicle by continuously monitoring whether the unmanned aerial vehicle is out of the assigned route layer or not in step 2808 using the received flight information.

If the unmanned aerial vehicle has completed the flight, the control system performs validation of the unmanned aerial vehicle completed flight in step 2809, and if the result is valid in step 2810, If the result is not valid, the unmanned aerial vehicle route is corrected in step 2811, and the modified route information is transmitted to the unmanned aerial vehicle operating company in step 2812 .

29 is a view for explaining maintenance of the flight altitude within a preset layer range using the height of resolution for ground water when the groundwater 2960 exists while the unmanned aerial vehicle is flying a predetermined route according to an embodiment to be. At this time, assuming that the height of the layer is 150m, the setting value of the radio altitude sensor of the unmanned aerial vehicle is set to 150m, and the flight altitude can be maintained at 150m from the surface through the radio altitude sensor.

First, according to an embodiment, the unmanned aerial vehicle can fly the layer and route allocated to the unmanned aerial vehicle while maintaining a constant flight altitude within a range of the layer 2950 from the ground surface. 2910, 2912, 2914, 2916, 2918, and 2920 are present in the route where the unmanned aerial vehicle is flying, and the unmanned aerial vehicle is equipped with the radio wave altitude sensor 2910 for each way point 2910, 2972, 2974, 2976, 2978, 2980 can be used to measure the flight altitude from points 2970, 2972, 2974, 2976, 2978,

And the unmanned aerial vehicle can calculate the height of the resolution through the camera incidence distance to the ground surface or the surface water located at the next waypoint at each way point. For example, if the unmanned air vehicle is located at waypoint 2910, by measuring the flight altitude 2991 from point 2970 via a radio altitude sensor and measuring the camera incidence distance to point 2972, The height of the resolution between the point 2912 and the point 2972 can be calculated. This procedure can be performed by an unmanned aerial vehicle for each waypoint.

When the unmanned aerial vehicle is located at the way point 2914, the unmanned aerial vehicle measures the flight altitude through the radio altitude sensor for the point 2974, and measures the altitude on the ground 2960 located below the next waypoint 2916 Which is the height of the resolution between the way point 2916 and the point 2976 through the camera incident distance to the point 2976 of the point 2976, Thus, the unmanned aerial vehicle can control the flying height from the ground water 2960 at the way point 2916 to be 130 m, so that the flight altitude does not exceed the layer. This operation can also be performed at the waypoint 2918 where the ground water is present. 29, since the height of the ground water 2960 is 20 m, the flight altitude at the waypoints 2916 and 2918 existing on the ground water 2960 should have a height of 130 m from the ground water 2960, Unmanned aerial vehicles may not exceed 150 m in altitude.

On the other hand, when the altitude of the surface of the unmanned aerial object is maintained by using only the setting value of the radio altitude sensor without considering the resolution height for the surface or the ground, the measurement value of the radio altitude sensor from the ground surface 2960 It is possible to collide with other flying objects flying on different vertically separated layers by judging the point at 150 m to be the way points 2922 and 2924 by departing from the flight altitude of the preset layer.

However, the UAV according to an embodiment of the present invention does not allow the unmanned aerial vehicle to deviate from the flight altitude on the layer by correcting the radio altitude sensor set value to the resolution height 130m from the ground water 2960 even when the ground water 2960 exists I can fly.

Hereinafter, an unmanned aerial vehicle control system according to an embodiment will be described.

50 is a flowchart illustrating an unmanned aerial vehicle control method according to an embodiment.

Referring to FIG. 50, a method for controlling an unmanned aerial vehicle according to an embodiment includes a step 5010 of matching navigation map data and position coordinates previously stored in a body of an unmanned aerial vehicle, processing an altitude value of an image from the navigation map data 5020), a step 5030 of correcting the measured value of the radio wave altitude sensor using the altitude value of the image, and a step 5040 of controlling the flight altitude through the shift control according to the measured value of the radio wave altitude sensor .

Here, the step 5010 of matching the route map data and the position coordinates is a step of matching the GPS coordinates of the unmanned aerial vehicle to the navigation map data for flight of the unmanned air vehicle constructed in the layer, So that a space capable of autonomous flight can be formed.

The navigation map data may include at least one of flight altitude limitation data, precise numerical map, and route information avoiding military security areas or prohibited areas in a space-shaped layer, so that autonomous navigation for unmanned aerial vehicles You can build a map.

According to one embodiment, the altitude value of the image is corrected by correcting the measured values of the image altitude sensor by matching the route map data stored in the unmanned aerial vehicle and the position coordinates, thereby realizing a safe and autonomous flight control of the unmanned aerial vehicle Method and system.

Each step of the unmanned aerial vehicle control method according to one embodiment will be described in more detail below.

51 is a block diagram illustrating an unmanned aerial vehicle control system according to an embodiment.

51, the unmanned aerial vehicle control system 5100 includes a position coordinate processing unit 5110, an image processing unit 5120, a measured value correction unit 5130, and a flight control unit 5140 . These components may be implemented to execute the steps 5010 to 5040 included in the method of FIG.

In step 5010, the position coordinate processing unit 5110 can match the position coordinates with the navigation map data previously stored in the body of the unmanned aerial vehicle.

More specifically, the position coordinate processor 5110 can match the GPS coordinates of the unmanned aerial vehicle to the navigation map data for flight of the unmanned aerial vehicle built in the layer. Here, the layer identifies the subject from the surface scanning data and can form a space capable of autonomous flight. The route map data may include at least one of flight altitude limitation data, precision numerical map, and route information avoiding a military security area or a non-flying area on a layer shaped in a space, You can build a navigation map.

The position coordinate processing unit 5110 can identify a subject from the surface scanning data and shape a space capable of autonomous flight into a layer.

Here, the position coordinate processing unit 5110 may include a collecting unit, an identifying unit, an extracting unit, and a layer unit.

The collecting unit can acquire a point cloud of the object scanned by the surface scanning device mounted on the surface photographing aircraft. For example, the collecting unit may acquire point clusters of the projected Lada pulses through a LiDAR (LiDAR) device mounted on an indicator shooting aircraft. Then, the identification unit can identify the subject by analyzing the collected point clusters in the collection unit. The extracting unit can extract the height value of a specific point of the object identified by the identifying unit by utilizing the terrain height data.

The layer unit connects the altitude values of the specific points of the object extracted by the extraction unit to form an area and an altitude which can freely fly the unmanned aerial vehicle in the space.

In addition, the position coordinate processor 5110 can check the spatial geographic information to search for a safety route for flight, generate a flight route reflecting the safety route, and collect index image data for the flight route.

The position coordinate processing unit 5110 can set the flying altitude limit value so that the measurement value of the radio altitude sensor can be confirmed through a subject capable of checking the flight altitude limit height. In addition, the position coordinate processor 5110 can confirm the calibration information of the photographing apparatus and confirm the flight information recorded in the flight data recorder (FDR) mounted on the unmanned air vehicle.

The image processing unit 5120 may process the elevation value of the image from the navigation map data.

The image processing unit 5120 can analyze the resolution change of the image according to the distance from the subject and extract the altitude value of the image on the route. At this time, the measured value of the compensated altitude sensor can maintain the flight altitude limitation and the vertical separation of the route by the layer through the shift control of the unmanned aerial vehicle.

Further, the image processing unit 5120 matches at least one of coordinates, altitude, attitude, and time information with the photographed landmark image data from the flight information record unit (FDR) mounted on the unmanned air vehicle, The altitude value on the flight route can be calculated by analyzing the distortion of the image and the change of the image resolution.

The measurement value correcting unit 5130 can correct the measured value of the radio altitude sensor using the altitude value of the image. The measurement value correcting unit 5130 extracts an altitude value from a subject existing in the route, substitutes the altitude value at a constant interval of the unmanned aerial vehicle, and when the unmanned aerial object reaches the route coordinates, the image corresponding to the coordinates And the measured value of the radio altitude sensor of the unmanned aerial vehicle can be corrected according to the resolution height.

In addition, the measurement value correcting unit 5130 may support an offline image processing method in order to minimize the risk to the communication and the gas infrastructure environment in an autonomous flight.

The measurement value correction unit 5130 repeatedly collects the land surface image data through the autonomous flight of the unmanned aerial vehicle and reflects the collected land surface image data to the navigation control and the ground control and the navigation map data through the resolution change analysis, The route can be created or verified. For this, a simulation verification system can be formed.

The flight control unit 5140 can control the flight altitude through the shift control according to the measured value of the corrected altitude sensor.

Meanwhile, the unmanned aerial vehicle control system 5100 according to an exemplary embodiment may further include an air traffic control unit. The air traffic control unit may include a radio altitude sensor, a GPS, and an FDR (Flight Data Recorder) data to analyze the GPS, the measured value of the radio altitude sensor, and the altitude information of the layer to confirm whether the unmanned aerial vehicle maintains the vertical separation and the altitude restriction while autonomously flying.

Accordingly, the present embodiments provide an unmanned aerial vehicle control technology capable of autonomous non-visualization, and can overcome the limitation of operation within the visible range of the pilot for areas where it is difficult to keep altitude values constantly on the ground have. In addition, by correcting the measured value of the radio altitude sensor by processing the altitude value of the ground image by matching the route map data stored in the unmanned aerial vehicle with the position coordinates, the unmanned aerial vehicle It is possible to provide a flight control method and system.

Hereinafter, the unmanned aerial vehicle control system according to another aspect will be described in detail.

52 is a block diagram illustrating an unmanned aerial vehicle control system according to another embodiment.

Referring to FIG. 52, an unmanned aerial vehicle control system 5200 according to another embodiment may include a flight driver 5210, a sensor unit 5220, a memory unit 5230, and a controller 5240. According to the embodiment, the unmanned aerial vehicle control system 5200 may further include a wireless communication unit 5250.

The flight driver 5210 may generate lifting and flying forces for flight of the unmanned aerial vehicle.

The sensor unit 5220 can measure the altitude of the unmanned aerial vehicle.

The memory unit 5230 may store the route map data generated by the control center according to the mission of the unmanned aerial vehicle and program instructions for flight of the unmanned aerial vehicle.

The control unit 5240 fills the route on the layer defined in the stored navigation map data and uses the comparison result of the resolution height corresponding to the way point on the route and the measured value of the airspeed altitude sensor from the sensor unit 5220 To control the flight driver 5210 to maintain the flight altitude defined in the layer.

Here, the layer is formed vertically in a three-dimensional space so as to have a constant altitude value from the ground surface on which the unmanned air vehicle can fly according to its mission, and the route is built on the layer and includes at least two way points .

When the resolution height for the waypoint is previously stored, the control unit 5210 compares the resolution height with the measured altitude sensor measurement value, and compares the resolution height and the altitude sensor measurement value, the resolution height and the altitude When there is a difference between the measured values of the sensors, it is possible to correct the set values of the radio altitude sensor with the resolution height and to control the flight driving unit 5210 to maintain the altitude using the corrected radio altitude sensor set values.

If the resolution height previously stored in the waypoint is not stored in the waypoint 5240, the control unit 5240 may store the resolution value of the terrestrial object located at the waypoint in the memory unit 5230 while maintaining the measurement value of the radio altitude sensor.

If a failure occurs during the mission, the controller 5240 may control the flight driver 5210 to move to a preset safe zone.

When an emergency occurs during the mission, the controller 5240 switches to the manual operation mode and controls the flight driver 5210 to perform the flight by the operation of the operating system of the unmanned aerial vehicle.

If it is necessary to move to another layer while performing the autonomous flight on the initially allocated layer, the controller 5240 moves to the layer changeable section according to the layer movement information and flies to the layer to be changed in the layer changeable section And may control the flight driving unit 5210. [

Here, the layer movement information may be stored in advance in the memory unit 5230 or may be received from the control system through the wireless communication unit 5250. [

The wireless communication unit 5250 can communicate with the operating system of the unmanned aerial vehicle. Accordingly, if a malfunction occurs during the flight, the control unit 5240 reports the occurrence of the malfunction to the operating system of the unmanned aerial vehicle through the wireless communication unit 5250, or reports the occurrence of the malfunction through the wireless communication unit 5250 Can be transmitted to the operating system of the unmanned aerial vehicle.

Also, the wireless communication unit 5250 can transmit the layer change request message of the unmanned aerial vehicle to the control system through communication with the control system, and receive the layer movement information from the control system. Hereinafter, the unmanned aerial vehicle control system will be described in more detail using an embodiment.

FIG. 30 is a block diagram of an unmanned aerial vehicle according to another embodiment, and each of the components may be connected in an electronic manner or a mechanical manner.

30, the unmanned aerial vehicle according to another embodiment includes a control unit 3000, a GPS receiving unit 3002, an air pressure sensor 3004, an image sensor unit 3006, a radio altitude sensor unit 3008, an ultrasonic sensor unit 3010, a memory unit 3012, an acceleration sensor 3014, a payload driving unit 3016, a communication unit 3018, a flight driving unit 3020, a geomagnetic sensor 3022, and a gyroscope sensor 3024 .

The GPS receiver 3002 can receive a signal from the GPS satellite and measure the current position of the GPS receiver 3002 through which the controller 3000 can determine the position of the unmanned aerial vehicle 3050. The control unit 3000 may be a dedicated processor such as a central processing unit and / or an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a digital signal processor (DSP) And may include processors (Dedicated processors).

The air pressure sensor 3004 measures the ambient air pressure of the unmanned air vehicle 3050 and transmits the measured atmospheric pressure to the controller 3000 to measure the flight altitude of the unmanned air vehicle 3050.

The image sensor unit 3006 photographs the objects through an optical device such as a camera, converts the optical image signal input from the photographed object into an electrical image signal, and transmits the electrical image signal to the controller 3000.

The propagation height sensor unit 3008 can transmit a microwave to the ground surface and measure the distance based on the propagation time according to a signal reflected from the ground surface. The measured value is transmitted to the controller 3000, and an ultrasonic sensor unit or a synthetic aperture radar (SAR) may be used. Accordingly, the control unit 3000 of the unmanned aerial vehicle 3050 can perform the altitude measurement through the radio altitude sensor unit 3008, and can observe the ground surface and the ground surface.

The ultrasonic sensor unit 3010 includes a transmitting unit for transmitting ultrasonic waves and a receiving unit for receiving ultrasonic waves. The ultrasonic sensor unit 3010 measures the time until the transmitted ultrasonic waves are received and transmits the measured time to the control unit 3000, The presence or absence of an object can be grasped around the air vehicle 3050. [ Accordingly, when an obstacle exists around the unmanned air vehicle 3050 through the measurement value measured by the ultrasonic sensor 3010, the controller 3000 controls the flight actuation unit 3020 to avoid collision, And speed.

The memory unit 3012 can store information (program instructions) necessary for the operation of the unmanned aerial vehicle 3050, flight guidance related to navigation and autonomous flight, and various flight information to be grasped during flight. Also, the memory unit 3012 can store the resolution height information and the propagation altitude sensor measurement values measured for each way point.

The acceleration sensor 3014 measures the acceleration of the unmanned air vehicle 3050 and measures acceleration in the x, y, and z axes of the unmanned air vehicle 3050 and transmits the measured acceleration to the controller 3000 .

The communication unit 3018 communicates with the control center on the ground and the operation company of the unmanned air vehicle 3050 through wireless communication and periodically transmits and receives the flight information and control information to the control center and the operating company. In addition, the communication unit 3018 may access the mobile communication network through the surrounding mobile communication base station and perform communication with the control center or the operating company. The control unit 3000 communicates with the operating system or the control system through the communication unit 3018. When the remote control command is received from the operating system, the control unit 3000 controls the control of the unmanned air vehicle The payload driving unit 3016 may generate a control signal for driving the payload driving unit 3016 to forward the signal to the flight driving unit 3020 or to collect or deliver the object.

In addition, the control unit 3000 may transmit the image collected through the image sensor unit 3006 to the operating system or the control system through the communication unit 3018. [

The geomagnetism sensor 3022 is a sensor for measuring a geomagnetic field, and can transmit the measured value to the controller 3000 and can be used for azimuth measurement of the unmanned air vehicle 3050. [

The gyro sensor 3024 measures the angular velocity of the unmanned air vehicle 3050 and transmits the measured angular velocity to the controller 3000. The controller 3000 measures the tilt of the unmanned air vehicle 3050.

The control unit 3000 controls the overall functions of the unmanned air vehicle 3050 according to the embodiment of the present invention and can perform the methods of Figs. 26 and 27. Fig. The control unit 3000 performs overall control to fly the unmanned aerial vehicle 3050 according to the route stored in the memory unit 3012 and calculates the altitude values measured by the radio altitude sensor 3008 and the image sensor unit 3006 so that the unmanned air vehicle 3050 can maintain the predetermined flying height even when there is ground water on the waypoint.

The control unit 3000 controls the payload driving unit 3016 to control the payload driving unit 3016 to pick up the cargo or the like mounted on the payload of the unmanned air vehicle 3050 at a specific point, The cargo may be dropped or collected.

In this case, when the hoist is included in the payload driving unit 3016 of the unmanned air vehicle 3050, when the cargo is dropped or collected, the control unit 3000 lowers the cargo to the delivery point using a hoist Or to control the payload driver 3016 to collect the cargo at the collection point. More specifically, the unmanned aerial vehicle (3050) keeps the flight altitude corresponding to the predetermined layer, and uses the hoist to lower the rope with the cargo fixed to the flight altitude and the delivery point to deliver the cargo to the delivery point It is possible to deliver it. If it is confirmed that the cargo is fixed to the hook of the rope after the rope has been lowered by the distance to the collection altitude and the flight altitude even when collecting the cargo, The driving unit 3016 can be controlled.

Also, the control unit 3000 can control the lift and the flying speed of the unmanned air vehicle 3050 by controlling the flight driving unit 3020. The flight driver 3020 can be controlled so that the current flight altitude does not deviate from the predetermined layer in consideration of the flight altitude and resolution height measured by the radio altitude sensor unit 3008. [

Then, the control unit 3000 controls the flight driving unit 3020 to move to the layer changeable section, and after moving to the layer changeable section, performs the flight for the layer change procedure according to the information included in the layer movement information The flight driver 3020 can be controlled.

The flight driving unit 3020 generates a lift and a flying force of the unmanned aerial vehicle 3050 and may include a motor or an engine for adjusting a plurality of propellers or respective propellers. The flight driving unit 3020 controls the roll-yaw-pitch pich, which is the three directions of motion of the unmanned air vehicle 3050, under the control of the controller 3000, , Maintaining posture and maintaining flight altitude.

31 is a flowchart illustrating an operation method of an unmanned aerial vehicle operation system according to another embodiment.

Referring to FIG. 31, the operation method of the unmanned aerial vehicle operation system according to another embodiment may be performed by an unmanned aerial vehicle operation system (simply referred to as an operating system). At this time, the operation method of the unmanned aerial vehicle operation system according to another embodiment may be an operation method for operating the unmanned aerial vehicle according to another embodiment illustrated in FIG.

In step 3100, the operating system of the unmanned aerial vehicle generates autonomous flight information of the unmanned aerial vehicle to perform the autonomous flight, and in step 3105, transmits an autonomous flight registration request message including the autonomous flight information to the control system have. Here, the autonomous flight information of the unmanned aerial vehicle may include the information of the unmanned aerial vehicle and information about the flight mission.

Table 1 shows examples of the gas information included in the autonomous flight information of the unmanned aerial vehicle.

Table 2 shows examples of flight mission information included in the autonomous flight information of the unmanned aerial vehicle.

In the case where the field is "passive ", the operator or manager of the unmanned aerial vehicle controls the takeoff and landing at the time of take-off and landing of the unmanned air vehicle, In this case, the unmanned aerial vehicle performs takeoff and landing in accordance with pre-programmed commands. The Failure system field is a field in which alternatives and procedures are defined when an emergency situation occurs in an unmanned aerial vehicle and the vehicle enters into an uncontrollable state. For example, information about a landing zone, which is a safety zone where an unmanned aerial vehicle can land in an emergency such as when communication with a control system is broken, information on a return route to a take-off point, And information on procedures such as deployment of a parachute for safe landing in case of loss of flight capability. In addition, the Failure System field includes information on a point for preventing a collision with a civilian person or a residential facility in an emergency situation of the unmanned aerial vehicle. In case of an emergency, the unmanned aerial vehicle can be classified into a dense civilian population according to the information defined in the Failure System field It is possible to prevent civilian casualties as much as possible by flying outside the region.

In step 3110, the operating system may check whether a recommended transponder loading request message for the unmanned aerial vehicle that requested autonomous flight registration to the control system in step 3105 was received from the control system. Here, the recommended transponder message received from the control system may mean that the transponder pre-installed on the unmanned aerial vehicle does not meet certain conditions for control or that the transponder is not mounted. In order to identify the unmanned aerial vehicle and monitor the flight of the unmanned aerial vehicle, it is preferable that the unmanned aerial vehicle is equipped with a transponder capable of communicating with the control system.

If the recommended transponder loading request message is received at the operating system at step 3110, the operating system loads the transponder recommended by the control system at step 3115 into the unmanned aerial vehicle, and at step 3120, Lt; / RTI >

On the other hand, if the recommended transponder mount request message is not received or the test result is received, it means that the control system has completed authentication (test) with the transponder mounted on the unmanned aerial vehicle, May check whether an autonomous flight approval message has been received.

If the autonomous flight approval message is not received in step 3125, the operating system may re-transmit the autonomous flight registration request message by regenerating autonomous flight information for autonomous flight of the unmanned aerial vehicle again in step 3100.

In addition, in step 3130, the operating system receives the autonomous flight approval message and receives an authenticated route and layer from the control system, and in step 3135 downloads the route and layer authenticated as an unmanned aerial vehicle to perform the autonomous flight can do.

In step 3140, the operating system may operate the unmanned aerial vehicle on an authenticated layer and route in accordance with the flight start time and the end time of the unmanned aerial vehicle.

An example of an autonomous flight approval message transmitted from the control system to the operating system according to another embodiment is shown in Table 3 below.

Referring to Table 3, the authentication code and the identifier are identification information for identifying the unmanned aerial vehicle, and the layer information is the layer information assigned according to the mission of the unmanned aerial vehicle. The mission code is information indicating whether the mission of the unmanned aerial vehicle is a mission such as delivery, crime monitoring, reconnaissance, forest fire monitoring, surveying, rescue, meteorological measurement, and air pollution measurement. Then, the unmanned aerial vehicle identification information is information for identifying the unmanned aerial vehicle from the control system after the authentication process between the unmanned aerial vehicle and the control system, and the safety regulation information can indicate the information about the safety regulation corresponding to the mission code .

32 is a flowchart illustrating a method of operating an unmanned aerial vehicle according to another embodiment of the present invention.

Referring to FIG. 32, the operation method of the unmanned aerial vehicle operation system according to another embodiment can be performed by the operation system of the unmanned aerial vehicle. At this time, the operation method of the unmanned aerial vehicle operation system according to another embodiment may be included in the operation method for operating the unmanned air vehicle according to another embodiment described in step 3140 of FIG.

In step 3200, the operating system may select an unmanned aerial vehicle capable of performing mission among a plurality of unmanned aerial vehicles.

In step 3202, the operating system can receive route information and layer information corresponding to the mission from the control system. Here, the route information and layer information may be included in the autonomous flight approval message and received from the control center. At this time, the step 3202 may include the steps 3100 to 3125 described in FIG.

In step 3204, the operating system downloads route information and layer information received in the selected unmanned aerial vehicle, and in step 3206, when the mission start time of the selected unmanned aerial vehicle arrives, it can instruct the start of the mission. Here, when the operating system transmits the mission start message to the unmanned aerial vehicle, the unmanned aerial vehicle may start the flight to perform the mission according to the flight start time information included in Table 3 above.

In step 3208, the operating system may periodically receive flight information from the unmanned aerial vehicle or receive flight information about the event when an unattended air vehicle event occurs. Here, an event may include a self-diagnosis result that the unmanned aerial vehicle continuously performs during the flight, a case where an obstacle occurs, or an accident or an accident occurs during the mission.

In step 3210, if the occurrence of a failure of the unmanned aerial vehicle is confirmed from the received flight information, the operating system may instruct the unmanned aerial vehicle to move to a predetermined return point in step 3222. Here, the recovery point can be defined beforehand between the control system and the operating system, and may be a point determined to not be assigned to other unmanned aerial vehicles in normal times for emergency use only, or a predefined point called safety zone. In addition, the layers and routes used to navigate to the collection point due to an unmanned aerial vehicle failure can be an emergency layer and route set by the control system for emergency use only.

On the other hand, the operating system may operate a means for preventing a shock caused by a ground collision such as a parachute in case a catastrophic failure occurs in which the unmanned aerial vehicle can not move to the return point.

In step 3224, the operating system may select an unmanned aerial vehicle that is capable of replacing the missions of the unmanned aerial vehicle among the unmanned aerial vehicles in the standby state. At this time, the substitute unmanned aerial vehicle also assumes that the authentication procedure from the control system has already been performed.

In step 3226, the operating system downloads route information and layer information of the unmanned aerial vehicle that failed with the selected unmanned aerial vehicle, instructs the unmanned aerial vehicle to move to the point of occurrence of the obstacle in step 3228, It can be instructed to receive flight information continuously and perform its mission.

In operation 3230, the operating system retrieves the failed unmanned aerial vehicle from the collection point, and then identifies the cause of the failure 3232 and transmits the failure cause to the control system 3234. At this time, the operating system can recover the disabled unmanned aerial vehicle through the separate reconnaissance unmanned aerial vehicle in the step 3230. [ In this case, the reconnaissance unmanned aerial vehicle is a vehicle that has previously completed the authentication procedure from the control system, and stores the emergency layer information and flight information for the recovery in advance. Thus, when the recovery situation occurs, Can be performed immediately. On the other hand, if the failure does not occur in the unmanned aerial vehicle performing the mission in step 3210, the operating system may receive the unmanned aerial vehicle acquisition information in step 3212. [ Here, the acquisition information may be an image acquired through an image equipment mounted on the unmanned aerial vehicle that is performing the mission, and may be an image acquired from a continuous or continuous image such as a video image of a crime scene or an incident scene, a railroad, a plant plant, an oil pipeline, You can include the images you need to use in places where surveillance work is needed. It may also be an image captured by a thermal camera for maintenance of railways, factories, and buildings. In addition, if the mission of the unmanned aerial vehicle is meteorological measurement, air pollution measurement, etc., the measured data during flight can be acquisition information.

In step 3214, when the unmanned aerial vehicle returns after performing the mission, the unmanned aerial vehicle can confirm whether the route information and the layer information are abnormal through the flight information stored by the unmanned aerial vehicle during flight (3216) ), The control system may request a change in the layer and route of the unmanned aerial vehicle (3220) if a change to the layer and the route is required.

On the other hand, in step 3214, if the unmanned aerial vehicle does not return, the operating system may receive the unmanned aerial flight information (3208). Also, in step 3218, the operating system may receive 3202 route information and layer information corresponding to the mission if no change is required.

FIG. 33 is a flowchart illustrating a method for operating an unmanned aerial vehicle according to another embodiment of the present invention. FIG. 33 is a flowchart illustrating a method for a company operating an article delivery service using an unmanned aerial vehicle. At this time, the method for operating the unmanned aerial vehicle of the unmanned aerial vehicle operation system according to still another embodiment may be included in the method for operating the unmanned aerial vehicle according to another embodiment described in step 3140 of FIG.

The steps 3300 to 3320 of FIG. 33 are the same as those described in the steps 3200 to 3220 of FIG. 32, and thus the description thereof will be omitted.

In step 3322, the operating system may send a safety zone move message instructing the failed unmanned aerial vehicle to move to a predetermined safety zone. Here, the safety zone can be a point that is normally determined not to be assigned to other unmanned aerial vehicles, so that it can only be used in an emergency situation. In addition, the layer and route used by the unmanned aerial vehicle to move to the safety zone due to a failure can also be an emergency layer and route set by the control system for emergency use only.

In step 3324, the operating system may select an unmanned aerial vehicle that is capable of replacing the mission of the unmanned aerial vehicle that is in the idle state among the unmanned aerial vehicles in the standby state. At this time, the substitute unmanned aerial vehicle also assumes that the authentication procedure has already been performed from the control system.

At step 3326, the operating system downloads route information and layer information of the unmanned aerial vehicle that failed with the selected unmanned aerial vehicle, and may instruct the unmanned aerial vehicle to move to the safe zone at step 3328.

In step 3330, the operating system may notify the failure occurrence to the control system that controls the unmanned aerial vehicle, or to the computer or portable terminal of the article recipient, for information about the occurrence of faults and the delayed delivery time of the article due to the occurrence of a fault.

At step 3332, the operating system retrieves the failed unmanned aerial vehicle and then identifies the cause of the obstacle through the FDR of the unmanned aerial vehicle (3334), and transmits the cause of the obstacle to the control system (3336).

Hereinafter, a method of performing flight in an unmanned aerial vehicle according to an embodiment will be described. The operation method of the unmanned aerial vehicle can be operated in conjunction with the unmanned aerial vehicle operation system described above.

A method for performing a flight in an unmanned aerial vehicle according to an exemplary embodiment includes performing authentication for an autonomous flight with a control center, downloading route map data generated by a control center according to the mission of the unmanned aerial vehicle, If the time to reach the destination is reached, flying the route on the layer defined in the downloaded route map data, and maintaining the flight altitude defined in the layer using the resolution height corresponding to the waypoint on the route have. Here, the layer is formed vertically in a three-dimensional space so as to have a constant altitude value from the ground surface on which the unmanned aerial vehicle can fly according to its mission, the route is built on the layer, and may include at least two way points .

And reporting the occurrence of a fault to the operating system of the unmanned aerial vehicle when a flight obstacle occurs during the flight.

In addition, it may further include a step of moving to a preset safety zone when a failure occurs in the performance of the mission.

When an emergency occurs during the execution of the mission, switching to a manual operation mode and performing the flight by operating the operation system of the unmanned aerial vehicle.

And transmitting the photographed information on the emergency situation to the operating system of the unmanned aerial vehicle when an emergency occurs during the mission.

Below is a more detailed description of how to perform a flight from an unmanned aerial vehicle, with one example.

34 is a flowchart showing an operation of the UAV according to another embodiment.

Referring to FIG. 34, the operation of the unmanned aerial vehicle according to another embodiment may be performed by an unmanned aerial vehicle. At this time, the operation of the unmanned aerial vehicle according to another embodiment may be an operation method of the unmanned aerial vehicle according to another embodiment described with reference to FIG.

In step 3400, the unmanned aerial vehicle may be powered on by the operating system and then, in step 3402, perform the control system and transponder authentication procedures. The authentication procedure performed here may include any procedure not described herein which not only authenticates the transponder authentication procedure but also the control system authenticates the control of the unmanned aerial vehicle.

At step 3404, the unmanned aerial vehicle downloads route information and layer information from the operating system, and at step 3406, it can check whether the flight start time has arrived.

At this time, the unmanned aerial vehicle waits until the flight start time (3408) if the flight start time has not arrived yet, and starts the flight when the flight start time arrives (3410). At this time, it is possible to perform a procedure for starting the flight (elevator, ailerons, rudder, etc.) before starting the flight, and to set the flight to start when there is no abnormality in the procedure for starting the flight .

At step 3412, the unmanned aerial vehicle performs the flight along the waypoint defined in the downloaded layer and route, stores the flight information at step 3414 and reports it to the operating system or control system, A predetermined task can be performed. At this time, the unmanned aerial vehicle can perform the mission while maintaining the constant flight altitude defined in the layer.

In step 3418, the unmanned aerial vehicle may perform a self-function diagnosis while performing a predetermined mission to check whether a failure has occurred (3420).

If the unmanned aerial vehicle has failed in step 3420, the occurrence of the failure may be reported to the operating system or the control system in step 3422 and may be moved to a predetermined collection point in step 3424. [ At this time, the position where the unmanned aerial vehicle moves may be a safety zone instead of a recovery point.

On the other hand, if no obstacle has occurred in step 3420, the unmanned aerial vehicle checks in step 3426 whether or not the flight completion time has arrived, and if the line completion time has not arrived, Continue flying. On the other hand, if the flight completion time arrives at step 3426, the unmanned aerial vehicle may return to the starting point at step 3428.

35 is a flowchart showing a method for controlling an unmanned aerial vehicle of a control system according to another embodiment.

Referring to FIG. 35, a method for controlling an unmanned aerial vehicle of a control system according to another embodiment may be performed by a control system. At this time, the method for controlling the unmanned aerial vehicle of the control system according to another embodiment may be a method for controlling the unmanned aerial vehicle according to another embodiment described with reference to FIG.

In step 3500, the control system receives the autonomous flight registration request from the operating system of the unmanned aerial vehicle, and performs the authentication procedure with the unattended air vehicle requested to be registered in step 3502. [ The authentication procedure performed here may include a procedure for authenticating whether the transponder mounted on the unmanned aerial vehicle is a recommended transponder.

If the control system fails to complete authentication for the unmanned aerial vehicle at step 3504, then at step 3506 a recommended transponder loading request message requesting that the recommended transponder be mounted is delivered to the operating system of the unmanned aerial vehicle or unmanned aerial vehicle .

If the authentication of the unmanned aerial vehicle is completed, the control system acquires information and mission information of the unmanned aerial vehicle from the operation system in step 3508, and determines whether there is pre-built route and layer information corresponding to the acquired information (Step 3510).

In step 3510, the control system performs simulation (3512) using the acquired mission information if the pre-constructed route and layer are present in the database, and assigns the authenticated route and layer to the unmanned aerial vehicle (3514), and may pass the assigned route and layer information to the operating system (3516). And the control system performs the control of the unmanned aerial vehicle reported in step 3518 to start flying.

On the other hand, if it is determined in step 3510 that the pre-established route and the layer do not exist in the database, the control system, in step 3520, selects an unmanned flight object corresponding to the condition of the unmanned air vehicle You can select a flight and build new routes and layers through the selected unmanned aerial vehicle.

In step 3522, the control system may forward the constructed new route and layer information to the operating system of the unmanned aerial vehicle, and store the new route and layer information constructed in step 3524 in the database.

36 is a flowchart illustrating a method for operating an unmanned aerial vehicle in an operating system according to another embodiment.

Referring to FIG. 36, a method for operating an unmanned aerial vehicle of an operating system according to another embodiment may be performed by an operating system. At this time, the method for operating the unmanned aerial vehicle of the operating system according to another embodiment may be a method for operating the unmanned aerial vehicle according to another embodiment described in step 3140 of FIG.

At step 3600, the operating system receives the flight related information from the unmanned aerial vehicle and the image acquired by the unmanned aerial vehicle, and may check at step 3602 whether an event has occurred. Here, an event can include crime, incidents such as a fire, and cracks in facilities such as buildings.

If an event has occurred, the operating system may check in step 3604 whether the mode of operation of the unmanned aerial vehicle has been changed to manual control. The procedure for checking whether the operating system has been changed to manual control at step 3604 can be checked by checking whether or not a manual control command has been input from the operator.

If, at step 3604, the operating mode for the unmanned aerial vehicle has not been changed to manual control, then at step 3612 the operating system may process the event caused by the pre-programmed instructions. For example, when an occurrence event is a crime occurrence, it is possible to detect an object or a moving object at a high magnification rate or transmit an image captured by using a night vision device to an operating system, If the program instructions are stored in an unmanned aerial vehicle, the unmanned aerial vehicle can process the incident events according to pre-stored commands.

On the other hand, if it is changed to the manual control in step 3604, the operating system transmits a message for controlling the unmanned air vehicle to the unmanned air vehicle by the control commands inputted from the operator in step 3606, May be transmitted to the unmanned aerial vehicle to process events occurring in the step 3602. [ For example, the operating system may process an event according to commands such as a camera angle adjustment command, a magnification adjustment command, a frame number command, a voice transmission command, a tracking command, and the like input by an operator.

In operation 3610, the operating system may transmit event-related information received from the unmanned aerial vehicle to a related organization such as a police station, a fire department, a security-related company, a military unit, and a facility maintenance company.

37 is a block diagram of an unmanned aerial vehicle according to another embodiment of the present invention.

37, the unmanned aerial vehicle according to another embodiment of the present invention includes a controller 3700, a GPS receiver 3702, an air pressure sensor 3704, an image sensor unit 3706, a radio altitude sensor unit 3708, A memory unit 3712, an acceleration sensor 3714, a payload driving unit 3716, a communication unit 3718, a flight driving unit 3720, a geomagnetic sensor 3722, a gyroscope sensor 3724, a power supply unit 3730, a fuel storage portion 3732, and a transponder 3734.

The components of the unmanned aerial vehicle according to another embodiment may perform the same functions as the components of the unmanned aerial vehicle according to another embodiment described with reference to FIG. For example, a GPS receiving unit 3702, an air pressure sensor 3704, an image sensor unit 3706, a radio wave altitude sensor unit 3708, an ultrasonic sensor unit 3710, a memory unit 3712, The acceleration sensor 3714, the payload driving unit 3716, the communication unit 3718, the flight driving unit 3720, the geomagnetic sensor 3722, and the gyroscope sensor 3724 are similar to those of the unmanned aerial vehicle A GPS receiver 3002, an air pressure sensor 3004, an image sensor unit 3006, a radio altitude sensor unit 3008, an ultrasonic sensor unit 3010, a memory unit 3012, an acceleration sensor 3014, 3016, the communication unit 3018, the flight driving unit 3020, the geomagnetic sensor 3022, and the gyroscope sensor 3024. Therefore, redundant description will be omitted. Here, each component of the unmanned aerial vehicle according to another embodiment may be connected in an electronic manner or a mechanical manner.

The power supply unit 3730 supplies power necessary for the operation of the unmanned aerial vehicle 3750 and may include an internal combustion engine or a battery such as an engine and the fuel storage unit 3732 may include a power source of the unmanned air vehicle 3750 In the case of an internal combustion engine such as an engine, it can store fuel such as petroleum.

The transponder 3734 performs authentication for identifying the unmanned aerial vehicle 3750 by the control system and periodically transmits flight information for the control of the unmanned air vehicle 3750 to the control system.

The controller 3700 may be a dedicated processor such as a central processing unit and / or an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a digital signal processor (DSP) (Dedicated Processor), controls the overall functions of the unmanned aerial vehicle 3750 according to the present invention, and can perform the methods described in FIG.

The control unit 3700 performs overall control to fly the unmanned aerial vehicle 3750 according to the route stored in the memory unit 3712 and controls the altitude values measured by the radio altitude sensor 3708 and the image sensor unit 3706 to compare the resolution height obtained from the unmanned aerial vehicle 3706 so that the unmanned aerial vehicle 3750 can maintain the predetermined flying height even when the ground water exists on the waypoint.

The control unit 3700 controls the flight driving unit 3720 to move to the safety zone or the return point stored in the memory unit 3712 when a failure occurs in the unmanned air vehicle 3750, To the operating system.

If the power supply of the power supply unit 3730 is lower than the power required for operation of the unmanned aerial vehicle or the fuel in the fuel storage unit 3732 is less than the minimum storage amount or the operation of the flight driving unit 3720 occurs, It is possible to determine that a fault has occurred in the unmanned air vehicle 3750 and transmit the fault occurrence to the operating system or the control system through the communication unit 3718.

In addition, when an event occurs, the controller 3700 controls the image sensor unit 3706 according to a predetermined event response procedure to select an image acquisition direction, an image acquisition mode (infrared ray, X-ray, etc.) The image obtained by the image processing unit 3706 may be stored in the memory unit 3712 and transmitted to the operating system through the communication unit 3718. [

In addition, the control unit 3700 controls the functional blocks for executing the command according to a command received from the operating system or the control system through the communication unit 3718. For example, when an image acquisition command is received from the operating system or the control system through the communication unit 3718, the controller 3700 controls the angle of view of the image acquisition module of the image sensor unit 3706, Resolution, magnification, or the like, or controls the flight driver 3720 to control the direction of flight for the operating system or the control system to acquire a desired image.

The control unit 3700 controls the flight driving unit 3720 to move to the article return point or the delivery point in accordance with the received command when receiving the item return or delivery command from the operating system or the control system through the communication unit 3718 , And controls the payload driving unit 3716 at an article returning point or a delivery point to perform an operation of retrieving or delivering the article.

38 is a block diagram of an unmanned aerial vehicle, an operating system, and a control system according to another embodiment.

38, another embodiment may include a control system 3800, an operating system 3850, and an unmanned aerial vehicle 3870. The components of each of the control system 3800, the operating system 3850 and the unmanned air vehicle 3870 can be connected through an electrically connected bus 3812 interface to transmit and receive data and control signals.

The control system 3800 may include a simulation database 3802, a processor 3804, a memory 3806, a communication unit 3808, and a network interface 3810.

The communication unit 3808 of the control system 3800 performs wireless communication with the unmanned air vehicle 3870 and the network interface unit 3810 is connected to the network interface 3856 of the operating system 3850 to perform transmission and reception of information . The memory 3806 may store program instructions for the processor 3804 of the control system 3800 to operate in accordance with embodiments of the present invention.

The simulation database 3802 of the control system 3800 stores information on the mission for the unmanned aerial vehicles performing the autonomous flight constructed by the control system and the simulation result information about the layer information and the route information for each unmanned aerial vehicle. When the autonomous flight registration request is received from the operating system 3850, the processor 3804 checks whether the layer information and the route information corresponding to the requested autonomous flight exists in the simulation database 3802, and performs the requested autonomous flight The simulation can be performed through the specification information of the unmanned aerial vehicle to be transmitted to the operating system 3850.

The operating system 3850 may include an unmanned aerial vehicle interface unit 3851, a processor 3852, a memory 3854, a network interface 3856, and a communication unit 3858.

The communication unit 3858 of the operating system 3850 can transmit and receive various information to and from the communication unit 3874 of the unmanned air vehicle 3870 through wireless communication. The memory 3854 stores program instructions for causing the processor 3852 of the operating system 3850 to operate in accordance with embodiments of the present invention and includes a plurality of unmanned aerial vehicles 3870 operated by the operating system 3850 And the mission information can also be stored.

The unmanned aerial vehicle interface unit 3851 is connected to a plurality of unmanned aerial vehicles located in a hangar of the operating system 3850 and can transmit various control information such as power supply, route information, layer information download, and flight assignment.

The unmanned aerial vehicle 3870 may include a processor 3872, a memory 3873, a communication unit 3874, a flight driving unit 3875, and an image acquisition unit 3876.

The processor 3872 of the unmanned aerial vehicle 3870 controls various operations related to the flight of the unmanned aerial vehicle, and the memory 3873 stores program instructions and route information performed by the processor 3872, layer information, Various types of flight information, and images acquired by the image acquisition unit 3876. The processor 3872 receives a control signal for controlling the respective components for autonomous flight of the unmanned air vehicle 3870 according to program instructions, route information, layer information, and the like related to the operation of the unmanned air vehicle 3870 stored in the memory 3873 .

The communication unit 3874 can transmit and receive flight information, various data, and control information through the wireless communication with the communication unit 3808 of the control system 3800 and the communication unit 3858 of the operating system 3850. The flight driver 3875 generates the lift or flight force of the unmanned aerial vehicle 3870 under the control of the processor 3872 and the image acquisition unit 3876 can shoot the objects under the control of the in-flight processor 3872 . In particular, the communication unit 3874 transmits the image photographed by the image acquisition unit 3876 to the communication unit 3858 of the operating system 3850 or the communication unit 3808 of the control system 3800, The image acquisition unit 3876 transmits the control signal of the image acquisition unit 3876 received from the communication unit 3858 of the communication unit 3858 or the control unit 3808 of the control system 3800 to the processor 3872, Control operations and operations for image acquisition.

Although in the above-described embodiments, the unmanned aerial vehicle is flying according to the route on the pre-established layer, the following description will be made of the case where the unmanned aerial vehicle changes the layer to perform the autonomous flight.

According to another embodiment of the present invention, there is provided a method for constructing an unmanned aerial vehicle route, comprising: forming a space capable of autonomous flight of an unmanned aerial vehicle by identifying a subject from the surface scanning data; forming a route of the unmanned air vehicle on the shaped layer; Determining the waypoints for the waypoints, collecting the indicator image data for the waypoints from the shaped layer, analyzing the image resolution changes according to the distance from the object through the collected indicator image data, And generating flight path information of the unmanned aerial vehicle including at least one flight path information, which is a connecting line between the shaped layers, waypoints, elevation values, and waypoints. have.

Here, the waypoint can indicate the position of the ground on the ground surface at the point where the unmanned aerial vehicle performs autonomous flight on the layer, or it can indicate the position performing the predetermined mission.

The step of generating the flight path information of the unmanned aerial vehicle includes the steps of determining an arrival layer to which the unmanned aerial vehicle is to be moved if it is necessary to move from the departure layer to the other layer, And generating layer movement information for moving to the first layer.

The layer movement information may include at least one of a layer changeable section including a waypoint section for changing a layer among passages for autonomous flight of the unmanned aerial vehicle, a layer movement time, a change section entry time, and a change section entry angle have.

Hereinafter, a method for constructing the unmanned aerial vehicle according to another embodiment will be described in more detail with an example.

39 is a flowchart illustrating a method of generating unmanned aerial flight path information for autonomous flight between layers of an unmanned aerial vehicle according to an embodiment.

Referring to FIG. 39, a method for generating an unmanned air vehicle flight path information for autonomous flight between layers of an unmanned aerial vehicle according to an embodiment can be performed by a unmanned aerial vehicle construction system. Here, the unmanned aerial vehicle construction system may be a unmanned aerial vehicle construction system described above or in accordance with embodiments of the present invention.

In step 3900, the unmanned aerial vehicle construction system identifies the subject from the surface scanning data, forms a space capable of autonomous flight into a layer, and displays index image data on the flight path from the layer shaped in step 3910 The altitude value on the flight path can be extracted by analyzing the image resolution change according to the distance between the camera and the subject scanning the ground surface through the index image data collected in step 3920. In addition, the unmanned aerial vehicle building system may calibrate the measured value of the radio altitude sensor through route verification from the altitude value extracted in step 3930, which may optionally be performed.

Thereafter, in step 3940, the unmanned aerial vehicle construction system can generate the layer information and the flight path of the unmanned aerial vehicle for the autonomous flight of the unmanned aerial vehicle. Here, the layer information may include information for identifying a layer allocated for flight among a plurality of layers capable of flying by the unmanned aerial vehicle, height information of a layer altitude, area, and the like. The location of the waypoints present on the unmanned aerial vehicle's flight path, the altitude value, and the flight path, which is the connecting line of each waypoint. Here, the flight path and the route can be used in the same sense to indicate the path for the unmanned aerial vehicle to fly in three-dimensional space.

In step 3950, the unmanned aerial vehicle configuration system can determine whether inter-layer movement is possible based on the gas information or mission information of the unmanned aerial vehicle. For example, if the unmanned aerial vehicle is capable of moving between layers as a result of analysis of weight, battery, fuel, and propellant information included in the unmanned aerial vehicle information, it can be determined that movement between the layers is possible. Also, in step 3950, the unmanned aerial vehicle configuration system can determine whether movement of the unmanned aerial vehicle between layers is required according to the mission contents included in the mission information of the unmanned aerial vehicle.

Table 4 shows examples of flight mission information.

Referring to Table 4, in step 3950, the unmanned aerial vehicle configuration system determines whether the unmanned aerial vehicle can move between layers based on the flight mission information, and if it is possible to move between layers, in step 3960 It is possible to set layer movement information for movement between layers of the unmanned aerial vehicle. The layer movement information may include at least one of a layer changeable section position information including a waypoint section for changing a layer among passages for autonomous flight of the unmanned aerial vehicle, a layer movement time, a change section entry time, and a change section entry angle . The unmanned aerial vehicle building system then reflects the set layer movement information set in step 3960 to the autonomous flight path of the unmanned aerial vehicle in step 3970 and then generates unmanned aerial flight path information reflecting the layer movement information in step 3980 To the unmanned aerial vehicle and the operation system of the unmanned aerial vehicle at step 3990. In this case, the unmanned aerial vehicle construction system can deliver the unmanned aerial map constructed only when the operating system of the unmanned aerial vehicle is not present. The method of delivering route guidance by the unmanned aerial vehicle building system may also be conveyed via a wired or wireless communication network or through a storage medium.

On the other hand, if interlayer movement is not possible in step 3950, the unmanned aerial vehicle building system may generate unmanned aerial vehicle flight path information that does not include layer movement information in step 3980.

40 is a flowchart illustrating a method for generating unmanned aerial flight path information for autonomous flight between layers of an unmanned aerial vehicle according to another embodiment.

Referring to FIG. 40, a method for generating an unmanned aerial vehicle flight path information for autonomous flight between layers of an unmanned aerial vehicle according to another embodiment may be performed by a unmanned aerial vehicle construction system. In step 4000, the unmanned aerial vehicle building system can form a layer according to the mission of the unmanned aerial vehicle. Here, the method of shaping the layer can be performed according to the embodiments described above. Information about the mission of the unmanned aerial vehicle can be obtained from the operating system requesting the creation of the flight path information for the unmanned aerial vehicle, and may be acquired directly from the unmanned aerial vehicle.

If the layer is shaped, in step 4005, the unmanned aerial vehicle building system may determine the waypoint for flight of the unmanned aerial vehicle on the shaped layer. Since the procedure for setting each way point has been described above, a detailed description will be omitted.

In step 4010, the unmanned aerial vehicle building system generates an in-layer flight path connecting the determined waypoints, and in step 4015, the unmanned aerial vehicle can check whether a layer change is necessary during flight. Here, the necessity of changing the layer can be determined according to the mission information or the gas information of the unmanned aerial vehicle, and it can be confirmed according to whether the request from the operating system or the unmanned aerial vehicle is received.

On the other hand, if a layer change is required, the unmanned aerial vehicle building system may determine an arrival layer to which the unmanned aerial vehicle will move in step 4020. In step 4025, layer movement information for moving to the arrival layer is generated, and unmanned aerial flight path information including the flight path and layer movement information generated in step 4030 can be generated. At this time, the unmanned aerial vehicle flight path information generated in step 4030 may include flight path information on the arrival layer.

On the other hand, if the layer change is not necessary, the unmanned aerial vehicle building system may generate the unmanned aerial vehicle flight path including the intra-layer flight path in step 4030.

In step 4035, the unmanned aerial vehicle construction system can transmit the generated unmanned aerial vehicle flight path information to at least one of the operating system, the control system, and the unmanned aerial vehicle.

FIG. 41 is a block diagram showing a unmanned aerial vehicle construction system for constructing a route for interlayer movement of an unmanned aerial vehicle according to another embodiment.

41, the unmanned aerial vehicle navigation system 4100 according to another embodiment includes a layer forming unit 4110, a data collecting unit 4120, an elevation calculating unit 4130, a verifying unit 4140, A change determining unit 4150, and a route generating unit 4160. [ Each component of the unmanned aerial vehicle building system may be a processor included in the server. These components may be implemented to execute through steps (3900 to 3990) included in the method of FIG. 39 or steps (4000 to 4035) including the method of FIG. 40 through at least one program code and an operating system including the memory .

In FIG. 41, the layer shaping unit 4110 can form a plurality of two-dimensional layers in a three-dimensional space by calculating the height of the object identified from the scan data on the basis of the altitude of the corresponding coordinates and connecting the height of the specific point, The layers may form a vertical separation.

The data collection unit 4120 can collect the landmark image data from the layer of the flying height limited height first. The data collecting unit 4120 can acquire the landmark image data through the photographing apparatus having the calibration value set at a specific altitude mounted on the land surveying aircraft.

The data collection unit 4120 can check the spatial geographic information to collect the landmark image data, search the safety route for the flight, generate the specific flight route, and collect the landmark image data for the corresponding route. In particular, the collection of the initial landmark image data necessary for the route analysis in order to construct the route can ensure the maximum safety by permitting only the flight within the visibility area of the pilot who is qualified to fly.

The data collecting unit 4120 can confirm the measurement value of the radio altitude sensor (for example, radio altimeter, etc.) by setting the height value of the flying altitude limit through the object capable of flying altitude limit height verification. Here, a subject capable of flying altitude limited height verification can be a ground structure that is equal to or higher than the flight altitude limit.

In addition, the data collecting unit 4120 confirms the information such as the resolution and the image acquiring method of the photographing apparatus and the calibration parameters according to the incident angle, and records the information in a flight data recorder (FDR) mounted on the unmanned air vehicle Can be confirmed.

The altitude calculation unit 4130 can analyze the image resolution change according to the distance between the camera and the subject through the collected index image data to extract the altitude value on the flight path.

The verifying unit 4140 can correct the measured value of the radio altitude sensor through route verification from the extracted altitude value. In addition, the verification unit 4140 can also verify the route information to be allocated to the unmanned aerial vehicle requiring the layer change in advance through simulation.

The layer change determination unit 4150 determines whether a layer change of the unmanned aerial vehicle is required during the autonomous flight of the unmanned aerial vehicle. If layer change is necessary, the layer change determination unit 4150 defines layer movement information for layer change, Can be reflected.

Here, the layer movement information may include at least one of a layer changeable section position information, a changeable section entry time, a layer movement time (a layer movement start time and a layer movement end time), and a changeable section entry angle. The layer change determination unit 4150 determines whether the unmanned aerial vehicle can fly between layers and then generates layer movement information for each unmanned air vehicle to prevent collision with other unmanned air vehicles performing autonomous flight, It can be included in the map. The layer change determination unit 4150 may generate the layer movement information when it is requested by the unmanned aerial vehicle without creating it when constructing the route.

The route generating unit 4160 may define the waypoints for flight of the unmanned aerial vehicle on the layer generated for the autonomous flight of the unmanned aerial vehicle in the layer formulating unit 4110 and connect the defined waypoints to generate the route have. If the unmanned aerial vehicle needs to change the layer during the flight by the layer change determination unit 4150, the unmanned aerial vehicle including the inter-layer flight path information including the flight path information in the layer and the layer movement information for layer change Can be generated. The route generating unit 4160 may set a layer changeable period, which is a period for moving the unmanned aerial vehicle between layers, in advance. At this time, the route generating unit 4160 may set a section in which the number of flights of the unmanned aerial vehicles is relatively small for each layer, and may connect the sections to set a layer changeable section. In addition, when the route generator 4160 generates the unmanned aerial vehicle route for the unmanned aerial vehicle requiring the layer change, the interline flight route information simulated by the verification unit 4140 can be used. The layer moving information and the procedure for performing the flight for moving the unmanned aerial vehicle between the layers will be described in detail with reference to FIGS. 44 to 48. FIG.

42 is a flowchart illustrating an operation method of an unmanned aerial vehicle for moving between layers according to an embodiment.

Referring to FIG. 42, in step 4202, the unmanned aerial vehicle can perform an autonomous flight according to a predetermined route. At this time, the autonomous flight of the unmanned aerial vehicle can be performed according to the embodiments described above. In step 4204, the unmanned aerial vehicle may determine whether a layer change is required during autonomous flight. The unmanned aerial vehicle can judge whether or not the layer change is necessary according to pre-stored route information or control commands from a predefined program or control system or operating system.

For example, if there is a layer movement route for interlayer movement to the layer B during the autonomous flight of the layer A image according to the route previously stored in the unmanned air vehicle at step 4204, the unmanned aerial vehicle determines that the layer change is necessary can do. For example, a unmanned aerial vehicle can move a predetermined route on a layer A to a layer B through a layer moving route after a predetermined flight on a layer A according to a predefined program, and repeatedly fly a route on a layer A, . These layer transfer procedures of the unmanned aerial vehicle may be defined on the route established by the route construction system in advance.

As another example, in step 4204, when the unmanned aerial vehicle receives a layer movement command from the control system or the operating system, it determines that the layer change is necessary and performs the interlayer movement. In this case, when a layer move command is received from the control system or the operating system, the layer moveable path can be moved to another layer through the layer movement path.

As another example, in step 4204, the unmanned aerial vehicle may determine whether a layer change is required according to a predefined program. In such a case, the predefined program may be a pre-stored motion command such as "move to layer B after a predetermined number of repeated flights of course on layer A ".

If it is not necessary to change the layer, the unmanned aerial vehicle may determine whether the autonomous flight has ended in step 4206, and if not, the autonomous flight may be performed in step 4202 according to the route.

On the other hand, if the layer change is required, the unmanned aerial vehicle moves to the layer changeable section in step 4208 and can check whether the layer changeable section is entered in step 4210. At this time, whether or not the unmanned aerial vehicle has entered the layer changeable section can be confirmed by comparing the position information of the current unmanned aerial vehicle and the predetermined layer changeable section position information obtained through the GPS information, the altitude sensor or the like. If it is not possible to enter the layer changeable section, the unmanned aerial vehicle continues to move to the layer changeable section in step 4208. In step 4208, the unmanned air vehicle modifies the layer changeable section information (layer changeable section position information, height information, size information) included in the layer movement information, layer changeable time, entry point information for moving to another layer, It is possible to move to the layer changeable section using at least one of entry angle information, entry speed information, arrival layer identification information, route information in the arrival layer, changeable section information, and other unmanned aerial vehicle information in the changeable section.

On the other hand, if the user enters the layer changeable period in step 4210, the unmanned aerial vehicle performs an operation for changing layers in step 4212 and moves to a layer (an arrival layer) to be changed in step 4214 . The operation of the unmanned aerial vehicle may include lift for altitude raising or lowering, and a series of operations for the control unit or the processor to control the flight driving unit to adjust the aerial power. Herein, the unmanned aerial vehicle includes layer changeable section information included in the layer movement information, layer changeable time, entry point information for moving to another layer, entry angle information, entry speed information, arrival layer identification information, It is possible to avoid collision with another air vehicle during layer movement by using at least one of information, changeable section information, and other unmanned air vehicle information in the changeable section. In step 4214, the unmanned aerial vehicle may pass through at least one layer to move from the currently located layer to the destination layer.

If the unmanned aerial vehicle reaches the layer (destination layer) to be changed in step 4216, the unmanned aerial vehicle may fly along the route assigned to the destination layer in step 4220. On the other hand, if the unmanned aerial vehicle has not reached the arrival layer, the movement can continue until the arrival layer is reached in step 4218. In step 4220, the unmanned aerial vehicle may receive the route information allocated to the arrival layer through the wireless communication unit. In addition, the route information allocated to the arrival layer in step 4220 may be stored in advance in the memory of the unmanned aerial vehicle.

43 is a block diagram of a route construction system for constructing a route of an unmanned aerial vehicle for moving between layers according to another embodiment.

43, a layer configuration unit 4302, a route decision unit 4304, a verification unit 4306, a flight path information generation unit 4308, an interface unit 4310, and an interface unit 4310 included in the route construction system 4300, The memory 4312 and the control unit 4314 are connected through an electrically connected bus interface 4316 to transmit and receive data and control signals to / from each other.

The layer shape portion 4302 can shape the layers for autonomous flight of each unmanned aerial vehicle as described above. More specifically, the layer shaping unit 4302 identifies a subject from the surface scanning data obtained through aerial photographing or the like to form a space capable of autonomous flight as a layer, and generates an index image And the altitude value of the flight path coordinates is extracted by analyzing the image resolution change according to the distance from the subject through the collected index image data, and then the flight altitude value at the way point of each route can be set. Here, the route may include lines connected between waypoints indicated on the same layer, and may include lines connected between waypoints located on different layers, respectively.

The route determining unit 4304 may determine a route to be traveled by the unmanned aerial vehicle according to the mission of the unmanned aerial vehicle or the purpose requested by the operating system, and may transmit the determined route information to the controller 4314. [ At this time, the route determining unit 4304 determines a route for autonomous flight of the unmanned aerial vehicle among a plurality of waypoints (intra-layer waypoints) existing on the layer shaped by the layer forming unit 4302 . When the unmanned aerial vehicle is required to move between layers, the route determining unit 4304 may generate layer movement information including routes connecting the inter-layer waypoints between the layers to which the unmanned aerial vehicle moves. The procedure for the route determining unit 4304 to determine the route for movement between the layers of the unmanned aerial vehicle will be described with reference to FIGS. 44 to 48 below.

The verification unit 4306 corrects the measured value of the altitude sensor using the measured altitude value acquired through the route verification with respect to the altitude value included in the layer generated by the layer configuration unit 4302, ), So that it can be used at the time of later autonomous flight map production or route construction.

The interface unit 4310 may communicate with a control system, an operating system, or an unmanned aerial vehicle (not shown) through a wireless network / wired network to transmit and receive data information and control information.

The memory 4312 stores the route information determined by the route determining unit 4304 and the layers generated by the layer forming unit 4302 for autonomous flight of the unmanned aerial vehicle, Airplane flight path information can be saved. In addition, the memory 4312 can store unmanned aerial vehicle identifiers for identifying unmanned aerial vehicles, layer identifiers, and flight path information allocated to each unmanned aerial vehicle. In addition, the flight path information generating unit 4308 may set a layer changeable period, which is a period for moving the unmanned air vehicle between the layers, such as the route generating unit 4160 shown in FIG. The control unit 4314 includes a layer shaping unit 4302, a route determining unit 4304, a verifying unit 4306, a flight path information generating unit 4308, an interface unit 4310, a memory 4312 And if the requested flight path information does not exist in the memory 4312 when the request for the flight path information necessary for the autonomous flight of the unmanned air vehicle is received, the layer forming unit 4302, The route determining unit 4304, the verifying unit 4306, and the flight path information generating unit 4308 so as to generate the flight path information.

On the other hand, if the requested flight path information exists in the memory 4312, the previously stored flight path information in the memory 4312 can be read and transmitted to the operating system, the control system, or the unmanned aerial vehicle through the interface unit 4310.

44 is a diagram for explaining a method of performing an inter-layer autonomous flight by an unmanned aerial vehicle according to an embodiment.

Referring to FIG. 44, it is assumed that there are N layers up to Layer 1 4400, Layer 2 4402, Layer 3 4404, ..., Layer N 4406. Here, reference numerals 4410a, 4410b, 4410c, and 4410n may represent flight paths connecting the waypoints present on each layer and the respective waypoints.

In a method in which an unmanned aerial vehicle according to an embodiment performs an inter-layer autonomous flight, the unmanned aerial vehicle can fly between layers from the first layer 4400 to the second layer 4402, the third layer 4404, and the fourth layer 4406 And the unmanned aerial vehicle can move between the layer 2 4405 and the layer 2 4402 through the layer movement route 4460 and the unmanned aerial vehicle can move between the layer 2 4405 and the layer 3 4404 It is possible to move through the layer movement path 4470.

That is, the unmanned aerial vehicle can move between layers according to the layer movement information, or can move to a destination layer through a plurality of layers.

45 is a view for explaining a layer changeable period in which an unmanned aerial vehicle according to an embodiment is set to move between layers.

Referring to FIG. 45, it can be seen that the unmanned aerial vehicle moves from the first layer 4510 to the third layer 4530 through the second layer 4520 while flying along the route. For convenience of explanation, FIG. 45 shows a case where the unmanned aerial vehicle moves to a different layer while performing an autonomous flight by using a starting layer 4510 as a departure layer, a destination layer 3 4530 to which the unmanned aerial vehicle wants to move as an arrival layer, And a layer 2 4520 via which the unmanned air vehicle arrives at the layer 3 4530 will be referred to as a dirt layer. The second layer 4520, which is a passive layer, exists between the departure layer and the arrival layer, and may not exist when there is no layer passed by the unmanned aerial vehicle.

In FIG. 45, it is confirmed that there is a layer changeable section 4550 for moving the unmanned aerial vehicle from the layer 1 4510 to the layer 3 4530. The layer changeable section 4550 can be defined as a section that must be followed by all the flying objects moving between layers in order to prevent collision with other unmanned aerial vehicles when the unmanned aerial vehicle moves between layers . In other words, it is used only for flight of unmanned aerial vehicle which wants to use another layer. The layer changeable section 4550 can be determined by the route generating section 4160 of FIG. 40 or the flight path information generating section 4308 of FIG. 43. Reference numerals 4560 and 4570 show that the unmanned aerial vehicle moves within the layer changeable period (4550) between layers through a rise or fall flight. Also, in order to prevent collision when the layer of the unmanned aerial vehicle is changed, the layer changeable period 4550 may be divided into a rising zone where the unmanned aerial vehicle permits only the uphill flight and a downhill zone where only the downhill flight is vanished.

45, the unmanned aerial vehicle includes a layer changeable time included in the layer movement information generated in the route construction system, entry point information for moving to another layer, entry angle information, entry speed information, arrival layer identification information, It is possible to enter the layer changeable period 4550 by using at least one of the route information, the changeable section information, and the unmanned flight object information in the changeable section, to prevent the collision with another unmanned air vehicle, Can be performed.

Table 5 below shows information included in the layer movement information according to one embodiment.

46 is a vertical sectional view for explaining a procedure in which an unmanned aerial vehicle moves between layers according to an embodiment.

Reference numeral 4640 denotes a layer changeable section for moving the unmanned air vehicle 4650 from the first layer 4600 to the third layer 4620 via the second layer 4610. Referring to FIG. 46, when the unmanned aerial vehicle 4650 is flying along the route on the first layer 4600, such as reference numeral 4630, the layer changeable period information, the layer changeable time, (4600) to the layer 3 (4620) in accordance with the entry point information, the entry angle information, and the entry speed information. Reference numeral 4660 denotes a route from the first layer 4600 to the second layer 4610, and 4670 denotes a route from the second layer 4610 to the third layer 4620. Reference numeral 4680 denotes that an unmanned aerial vehicle arriving at an arrival layer, Layer 3 (4620), performs an autonomous flight according to the route on the layer 3 (4620).

47 is a view for explaining a procedure in which an unmanned aerial vehicle moves between layers according to another embodiment.

47 is a diagram showing that the unmanned aerial vehicle can fly and travel to another layer in accordance with the route on the layer 2 (4710), which is the passive layer, while the unmanned aerial vehicle moves between the layers. 47, reference numeral 4730 indicates that the unmanned air vehicle starts from the first layer 4700 and then performs the flight according to the route on the second layer 4710, which is the passive layer, and moves to the third layer 4720. The unmannurized vehicle flying the route on the layer 3 (4720) again passes through the layer 2 (4710) and then returns to the start layer (1) 4700. In FIG. 47, a section 4740 in which the layer change section performs the descending flight and a section 4750 in which the layer change path continues are separately present. That is, reference numeral 4740 denotes an interval set for the purpose of layer movement through descending flight, and reference numeral 4750 denotes an interval set for the purpose of layer movement through ascending flight.

FIG. 48 is a diagram illustrating a procedure in which an unmanned aerial vehicle moves between layers according to another embodiment. FIG.

FIG. 48 shows that there is no separate rising flight section and falling flight section for layer movement, unlike FIG. In Figure 48, the unmanned aerial vehicle performs a downward flight 4840 for moving from the last waypoint to the second layer 4810 after flying the route 4830 on the first layer 4800, 4850 and then performs a descent flight 4860 for movement from the last waypoint to the layer 3 4820 and then flew the route 4870 on the layer 3 4820. The flight shown in FIG. 48 may be used for unmanned aerial vehicles flying for the purposes of patrolling, surveillance, and the like.

As shown in FIGS. 47 and 48, the procedure for performing the autonomous flight while moving between the layers of the unmanned aerial vehicle can be predefined at the time of constructing the route, and the control from the control system, the operating system, It may proceed according to an instruction.

FIG. 49 is a method flow diagram of an unmanned aerial vehicle and a control system for layer movement of an unmanned aerial vehicle according to another embodiment.

In step 4902, the unmanned aerial vehicle 4900 may perform a flight report for autonomous flight to the control system 4950, and may perform an autonomous flight in step 4904.

In step 4906, the control system 4950 performs the control of the unmanned aerial vehicle 4900, and the unmanned air vehicle 4900 controls the information reporting, surveillance, delivery, It is possible to perform predetermined operations such as work, and to periodically report its status information.

In step 4908, the unmanned aerial vehicle 4900 determines whether a layer change is necessary, and if it is necessary to change the layer, the layer change request message may be transmitted to the control system in step 4910.

At step 4912, the control system 4950 may determine whether to approve the layer change for the unmanned aerial vehicle 4900. At this time, the control system 4950 can determine whether or not to accept the layer change request considering the possibility of collision with another unmanned air vehicle existing within the layer changeable section and the gas information and mission information of the unmanned air vehicle 4900.

If the layer change is not accepted at step 4912, the control system sends a layer change not allowed message at step 4913. On the other hand, if the layer change is accepted in step 4912, the control system may generate layer movement information in step 4914 and transmit layer movement information to the unmanned air vehicle 4900 in step 4916.

In step 4918, the unmanned aerial vehicle 4900 having received the layer movement information may move to the layer changeable section according to the layer movement information, and then perform the movement flight to the arrival layer.

In step 4920, the unmanned aerial vehicle 4900 arriving at the arrival layer can determine whether route information on the arrival layer is necessary to perform an autonomous flight on the arrival layer. If the destination layer route information is needed in step 4920, the unmanned aerial vehicle 4900 may transmit a route request message to the control system 4950 in step 4922.

The control system 4950 which has received the route request message transmits the route information on the arrival layer reached by the unmanned air vehicle to the unmanned air vehicle 4900 in step 4924, And can perform autonomous flight on the arrival layer according to the route information received from the control system 4950.

On the other hand, if the arrival layer route information is not needed in the step 4920, the unmanned air vehicle 4900 can perform the autonomous flight according to the stored route information in step 4926.

Table 6 below shows the information included in the layer change request message that the unmanned aerial vehicle 4900 transmits to the control system 4950 in step 4910.

However, when the route on the departure layer and the route on the arrival layer are not overlapped, the unmanned aerial vehicle does not move until the changeable section, It is also possible to carry out the flight procedure for.

As described above, according to the embodiments, it is possible to overcome the operational limitation of the pilot within the visible range of an area where it is difficult to maintain the altitude value constantly on the ground or the like by providing the autonomous flight route of the non-visibility region.

In addition, according to the embodiments, height information of elevation and obstacle is extracted using scanning data, analysis of change in image resolution of the landmark image data, verification of calibration using the extracted height information of ground object, By correcting the measured values of the radio altitude sensor of the unmanned aerial vehicle, it is possible to construct the safety autonomous flight route of the unmanned aerial vehicle.

In addition, although the autonomous flight route construction is described as being on a pre-built layer through the ground scanning data, it is assumed that the layer is set in advance without the ground scanning data and that the autonomous flight route constructed on the set layer It is also possible to construct an autonomous flight route by using the height information of the resolution obtained by using the height information obtained only by the driver.

In order to verify the set layer using the point cloud scanned for the existing ground and the extracted DTM and DSM, the height value of the ground surface resolution is used as the ground object, It is possible to verify the stability of the route by correcting the ultrasonic altitude sensor value for the new route and to set a new layer and route through the simulation without additional scanning data for the new route. Also, by setting the maximum flight limit altitude of the unmanned aerial vehicle, it is possible to prevent collision with the manned aircraft.

The apparatus described above may be implemented as a hardware component, a software component, and / or a combination of hardware components and software components. For example, the apparatus and components described in the embodiments may be implemented within a computer system, such as, for example, a processor, controller, arithmetic logic unit (ALU), digital signal processor, microcomputer, field programmable array (FPA) A programmable logic unit (PLU), a microprocessor, or any other device capable of executing and responding to instructions. The processing device may execute an operating system (OS) and one or more software applications running on the operating system. The processing device may also access, store, manipulate, process, and generate data in response to execution of the software. For ease of understanding, the processing apparatus may be described as being used singly, but those skilled in the art will recognize that the processing apparatus may have a plurality of processing elements and / As shown in FIG. For example, the processing apparatus may comprise a plurality of processors or one processor and one controller. Other processing configurations are also possible, such as a parallel processor.

The software may include a computer program, code, instructions, or a combination of one or more of the foregoing, and may be configured to configure the processing device to operate as desired or to process it collectively or collectively Device can be commanded. The software and / or data may be in the form of any type of machine, component, physical device, virtual equipment, computer storage media, or device , Or may be embodied in a transmitted signal wave. The software may be distributed over a networked computer system and stored or executed in a distributed manner. The software and data may be stored on one or more computer readable recording media.

The method according to an embodiment may be implemented in the form of a program command that can be executed through various computer means and recorded in a computer-readable medium. The computer-readable medium may include program instructions, data files, data structures, and the like, alone or in combination. The program instructions to be recorded on the medium may be those specially designed and configured for the embodiments or may be available to those skilled in the art of computer software. Examples of computer-readable media include magnetic media such as hard disks, floppy disks and magnetic tape; optical media such as CD-ROMs and DVDs; magnetic media such as floppy disks; Magneto-optical media, and hardware devices specifically configured to store and execute program instructions such as ROM, RAM, flash memory, and the like. Examples of program instructions include machine language code such as those produced by a compiler, as well as high-level language code that can be executed by a computer using an interpreter or the like. The hardware devices described above may be configured to operate as one or more software modules to perform the operations of the embodiments, and vice versa.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. For example, it is to be understood that the techniques described may be performed in a different order than the described methods, and / or that components of the described systems, structures, devices, circuits, Lt; / RTI > or equivalents, even if it is replaced or replaced.

Therefore, other implementations, other embodiments, and equivalents to the claims are also within the scope of the following claims.

Claims (20)

Identifying a subject from the surface scanning data and forming a space capable of autonomous flight into a layer;
Collecting index image data for the flight path from the shaped layer; And
Analyzing the image resolution change according to the distance to the subject through the collected index image data, and extracting an altitude value on the flight path
The method comprising the steps of: The method according to claim 1,
Correcting the measured value of the radio altitude sensor through route verification from the extracted altitude value
Wherein the method further comprises the steps of: The method according to claim 1,
The step of shaping the space capable of autonomous flight into layers comprises:
Acquiring a point cloud of the subject scanned by the surface scanning device mounted on the ground photographing aircraft;
Analyzing the collected point clusters to identify the subject;
Extracting a height value of a specific point of the identified object using the terrain height data; And
Connecting the elevation values of specific points of the extracted object to form an area and an elevation capable of autonomous flight of the unmanned aerial vehicle in the space,
The method comprising the steps of: The method of claim 3,
Wherein acquiring the point cluster comprises:
Acquiring the point cluster of the subject projected with the Lidar pulse through a LiDAR device mounted on the ground imaging aircraft
Wherein the unmanned aerial vehicle is constructed by a plurality of aircraft. The method according to claim 1,
The step of shaping the space capable of autonomous flight into layers comprises:
Generating a plurality of two-dimensional layers in the space
The method comprising the steps of: The method according to claim 1,
Wherein the collecting of the indicator image data comprises:
Acquiring the indicator image data through a photographing apparatus having a calibration value set at a specific altitude mounted on the indicator photographing aircraft
The method comprising the steps of: The method according to claim 1,
Wherein the collecting of the indicator image data comprises:
Checking spatial geographic information and searching for a safe route for the flight; And
Generating the flight path reflecting the safety path and collecting the index image data for the flight path
The method comprising the steps of: 3. The method of claim 2,
The step of correcting the measured value of the radio-
The altitude value is extracted from the subject existing in the route and substituted into the route coordinates of the unmanned air vehicle at regular intervals to recognize the resolution height of the image corresponding to the coordinates in contact with the subject when the unmanned air vehicle reaches the route coordinates step; And
- correcting the measurement value of the radio altitude sensor of the unmanned aerial vehicle according to the resolution height
The method comprising the steps of: 3. The method of claim 2,
The step of correcting the measured value of the radio-
It repeatedly collects the abovementioned index image data through the autonomous flight of the unmanned aerial vehicle and reflects the collected index image data to the navigation control and ground control and route guidance data through the resolution change analysis and generates or verifies a new route
Wherein the unmanned aerial vehicle is constructed by a plurality of aircraft. A layer shaping unit for shaping a space capable of autonomous flight by identifying a subject from the surface scanning data into a layer;
A data collecting unit for collecting index image data of a flight path from the shaped layer; And
An altitude estimating unit for analyzing a change in image resolution according to the distance from the subject and extracting an altitude value of the flight path coordinates through the collected index image data;
And an unmanned aerial vehicle system. 11. The method of claim 10,
A verification unit for correcting a measured value of the radio-wave altitude sensor through route verification from the extracted altitude value,
Further comprising: an unmanned aerial vehicle construction system. 11. The method of claim 10,
The layer-
A collecting unit for acquiring a point cloud of the subject scanned by the surface scanning device mounted on the ground photographing aircraft;
An identification unit for analyzing the collected point clusters and identifying the subject;
An extracting unit for extracting a height value of a specific point of the identified object by utilizing the terrain height data; And
A layer unit for forming an area and an altitude at which a space of the unmanned aerial vehicle can freely fly by connecting the height values of specific points of the extracted object to the space,
And an unmanned aerial vehicle system. 11. The method of claim 10,
Wherein the data collecting unit comprises:
The method of claim 1, further comprising the steps of: searching for a safety route for the flight by checking spatial geographic information; generating a flight route reflecting the safety route; collecting the landmark image data for the flight route; Acquiring the index image data through a photographing apparatus set to a calibration value
And the unmanned aerial vehicle configuration system. 11. The method of claim 10,
Wherein the data collecting unit comprises:
Checks the calibration information of the photographing device, confirms the flight information recorded in the Flight Data Record (FDR) mounted on the unmanned air vehicle,
The altitude calculation unit calculates,
And at least one of coordinate, elevation, posture, and time information from the flight information record unit (FDR) mounted on the unmanned aerial vehicle is matched with the photographed landmark image data, Calculating the altitude value on the flight path through the correction and analysis of the image resolution change
And the unmanned aerial vehicle configuration system. 12. The method of claim 11,
Wherein the verifying unit comprises:
The altitude value is extracted from the subject existing in the route and substituted into the route coordinates of the unmanned air vehicle at regular intervals to recognize the resolution height of the image corresponding to the coordinates in contact with the subject when the unmanned air vehicle reaches the route coordinates , - correcting the measured value of the radio altitude sensor of the unmanned aerial vehicle according to the resolution height
And the unmanned aerial vehicle configuration system. 12. The method of claim 11,
Wherein the verifying unit comprises:
It repeatedly collects the abovementioned index image data through the autonomous flight of the unmanned aerial vehicle and reflects the collected index image data to the navigation control and ground control and route guidance data through the resolution change analysis and generates or verifies a new route
And the unmanned aerial vehicle configuration system. Identifying a subject from the surface scanning data and shaping a space capable of autonomous flight of the unmanned aerial vehicle into a layer;
Determining a waypoint for generating a route of the unmanned aerial vehicle on the shaped layer;
Collecting index image data for the waypoint from the shaped layer;
Extracting altitude values on each waypoint by analyzing a change in image resolution according to the distance from the object through the collected index image data; And
Generating flight path information of an unmanned air vehicle including at least one or more flight path information among the formed layer, the waypoints, the altitude values, and a flight path that is a connection line between the waypoints
The method comprising the steps of: 18. The method of claim 17,
The waypoints may comprise:
Indicates the position of the ground object existing on the surface of the ground at the point where the unmanned flying vehicle performs autonomous flight on the layer or indicates a position performing a predetermined mission
Wherein the unmanned aerial vehicle is constructed by a plurality of aircraft. 18. The method of claim 17,
The step of generating flight path information of the unmanned air vehicle includes:
Determining an arrival layer to which the unmanned aerial vehicle is to be moved if it is necessary to move from a departure layer to another layer that is an initially allocated layer of the unmanned air vehicle; And
Generating layer movement information for moving from the starting layer to the arrival layer;
The method comprising the steps of: 20. The method of claim 19,
The layer-
At least any one of a layer changeable section including a waypoint section for changing a layer among passages for autonomous flight of the unmanned aerial vehicle, a layer movement time, a change section entry time, and a change section entry angle
Wherein the unmanned aerial vehicle is constructed by a plurality of aircraft.

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