JP2017062724A - Air route, air route calculation device, and air route calculation method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air route that is a space vertically above the tops of utility poles for transmission lines, has a sectional shape defined by a width determined on the basis of the shapes of the utility poles for transmission lines, and allows an unmanned flight vehicle to fly.SOLUTION: The air route is a space vertically above the tops of utility poles for transmission lines, has a sectional shape defined by a width determined on the basis of the shapes of the utility poles for transmission lines, and allows an unmanned flight vehicle to fly.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an air route, an air route calculation device, and an air route calculation method.

  2. Description of the Related Art Conventionally, a technique is known that can easily steer a drone back and forth and left and right even when cargo is mounted on an unmanned aerial vehicle (hereinafter referred to as a drone).

JP 2001-39397 A

  Here, when a plurality of drones fly, a means for orderly flight is required. However, Patent Document 1 does not specifically describe what means can be used for orderly flight. In other words, according to the conventional technology described in Patent Document 1, there is a problem in that an orderly flight may not be performed when a plurality of drones fly.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a technique capable of orderly flight when a plurality of drones fly.

  One embodiment of the present invention is a space vertically above the top of a distribution line utility pole, having a cross-sectional shape defined by a width determined based on the shape of the distribution line utility pole, and unmanned The air route on which the flying object flies.

  Further, in the airway according to an embodiment of the present invention, a range of a predetermined height from the top portion determined based on a flight speed limit of the unmanned air vehicle, which is predetermined in the airway, in the cross-sectional shape. In addition, it has a flight prohibition area.

  Further, in the air route according to an embodiment of the present invention, a stage of accuracy of flight control of the unmanned air vehicle is predetermined, and a predetermined height from the top corresponding to the stage of accuracy among the cross-sectional shape. Within this range, it has a flight prohibition area.

  Moreover, in the air route of one Embodiment of this invention, it has the several flight area divided based on the advancing direction.

  In the air route according to an embodiment of the present invention, the speed limit of the flight area close to the top of the flight area is lower than the speed limit of the flight area away from the top.

  Further, according to one embodiment of the present invention, the cross-sectional shape of the above-described airway is changed from the cross-sectional shape of the airway according to any one of claims 1 to 5 based on the shape of the distribution pole. An air route calculation device for calculating.

  Moreover, one Embodiment of this invention is an airline calculation method which has a calculation step which calculates the cross-sectional shape which the above-mentioned airway has based on the shape of the utility pole for distribution lines.

  ADVANTAGE OF THE INVENTION According to this invention, it has the cross-sectional shape divided by the width | variety defined based on the shape of the said distribution line utility pole in the distribution line utility pole, and can provide the air path which an unmanned air vehicle flies.

It is a schematic diagram which shows an example of the air route in 1st Embodiment. It is a schematic diagram which shows the flight prohibition area | region in this embodiment. It is a 1st schematic diagram which shows an example of the air route in 2nd Embodiment. It is a 2nd schematic diagram which shows an example of the air route in 2nd Embodiment. It is a schematic diagram which shows an example of control of the unmanned air vehicle which flies an air route. It is a schematic diagram which shows an example of the air route calculation apparatus in a modification.

[About utility poles for distribution lines]
Hereinafter, each part of the distribution line utility pole UP will be described with reference to the drawings. FIG. 1 is a schematic diagram illustrating an example of an air route 1 in the first embodiment. The distribution line utility pole UP shown in FIG. 1 is a steel tower that supports the distribution line PL laid to supply power. As shown in FIG. 1, in this example, the case where the distribution line utility pole UP supports the distribution line PL that supplies three-phase AC power will be described as an example. Distribution line PL that supplies three-phase AC power is first phase UL, second phase VL, and third phase WL. Hereinafter, when the first phase UL, the second phase VL, and the third phase WL are not particularly distinguished, they are collectively referred to as a distribution line PL. In this example, a case where the first phase UL, the second phase VL, and the third phase WL have the same length will be described.
Further, in this example, as shown in FIG. 1, a case where the distribution line utility pole UP supports the overhead ground wire OGW in addition to the distribution line PL will be described. The overhead ground wire OGW is a grounded electric wire and is installed at the upper end of the distribution line utility pole UP.

  In this example, the case where the distribution pole PL UP supports the first phase UL, the second phase VL, and the third phase WL, which are the distribution lines PL that supply three-phase AC power, has been described. Not limited to this. The distribution line utility pole UP may support the distribution line PL that supplies single-phase AC power in addition to the distribution line PL that the distribution line utility pole UP supplies three-phase AC power.

  The following description will be made with reference to an XYZ orthogonal coordinate system if necessary. The Z axis of the XYZ orthogonal coordinate system is an axis perpendicular to the ground surface. The Y axis is an axis parallel to the distribution direction of the distribution line PL. The X axis is an axis in a direction orthogonal to the distribution direction of the distribution line PL. More specifically, the X axis is an axis parallel to a straight line connecting the distribution lines PL of each phase of the first phase UL, the second phase VL, and the third phase WL supported by the distribution line utility pole UP. is there. An XY plane formed by the X axis and the Y axis is a plane parallel to the ground surface.

  The distribution line PL supported by the distribution line utility pole UP and the overhead ground wire OGW are laid in the positive direction of the Y axis and the negative direction. Specifically, the distribution line PL and the overhead ground wire OGW are supported by another distribution line utility pole UP adjacent to the positive direction of the Y axis and the negative direction.

  Here, the positive direction of the Z-axis is also referred to as upward or simply upward in the vertical direction. Further, the negative direction of the Z axis is also referred to as the downward direction. The positive direction of the Y axis is also referred to as the rear. The negative direction of the Y axis is also referred to as the front. The positive direction of the X axis is also referred to as the right side or the right direction. The negative direction of the X axis is also referred to as the left side or the left direction.

The distribution line utility pole UP has a height indicated by the distribution line utility pole height HT from the ground surface G. The distribution pole height HT varies depending on the environment where the distribution line PL is installed. The distribution pole utility pole height HT is, for example, about 11 to 17 m in length.
The airway 1 of the present invention is above the upper end of the distribution line utility pole UP described above, and its shape is determined based on the distribution line PL and the distribution line utility pole UP. Hereinafter, embodiments of the present invention will be described.

[First Embodiment]
As shown in FIG. 1, the airway 1 of this embodiment is set upward from the upper end of the distribution line utility pole UP. The cross-sectional shape of the airway 1 has a width indicated by the airway width W. Hereinafter, a specific example of the airway width W will be described.

[About airway width W]
The airway width W is determined based on the length of the arm bracket AR that supports the distribution line PL and the arrangement of the distribution line PL. Details of the airway width W will be described below.

[When the airway width W is determined based on the width of the arm bracket AR of the distribution pole utility pole UP]
The airway width W is determined based on the width of the brace AR of the distribution pole utility pole UP. Here, the distribution pole utility pole UP shown in FIG. 1 includes a brace AR that supports the first phase UL, the second phase VL, and the third phase WL. The airway width W is determined based on the length of the brace AR in the X-axis direction. As shown in FIG. 1, the length of the arm metal AR in the X-axis direction is indicated by the arm metal width WAR. That is, the airway width W is the armband width WAR.

[When airway width W is determined based on the width of distribution line PL]
The airway width W is determined based on the width of the distribution line PL. In this example, a case where the first phase UL, the second phase VL, and the third phase WL are supported by the distribution line utility pole UP on the same X-axis will be described as shown in FIG.
The width of the distribution line PL is the width from the position where the first phase UL is supported by the distribution line utility pole UP to the position where the third phase WL is supported. As shown in FIG. 1, the width from the position where the first phase UL is supported on the distribution line utility pole UP to the position where the third phase WL is supported on the distribution line utility pole UP is indicated by the distribution line width WLN. . That is, the airway width W is the distribution line width WLN.

  The airway 1 has a cross-sectional shape indicated by an airway width W and an airway height H as shown in FIG. The airway height H may be any height, and in this example, the case where the upper end of the airway height H is 150 m or less from the ground surface G will be described.

As described above, the airway 1 on which the unmanned air vehicle D flies is set upward from the upper end of the distribution line utility pole UP. The cross-sectional shape of the airway 1 has a width indicated by the airway width W. The airway width W is determined based on the length of the arm bracket AR that supports the distribution line PL and the arrangement of the distribution line PL. That is, the airway 1 has a cross-sectional shape defined by the airway width W and the distribution pole utility pole height HT.
Thereby, the air route 1 on which the unmanned air vehicle D flies can be defined based on the distribution line PL. For example, when cargo is mounted on an unmanned air vehicle D flying on an air route 1 based on the distribution line PL, the cargo is transported to an area where the distribution line PL is laid by defining the air route 1 Can do.

In the airway 1, a flight prohibited area FPA may be defined. The flight prohibited area FPA is an area where the flight of the unmanned air vehicle D is restricted. The flight prohibition area FPA is set in order to prevent the unmanned air vehicle D from contacting the distribution line utility pole UP, the overhead ground line OGW, and the distribution line PL when flying. Further, the flight prohibition area FPA is set based on the flight accuracy of the unmanned air vehicle D flying on the air route 1. Further, the flight prohibition area FPA is set according to the flight speed limit of the unmanned air vehicle D flying on the air route 1.
Hereinafter, a specific example of the flight prohibited area FPA will be described with reference to FIG. FIG. 2 is a schematic diagram showing a flight prohibited area FPA in the present embodiment.

[Prohibited Flying Airspace: Contact Prevention]
As shown in FIG. 2, in the airway 1, in order to prevent the unmanned air vehicle D flying in the airway 1 from coming into contact with the distribution line utility pole UP, the overhead ground wire OGW, and the distribution line PL, a flight prohibited area FPA1 is set. The flight prohibited area FPA1 has a cross-sectional shape indicated by a prohibited area width WP and a separation distance CL. The prohibited area width WP is the width of the area indicated by the flight prohibited area FPA1. In this example, the case where the airway width W and the prohibited area width WP coincide will be described.
The separation distance CL is a distance that separates the unmanned air vehicle D in order to prevent the unmanned air vehicle D from coming into contact with the distribution line utility pole UP, the overhead ground wire OGW, and the distribution line PL. The height indicated by the separation distance CL is determined based on the flight accuracy of the unmanned air vehicle D. In this example, when the flight prohibited area FPA1 has a width of an airway width W that is an upper range by a distance indicated by the separation distance CL from the upper end of the distribution line utility pole UP and is the prohibited area width WP. Will be described.

[Prohibited Flight Area: Flight Accuracy]
In the air route 1, a flight prohibited area FPA 2 is set according to the flight accuracy of the unmanned air vehicle D flying on the air route 1. The flight accuracy is an index based on a flight target path that is a target path for the unmanned air vehicle D to fly to a destination and a flight path that is a path on which the unmanned air vehicle D actually flies. In this example, a case will be described in which the flight accuracy of the unmanned air vehicle D is indicated by a path difference length RD that is a difference between the flight target path and the flight path. In this example, when the path difference length RD is larger than a predetermined value, the flight accuracy of the unmanned air vehicle D is lowered. Further, when the path difference length RD is smaller than a predetermined value, the flight accuracy of the unmanned air vehicle D is increased.

  The flight prohibited area FPA2 according to the flight accuracy is an area based on authentication according to the performance of the unmanned air vehicle D, for example. The authentication of the unmanned air vehicle D is an authentication based on whether or not the unmanned air vehicle D flying on the airway 1 satisfies the flight accuracy standard. For example, the unmanned air vehicle D with high flight accuracy is an A-approved unmanned air vehicle D. The unmanned air vehicle D with low flight accuracy is a B-approved unmanned air vehicle D. When the upper and lower regions of the cross-sectional shape of the airway 1 are determined, the A-approved unmanned air vehicle D may fly over the upper and lower portions when flying along the airway 1. Further, in the B-approved unmanned air vehicle D, the lower part of the cross-sectional shape of the airway 1 is determined as the flight prohibition area FPA2 when the airway 1 flies.

[Prohibited Flight Area: Flight Speed Limit]
In the airway 1, a flight prohibited area FPA3 is set according to the flight speed limit of the unmanned air vehicle D flying in the airway 1. Specifically, the flight speed limit of the unmanned air vehicle D is set in the airway 1 according to the vertical position of the cross-sectional shape of the airway 1. More specifically, the upper part of the cross-sectional shape of the airway 1 is faster and the lower part is slower.
The unmanned air vehicle D flies at a predetermined speed according to the vertical position of the cross-sectional shape of the airway 1. For example, when the upper and lower regions of the cross-sectional shape of the airway 1 are determined, the unmanned air vehicle D flies at an upper portion of the cross-sectional shape of the airway 1 at high speed. The unmanned air vehicle D flies at a low speed in the lower part of the cross-sectional shape of the airway 1. That is, in the unmanned air vehicle D that flies at high speed, the lower part of the cross-sectional shape of the airway 1 is defined as the flight prohibited area FPA3. In addition, the unmanned air vehicle D flying at a low speed has an upper portion of the cross-sectional shape of the airway 1 defined as a flight prohibited area FPA3.

  Further, the flight speed limit of the unmanned air vehicle D is set in the airway 1 according to the vertical position of the cross-sectional shape of the airway 1. The speed determined in advance according to the vertical position of the cross-sectional shape of the airway 1 is a higher speed at the upper part and a lower speed at the lower part. When the unmanned aerial vehicle D flies through the airway 1 at a predetermined constant speed, the unmanned aerial vehicle D that flies at a low speed has the upper part of the cross-sectional shape of the airway 1 as a flight prohibited area FPA. Further, the unmanned air vehicle D flying at a high speed has a lower part of the cross-sectional shape of the airway 1 as a flight prohibited area FPA. Thereby, the unmanned air vehicle D can fly more efficiently in the air route 1. For example, when cargo is mounted on the unmanned air vehicle D that flies on the air route 1 based on the distribution line PL, the unmanned air vehicle D can fly more efficiently, thereby enabling more efficient transportation.

  In addition, the unmanned aerial vehicle D is a flight of the unmanned aerial vehicle D that has been certified in accordance with performance in the airway 1 in the present embodiment. The unmanned air vehicle D is certified based on the flight accuracy of the unmanned air vehicle D. The unmanned aerial vehicle D flies in the position of the cross-sectional shape of the airway 1 according to the certification in the airway 1. Moreover, let the position of the cross-sectional shape of the airway 1 according to authorization of the unmanned air vehicle D among the airways 1 be the flight prohibition area | region FPA. Thereby, it is possible to fly more efficiently in the air route 1.

[Second Embodiment]
The second embodiment will be described below with reference to the drawings. In the second embodiment, a case will be described in which the airway 2 includes a plurality of flight regions FF that are partitioned based on the traveling direction. The flight region FF is a region where the unmanned air vehicle D can fly. Specifically, when two flight areas FF are included in the cross-sectional shape of the airway 2, two unmanned air vehicles D can fly in the range indicated by the cross-sectional shape of the airway 2.
[Flying area: Vertical separation]
FIG. 3 is a first schematic diagram illustrating an example of the airway 2 in the second embodiment. As shown in FIG. 3, the flight area FF is defined in the upper part and the lower part of the cross-sectional shape of the airway 2 in the airway 2. Specifically, in the cross-sectional shape of the airway 2, the upper flight area FF is the upper flight area FFU. Of the cross-sectional shape of the airway 2, the lower flight region FF is the lower flight region FFB. The traveling direction is determined in advance for the upper flight area FFU and the lower flight area FFB. The traveling direction is set such that adjacent flight regions FF among the flight regions FF included in the airway 2 have different traveling directions. In this example, a case where the upper flight area FFU is a flight area FF in which the unmanned air vehicle D advances backward will be described. The lower flight area FFB will be described as a case where the unmanned air vehicle D is a flight area FF that travels forward.

  Further, a flight speed limit is determined in advance for the upper flight area FFU and the lower flight area FFB. The flight limit speed is a higher speed in the upper part of the cross-sectional shape of the airway 2 and a lower speed in the lower part. That is, the speed determined for the upper flight area FFU is higher than the speed determined for the lower flight area FFB.

[Flight region: Three-layer structure]
FIG. 4 is a second schematic diagram illustrating an example of the air route 2 in the second embodiment. As shown in FIG. 4, a flight region FF is defined in the upper portion, the middle portion, and the lower portion of the air passage 2 in the cross-sectional shape of the air passage 2. Specifically, in the cross-sectional shape of the airway 2, the upper flight area FF is the upper flight area FFU. The middle flight region FF is the middle flight region FFM. Of the cross-sectional shape of the airway 2, the lower flight region FF is the lower flight region FFB.
The traveling direction is determined in advance for the upper flight area FFU, the middle flight area FFM, and the lower flight area FFB. The traveling direction is set such that adjacent flight regions FF among the flight regions FF included in the airway 2 have different traveling directions. In this example, a case where the upper flight area FFU is a flight area FF in which the unmanned air vehicle D advances backward will be described. Further, the case where the middle flight area FFM is a flight area FF in which the unmanned air vehicle D advances forward will be described. Further, the lower flight area FFB is a case where the unmanned air vehicle D is a flight area FF that travels backward.

  In addition, a flight speed limit is set in advance for the upper flight area FFU, the middle flight area FFM, and the lower flight area FFB. The flight limit speed is a higher speed in the upper part of the cross-sectional shape of the airway 2 and a lower speed in the lower part. That is, the speed determined for the upper flight area FFU is higher than the speed determined for the middle flight area FFM and the lower flight area FFB. Moreover, the speed determined in the lower flight area FFB is lower than the speed determined in the upper flight area FFU and the middle flight area FFM.

  In addition, in this example, although the case where it set so that the adjacent flight area FF among the flight areas FF included in the airway 2 may become a different advancing direction was demonstrated, it is not restricted to this. For example, the adjacent flight areas FF may be set to have the same traveling direction.

As described above, the airway 2 has a plurality of flight regions FF that are partitioned based on the traveling direction. Thereby, the unmanned air vehicle D can fly more efficiently in the air route 2. For example, when cargo is mounted on the unmanned air vehicle D that flies on the air route 2 based on the distribution line PL, the flight region FF is partitioned based on the traveling direction, so that more efficient transportation can be performed. .

In addition, a flight speed limit is set in advance in the flight region FF. The flight limit speed is a higher speed in the upper part of the cross-sectional shape of the airway 2 and a lower speed in the lower part. Thereby, the unmanned air vehicle D can fly more efficiently in the air route 2. For example, when cargo is mounted on the unmanned air vehicle D that flies on the air route 2 based on the distribution line PL, the flight region FF is partitioned based on the traveling direction, so that more efficient transportation can be performed. .

  Hereinafter, in the first embodiment and the second embodiment, a specific example of the control of the unmanned air vehicle D flying on the air route 1 will be described by defining the air route 1 described above.

[Example 1: Radio wave induction]
Next, Example 1 in the first and second embodiments will be described. FIG. 5 is a schematic diagram showing an example of control of the unmanned air vehicle D that flies over the airway 1. As shown in FIG. 5, the span from the distribution line utility pole UP1 to the distribution line utility pole UP2 is the span SP1. The span between the distribution line utility pole UP2 and the distribution line utility pole UP3 is the span SP2. Hereinafter, with reference to FIG. 5, Example 1 which adapts the airway 1 or the airway 2 set to the upper part of the distribution pole utility pole UP to the flight of the unmanned air vehicle D is demonstrated.
As shown in FIG. 5, in this example, the distribution line utility pole UP1 includes an antenna ANT1 at the upper end of the distribution line utility pole UP1. The distribution line utility pole UP2 includes an antenna ANT2 at the upper end of the distribution line utility pole UP2. The distribution line utility pole UP3 includes an antenna ANT3 at the upper end of the distribution line utility pole UP3. In addition, in the unmanned air vehicle D flying on the air route 1 or the air route 2, data indicating the coordinates of the air route 1 or the air route 2 is stored in advance.

In the first embodiment, the unmanned air vehicle D flying in the airway 1 or the airway 2 is guided by radio waves based on the radio wave transmitted by the antenna ANT included in each power distribution pole UP. Specifically, as shown in FIG. 5, the antenna ANT1 emits radio waves indicating the left-right direction and the up-down direction in the direction of the distribution line utility pole UP2. The unmanned air vehicle D receives radio waves indicating the left-right direction and the up-down direction irradiated by the antenna ANT1. The unmanned air vehicle D grasps the position based on the received radio wave and data indicating the coordinates of the air route 1 or the air route 2 stored in advance.
Thereby, the unmanned air vehicle D flying in the span SP1 can be corrected when the grasped position deviates from the air route 1 or the air route 2 determined in the span SP1. The air route 1 or the air route 2 can fly.
Similarly, by radiating radio waves indicating the left and right directions and the up and down direction in the direction opposite to the span SP2, the antenna ANT2 is the span SP adjacent to the distribution line utility pole UP3 and the antenna ANT3. The unmanned air vehicle D can continue to fly the air route 1 or the air route 2.
In addition, for example, when the span SP is wide and it is not possible to radiate radio waves to the entire span SP with only one antenna ANT, radio waves may be radiated to the span SPs on both sides adjacent to the antenna ANT.

[Example 2: GPS guidance]
Next, Example 2 in the first and second embodiments will be described. In the second embodiment, the unmanned air vehicle D flying on the air route 1 or the air route 2 indicates the GPS module included in each unmanned air vehicle D and the coordinates of the air route 1 or the air route 2 stored in advance. GPS guidance is performed based on the coordinate data. Specifically, the unmanned air vehicle D flying in the air route 1 or the air route 2 periodically grasps the position by using the GPS module.
Thereby, the unmanned air vehicle D flying in the air route 1 or the air route 2 can correct when the grasped position is deviated from the determined air route 1 or air route 2, It is possible to fly on the determined air route 1 or air route 2.

[Modification]
Next, modifications of the first and second embodiments will be described. In the modification, an air route calculation device 10 that calculates the air route 1 and the air route 2 will be described with reference to FIG. FIG. 6 is a schematic diagram illustrating an example of the air route calculation device 10 in a modified example.
The air route calculation device 10 includes a control unit 110 and a storage unit 120. The storage unit 120 stores facility information EI. In the facility information EI, the width of the arm AR of the distribution pole UP, the width of the distribution line PL, the position of the distribution pole UP, the type of the distribution pole UP, the height of the distribution pole UP, and the adjacent Information indicating the thickness, type, mass, length, and the like of the distribution line PL that connects between the distribution line utility poles UP, and the voltage, current, and the like supplied by the distribution line PL is included.
The control unit 110 includes a calculation unit 111 as its function unit. The calculation unit 111 reads the facility information EI from the storage unit 120. The calculation unit 111 calculates the coordinates of the airway 1 and the airway 2 based on the read facility information EI.
By using the coordinate data of the airway 1 and the airway 2 calculated by the airway calculation device 10 for the control of the flight of the unmanned air vehicle D, the unmanned air vehicle D is determined to have the determined air route 1 and air route. 2 can fly.

  As described above, the airway calculation device 10 includes the control unit 110 and the storage unit 120. The storage unit 120 stores facility information EI. In the facility information EI, the width of the arm AR of the distribution pole UP, the width of the distribution line PL, the position of the distribution pole UP, the type of the distribution pole UP, the height of the distribution pole UP, and the adjacent Information indicating the thickness, type, mass, length, and the like of the distribution line PL that connects between the distribution line utility poles UP, and the voltage, current, and the like supplied by the distribution line PL is included. The calculation unit 111 included in the control unit 110 performs processing according to the following procedure in the calculation step. That is, the calculation unit 111 reads the facility information EI from the storage unit 120. The calculation unit 111 calculates the coordinates of the airway 1 and the airway 2 based on the read facility information EI. Thereby, the air route calculation device 10 can calculate the coordinate data of the air route 1 and the air route 2.

The air route calculation device 10 may calculate the flight prohibited area FPA1. Specifically, the air route calculation device 10 may calculate the flight prohibited area FPA1 based on the prohibited area width WP and the separation distance CL.
In this case, the equipment information EI includes information indicating the prohibited area width WP and the separation distance CL. The airway calculation device 10 calculates the prohibited flight area FPA1 based on the prohibited area width WP and the separation distance CL included in the facility information EI.

Further, the airway calculation device 10 may calculate the flight prohibited area FPA2. Specifically, the air route calculation device 10 may calculate the flight prohibition area FPA2 according to the flight accuracy of the unmanned air vehicle D flying on the air route 1 and the air route 2.
In this case, the facility information EI includes information indicating the flight accuracy of the unmanned air vehicle D flying on the air route 1 and the air route 2. The air route calculation device 10 calculates the flight prohibited area FPA2 based on the flight accuracy of the unmanned air vehicle D included in the facility information EI.

Further, the airway calculation device 10 may calculate the flight prohibited area FPA3. Specifically, the air route calculation device 10 may calculate the flight prohibited area FPA3 according to the flight speed of the unmanned air vehicle D.
In this case, the facility information EI includes information indicating the flight speed of the unmanned air vehicle D in the airway 1 and the airway 2. The air route calculation device 10 calculates the flight prohibited area FPA3 according to the flight speed of the unmanned air vehicle D included in the facility information EI.

DESCRIPTION OF SYMBOLS 1 ... Airway, 2 ... Airway, W ... Airway width, UL ... First phase, VL ... Second phase, WL ... Third phase, H ... Airway height, HT ... Tower height for distribution line PL , FPA ... No flight area, CL ... Separation distance

Claims (7)

A space above the top of the distribution line utility pole in the vertical direction, having a cross-sectional shape defined by a width determined based on the shape of the distribution line utility pole, and an unmanned air vehicle flying Air route. The flight prohibition region is provided in a predetermined height range from the top portion determined based on a flight speed limit of the unmanned air vehicle that is predetermined for the airway in the cross-sectional shape. Item 1. The air route. The stage of accuracy of the flight control of the unmanned air vehicle is predetermined,
The airway according to claim 1 or 2, wherein, in the cross-sectional shape, a flight prohibition region is provided in a range of a predetermined height from the top according to the stage of accuracy. The airway according to any one of claims 1 to 3, further comprising a plurality of flight areas that are partitioned based on a traveling direction. 5. The airway according to claim 4, wherein a speed limit of a flight area close to the top of the flight area is lower than a speed limit of a flight area away from the top. The airway calculation device characterized by calculating the cross-sectional shape which the airway in any one of Claims 1-5 has based on the shape of the utility pole for distribution lines. An airway calculation method comprising: a calculating step of calculating a cross-sectional shape of the airway according to any one of claims 1 to 5 based on a shape of a distribution pole.

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