JP4017448B2 - Autonomous flight kite plane system and kite plane controller - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an autonomous flight kite plane system and a kite plane control apparatus.
[0002]
[Prior art]
For effective observation and surveys in hazardous areas or in dangerous situations, such as observation of active volcano activities and atmospheric surveys, surveys from observation points on the ground are not sufficient. In many cases, it is necessary to observe and survey places where it is difficult for people to reach. However, human investigations and observations in hazardous areas and conditions are associated with great danger to the lives of those observers.
[0003]
Therefore, unmanned airplanes such as remotely operated model airplanes are conventionally used for such dangerous observations and surveys. The unmanned airplane used in this application is rotated by a stationary wing that is structurally rigid like a so-called D box structure, an auxiliary wing such as an aileron, an elevator, a ladder, and a power source such as an internal combustion engine. When a so-called fixed wing aircraft equipped with a propeller that generates thrust is used, and so-called rotation that flies by generating lift by rotating a rotor blade called a rotor by a power source such as an internal combustion engine Fixed wing aircraft may be used.
[0004]
In addition, some of these fixed-wing or rotary-wing unmanned airplanes operated by radio can be switched to the autopilot mode when, for example, they reach a certain altitude or higher. Some are set to fly and return to a predetermined location on the ground.
[0005]
However, since such a conventional unmanned airplane is generally a small fixed wing aircraft or a rotary wing aircraft having a wing span of about 1 to 2 [m], the Reynolds number is extremely low as compared with an actual aircraft (manned aircraft). Because it is a flight in the area, in order to carry out accurate flight with various heavy survey and observation equipment, it is relatively fast speed to increase the Reynolds number and gain stability and lift Must fly in.
[0006]
For this reason, for example, in order to effectively conduct volcanic activity observations and atmospheric surveys, it is possible to respond to the request that it is desirable to carry various heavy surveying and observation equipment and fly at a relatively low speed. It can be difficult. In addition, in order to perform accurate manual control flight in such a low Reynolds number region, considerable skill is required, so it is unattended for beginners and investigators and observers who are not familiar with the operation of model fixed-wing aircraft. There is also a problem that it is difficult or impossible to master an airplane.
[0007]
Alternatively, in the case of a rotary wing aircraft, there is no safe return method other than carefully descending by autorotation when the fuel runs out, so sufficient fuel is required to carry out the survey and observation missions. Since various investigation and observation devices are installed, there is a problem that there is less room for mounting fuel, and as a result, the flight range tends to be limited.
[0008]
[Problems to be solved by the invention]
Therefore, the present inventors have devised the use of a kite plane that is manually operated by radio remote control as an unmanned airplane for investigation and observation as described above. A kite plane is generally an airplane with a kite-shaped flexible wing, and its hydrodynamic mechanism for generating lift is based on the principle of kite rather than the so-called wing theory. Compared to airplanes with wings, the wing area is large with respect to the wing dimensions, large lift can be obtained even at low speed, take-off and landing distance is short, low speed flight is possible, maneuvering by slow flight is easy, engine stops However, it has the features that there is no danger of crashing, the maximum angle of attack is large, and there is little stall. Such a feature is extremely suitable and desirable as an unmanned airplane for survey and observation as described above.
[0009]
However, as long as it is manually operated, the pilot can see the kite plane and can only fly within the radio signal range. However, there is a problem that the disadvantage that there are many restrictions cannot be solved. In other words, if you can fly the kite plane autonomously, regardless of the visibility of the pilot and the reach of radio control radio waves, for example, observation of active volcanoes, search for victims, weather observation, environmental investigation, It can respond sufficiently to various uses such as monitoring work.
[0010]
However, a technique for autonomously flying a kite plane along a predetermined target route has not been proposed, and no technique similar to the technique has been suggested.
[0011]
In addition to flexible wing aircraft such as kite planes, various control technologies for autonomously flying fixed wing aircraft have been proposed and put to practical use, but they have high flight speed and are extremely agile. The autonomous flight control technology devised for fixed-wing aircraft differs significantly from the hydrodynamic action of lift generation and the nonlinearity of the mathematical model, and is a flexible kite particularly suitable for low-speed flight Even when trying to divert to a kite plane with wings, there are many theoretical inconsistencies, and even if the autonomous flight control technology of the fixed wing aircraft is actually diverted to the kite plane, it will give satisfactory results. Couldn't get. In addition, a conventional control device for autonomously flying a fixed-wing aircraft has a complicated circuit configuration and mathematical model of the control system as a control device for autonomously flying a flexible wing airplane such as a kite plane. In addition, there is also a problem that the weight and volume become larger than necessary.
[0012]
The present invention has been made in view of such problems, and its purpose is required to be performed by an unmanned airplane such as active volcano observation, victim search, meteorological observation, environmental survey, and monitoring. An object of the present invention is to realize an autonomous flight kite plane system and a kite plane control device capable of making a kite plane suitable for various applications autonomously fly along a flight path with a simple control device or control system.
[0013]
[Means for Solving the Problems]
An autonomous flight kite plane system according to the present invention includes a throttle device for imparting propulsive force to the aircraft, an aileron for maneuvering the motion posture of the aircraft around the roll, and a ladder for maneuvering the motion posture of the aircraft around the yaw And a fuselage having an elevator for maneuvering the motion posture around the pitching of the fuselage, and a hook-like flexible wing that suspends the fuselage on the lower surface side and generates lift according to the airspeed A kite plane, an information storage unit for storing information on a target flight path determined as a target path for flying the kite plane, and a steady throttle output value based on a time differential value of a target altitude in the target flight path. On the other hand, the difference between the target altitude and the current altitude where the kite plane is actually flying is calculated as an altitude error. The throttle output correction value is calculated based on the altitude error and the time differential value of the altitude error, and the throttle output value is corrected by correcting the steady throttle output value by the throttle output correction value. A throttle control system that controls the actual flight altitude of the kite plane by performing throttle control in the throttle device based on the calculation, and a target in a target flight path that is predetermined as a path for flying the kite plane A difference between a horizontal position and a current horizontal position at which the kite plane is actually flying is calculated as a horizontal position error, a steering angle of the aileron is calculated based on the horizontal position error, and the aileron steering is calculated based on the calculated steering angle. By controlling the angle, the flight position in the horizontal direction of the kite plane The difference between the aileron control system that controls the target azimuth in a target flight path that is predetermined as a route for flying the kite plane and the current azimuth in which the kite plane is actually flying is calculated as an azimuth error. A ladder control system that controls the flight direction of the kite plane by calculating the steering angle of the ladder based on an azimuth error and controlling the steering angle of the ladder based on the steering angle. An attached flight control device, a sensor for measuring the current altitude of the kite plane, a sensor for measuring the current horizontal position of the kite plane, and a sensor system having a sensor for measuring the current orientation of the kite plane. It is provided.
[0014]
In the autonomous flight kite plane system according to the present invention, in particular, the throttle control system calculates the steady throttle output value based on the time differential value of the target altitude in the target flight path, while the target altitude and the kite plane are actually flying. The difference from the current altitude is calculated as the altitude error, the time differential value of the altitude error is calculated, the throttle output correction value is calculated based on the altitude error and the time differential value of the altitude error, and the throttle output correction value The throttle output value is calculated by correcting the steady-state throttle output value, and the actual flight altitude of the kite plane is controlled without treating the flight speed of the kite plane as a controlled variable by performing throttle control in the throttle device based on the corrected throttle output value. To do. By doing so, accurate control is performed by a control device with a simple configuration, particularly with respect to the flight altitude, and autonomous flight of the kite plane along a predetermined flight path is realized.
[0015]
The flight control device calculates the steering angle of the elevator based on the altitude error, and controls the steering angle in the elevator based on the calculated steering angle, thereby controlling the flight attitude of the kite plane in the pitching direction or flying. An elevator control system for performing an auxiliary adjustment of altitude may further be provided, and the throttle control system may perform the throttle control by excluding the current speed of the kite plane from a control target. By doing so, it is possible to adjust the flight altitude so as to assist the control of the flight altitude by the throttle control as described above, and to measure and control one type of dimension of the current speed in the control system. And at least that much further simplification of the apparatus configuration is achieved.
[0016]
In addition, it is desirable that the throttle control system calculates the throttle output correction value based on a predetermined fuzzy calculation rule. In other words, for fixed-wing aircraft with high flight speed, high Reynolds number, and high responsiveness, it is suitable to perform flight control using a crisp control law, but rather a kite with the opposite characteristics. In the case of a plane, the present inventors have devised that it is desirable to use a fuzzy control law for calculating the control amounts of the throttle and various steering angles, and have confirmed it by various analyzes and experiments. Further, by using a fuzzy control law, an effective system for automatically controlling a kite plane is realized by a simple device configuration.
[0017]
The aileron control system calculates the steering angle of the aileron based on a predetermined fuzzy calculation rule, and the ladder control system calculates the steering angle of the ladder by a predetermined fuzzy calculation. You may make it calculate based on a law.
[0018]
In addition, the function of rewriting the target flight path to the flight control device via communication means, the current altitude information of the kite plane, the current horizontal position information, and the current azimuth information via the communication means. And a flight setting / monitoring device having a function of collecting data may be further provided. By doing so, it becomes possible to monitor the flight status of the kite plane on the ground side, and to rewrite the target flight path.
[0019]
Further, a wireless manual control device that wirelessly controls the kite plane via communication means is further provided, and the flight control device performs control by remote manual control via communication means from the wireless manual control device. And an automatic steering mode that is a control mode for performing a flight path control following the target flight path, and a manual steering mode that is a control mode for performing remote manual control by the wireless manual steering apparatus. May be further provided with a switching device for switching via a communication means so that it can be operated manually or automatically.
[0020]
Further, when the control mode can be switched as described above, when the control mode is switched from the manual control mode to the automatic control mode, the flight control device has the most current position of the kite plane at that time. It is desirable to further include a function of obtaining a target point on the near target flight path and performing control to fly toward the target path position using the target point as the target path position.
[0021]
A kite plane control device according to the present invention includes a throttle device for imparting propulsive force to the aircraft, an aileron for maneuvering the motion posture of the aircraft around the roll, and a ladder for maneuvering the motion posture of the aircraft around the yaw A fuselage having an elevator for maneuvering the attitude of the aircraft around the pitching, and a saddle-like flexible wing on which the fuselage is suspended on the lower surface side and generates lift according to the airspeed A kite plane control device that performs automatic control of the flight path of the kite plane and causes the kite plane to fly autonomously, and stores information on a target flight path determined as a target path for flying the kite plane A steady throttle output value is calculated based on an information storage unit and a time differential value of the target altitude in the target flight path, while the target altitude and The difference from the current altitude where the plane is actually flying is calculated as an altitude error, and the time differential value of the altitude error is calculated, and the throttle output correction is performed based on the altitude error and the time differential value of the altitude error. And calculating the throttle output value by correcting the steady throttle output value by the throttle output correction value, and performing the throttle control in the throttle device based on the calculated value, thereby calculating the actual flight altitude of the kite plane. The difference between the throttle control system to be controlled and the target horizontal position in a target flight path that is predetermined as a path for flying the kite plane and the current horizontal position in which the kite plane is actually flying is calculated as a horizontal position error. And calculating the steering angle of the aileron based on the horizontal position error, By controlling the aileron steering angle, the aileron control system for controlling the flight position of the kite plane in the horizontal direction, the target azimuth in the target flight path predetermined as the path for flying the kite plane, and the By calculating the difference from the current azimuth where the kite plane is actually flying as an azimuth error, calculating the steering angle of the ladder based on the azimuth error, and controlling the steering angle of the ladder based on that, A ladder control system that controls the flight direction of the kite plane, a sensor that measures the current altitude of the kite plane, a sensor that measures the current horizontal position of the kite plane, and a sensor that measures the current direction of the kite plane Is attached to the kite plane.
[0022]
In addition, by calculating the steering angle of the elevator based on the altitude error and controlling the steering angle in the elevator based on the calculated steering angle, the flight attitude in the pitching direction of the kite plane or the auxiliary adjustment of the flight altitude is controlled. And the throttle control system may perform the throttle control by excluding the current speed of the kite plane from the control target.
[0023]
Further, the throttle control system may calculate the throttle output correction value based on a predetermined fuzzy calculation rule.
[0024]
The aileron control system calculates the steering angle of the aileron based on a predetermined fuzzy calculation rule, and the ladder control system calculates the steering angle of the ladder by a predetermined fuzzy calculation. You may make it calculate based on a law.
[0025]
In addition, the function of rewriting the target flight path to the flight control device via communication means, the current altitude information of the kite plane, the current horizontal position information, and the current azimuth information via the communication means. Information for rewriting the target flight path, information on the current altitude of the kite plane, and a flight setting / monitoring device arranged at a distance from the kite plane. You may make it further provide the communication apparatus which transmits the information of a present horizontal position, and the information of a present azimuth | direction via the said communication means.
[0026]
Further, a remote manual for performing control by remote manual maneuvering via communication means from the wireless manual maneuvering device that is arranged at a distance from the kiteplane and wirelessly maneuver the kiteplane via the communication means A control device is further provided, and an automatic operation mode that is a control mode for performing flight path control following the target flight route and a manual operation mode that is a control mode for performing remote manual control by the wireless manual operation device are communicated. And a switching device that switches through the means.
[0027]
Further, when the control mode is switched from the manual operation mode to the automatic operation mode, a target point on the target flight path closest to the current position of the kite plane at that time is obtained, and the target point is set to the target path position. As such, a function of performing control to fly toward the target route position may be further provided.
[0028]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0029]
FIG. 1 shows an overall schematic configuration of an autonomous flight kite plane system according to an embodiment of the present invention. The kite plane control apparatus according to the embodiment of the present invention is substantially used in this autonomous flight kite plane system, for example, incorporated in the aircraft of the kite plane. To do.
[0030]
This autonomous flight kite plane system includes a kite plane 1001 that is a small unmanned airplane having a triangular kite-shaped flexible wing, and a flight control device that is mounted on the kite plane 1001 and performs autonomous flight control thereof. 2001, flight setting / monitoring device 3001 for setting the flight path of the kite plane 1001 and displaying the flight status etc. on the ground side via wireless communication means, etc., from autonomous flight control to manual control The main part is composed of a wireless manual control device 4001 for performing manual wireless control when switched.
[0031]
Since the main part of the autonomous flight kite plane system according to the present embodiment includes many components, in order to simplify the explanation and make it easier to understand, the following explanation will be given first. The outline configuration of the kite plane control system according to the embodiment and the outline of the operation of the kite plane control system will be described, and then individual components in the system will be described in more detail.
[0032]
The kite plane 1001 (only the main body as an unmanned airplane) has a total length x full width x total height of, for example, 2 [m] x 3 [m] x 1 [m] and a total weight of several [kg] to 10 [kg]. Under the delta kite wing 1 which is a flexible main wing, for example, a power source 2 such as a 2-stroke or 4-stroke radio pilot model engine or a motor for an electric model airplane and its power Propeller device 3 that generates propulsive force by rotating by means of an aileron (auxiliary wing) 4, ladder (vertical tail) 5, elevator (horizontal tail) for controlling the attitude control of the fuselage mainly by hydrodynamic force 6 and a body 7 including a servo motor device system that mechanically operates each of the rudders (not shown in the figure because it is built in the body) is arranged so as to be suspended.
[0033]
The thrust of the power source 2 or the corresponding operation amount (for example, throttle opening in the case of an internal combustion engine such as a 4-stroke engine) T, and the operation amount of each rudder angle (aileron; α _ae , Ladder; α _rud , Elevator; α _e ) Is set to be controlled by, for example, an operation signal output from the flight control device 2001 built in the fuselage 7 or an operation signal received from the wireless manual control device 4001 via radio.
[0034]
As for the throttle, for example, by manipulating the rotation speed of the propeller, the advancing speed and the ascending / descending of the airframe (the kite plane 1001) are operated.
[0035]
In a powered kite plane, it is generally very difficult or practically impossible to maneuver the traveling speed and ascending / descending independently (completely separately and separately). This is generally a kind of airplane with a kite plane with so-called flexible wings, which is essentially different from a kind of airplane with regular rigid wings (fixed wings). From a natural point of view, it is more like a powered paraglider or parasail. On the other hand, for that reason, the stall speed can be lowered, and the allowable angle of attack up to the maximum angle of attack (the critical angle of attack at which stall occurs) is dramatically wider than that of fixed wing aircraft. In addition to being able to obtain high lift even at low speeds, it is possible to fly safely at low speeds even with relatively heavy equipment for research and observation. There are benefits. In addition, the so-called upper wing (so-called parasol type) fixed-wing airplane generally tends to have good autonomous stability, but similarly, the wing is placed at a high position on the fuselage and is heavy under it. Since the fuselage 7 is in a suspended state (and the delta kite wing 1 is very close to a parasol), there is a feature that it is extremely excellent in stability.
[0036]
However, since the traveling speed and the ascending / descending can be controlled only as dependent events, the target trajectory tracking autonomous flight control technology variously designed for general fixed wing airplanes is applied to the kite plane 1001. That is extremely difficult or practically impossible.
[0037]
Therefore, in the autonomous flight kite plane system according to the present embodiment, skillfully utilizing the characteristics that the kite plane basically includes as described above, the traveling speed and the passing time (or arrival time) on the flight path are used. ) Is excluded from the dimension to be controlled, and a trajectory (x, y, z, t; where x, y, z are a three-dimensional coordinate system, and t is a time) such as a target flight trajectory is set as a controlled variable. Instead, a route (x, y, z) such as a target flight route is set, and a dimension related to thrust such as a throttle amount (T) is set as an operation amount as a corresponding operation amount.
[0038]
In this way, in the case of a kite plane, it is generally possible to achieve effective control even if the dimensions of the traveling speed and time are ignored. As described above, the kite plane 1001 of the present embodiment is used for applications such as observation of volcanic activity and the like. This is because there is little (or no) substantial inconvenience even if the time and traveling speed on the predetermined flight path are excluded from the control target. In addition, since the number of dimensions to be controlled can be reduced by one, a secondary merit (advantage) that the control system can be simplified at least can be obtained.
[0039]
The elevator 6 at the rear of the fuselage is for maneuvering the nose up and down (so-called pitching direction). It is set to fulfill the function of assisting ascent and descent. That is, as described above, the ascending / descending of the fuselage is set so as to be controlled predominantly by the throttle operation. Therefore, the elevator 6 is different from the case of a general fixed wing aircraft. As for the up / down maneuvering, it only needs to function in an auxiliary manner. In practice, the elevator 6 is suddenly stalled due to, for example, a change in attitude during the so-called flare at the time of landing (raising or lowering the nose), or due to a disturbance such as a gust of wind. It may be set so that it is used only when it is necessary to correct the change in posture when it has changed so much that the head is raised.
[0040]
The ladder 5 is for maneuvering a movement around a yaw (shaking), and this is almost the same as that of a general fixed wing aircraft.
[0041]
The aileron 4 is set to operate in the opposite direction in conjunction with each other, for example, when the right is a down rudder, the left is a raised rudder, and when the left is a down rudder, the right is a raised rudder. It is intended to control the roll direction of the fuselage (rotation direction about the longitudinal direction of the fuselage as the central axis) and the movement around the yaw. In that respect, it is similar to the aileron in the case of general fixed-wing aircraft. It is a thing. However, in the case of the aileron 4 in the kite plane 1001, the aileron in the case of a fixed wing aircraft is not affected in that it has almost no direct effect on the lift of the delta kite wing 1 itself that is the main wing. Are basically different. That is, in the case of fixed wing aircraft, an aileron is generally provided at the trailing edge of the main wing, and raising and lowering the aileron changes the balance of lift between the left and right main wings, which causes the aircraft to move in the roll direction. It will be tilted. However, since the aileron 4 in the kite plane 1001 is completely separate from the delta kite wing 1, the lift of the delta kite wing 1 itself hardly changes.
[0042]
By taking advantage of the characteristics of the aileron 4 in the kite plane 1001 as described above, the control of the aileron 4 can be made almost completely independent from the other control systems of the throttle, the ladder 5 and the elevator 6. is there. For example, in the case of a general fixed wing aircraft, if the aileron is operated, the flight altitude is lowered due to the drop in lift caused by the operation, so the throttle is set to a high output in conjunction with the aileron operation amount at that time. It is necessary to steer with a ladder because the model tends to face in the opposite direction to the turning direction due to adjustments and uneven resistance in the left and right wings. In the case of 1001, there is almost no need for such a steering rudder such as a throttle or a ladder, so there is no need to consider so-called mixing for correcting the influence on other control systems. By simply controlling, it is possible to maneuver around the roll and around the yaw.
[0043]
Here, assuming a coordinate system fixed to the kite plane 1001, various state quantities are defined, and an equation of motion is considered. X now _A , Y _A , Z _A Is the aerodynamic force acting on the aircraft, and L, M, N are moments acting on the aircraft. As state quantities, Xi, Yi, Zi are positions, P _A , Q _A , R _A Is the angular velocity, ψ is the direction, U, V, and W are the velocities in each direction as seen from the coordinate system fixed to the aircraft, V _CG Is the velocity of the center of gravity of the aircraft. The subscript represents the amount viewed from the ground fixed coordinate system. Based on this definition, the mathematical model describing the basic motion of the kite plane 1001 is a six-degree-of-freedom motion equation as shown in FIG. Here, Ixx, Iyy, and Izz are moments of inertia, Ixy, Iyz, and Izx are products of inertia, m is the weight of the aircraft, and θ is the pitch angle. X _A , Y _A , Z _A , L, M, N depend on the speed U, V, W of the aircraft.
[0044]
Regarding the movement of the kite plane 1001 represented by the equation of motion as described above, in this embodiment, the vertical system (the movement system on the z axis) and the horizontal system (the movement systems on the x axis and the y axis) are mainly used. A control system that can be divided into Next, an overall outline of such a control system according to the present embodiment will be described.
[0045]
FIG. 39 schematically shows an overall configuration as a control system of the autonomous flight kite plane system according to the present embodiment. Roughly looking at such an overall configuration, a target flight path is generated by giving a command value to the target flight path generation unit 11 in substantially the same manner as in a general state feedback control system. Compared with the state of the kite plane 1001 that is 12, the controller 13 generates a control input such that the controlled object 12 moves along the target flight path. The control input generated by the controller 13 is executed mechanically or electronically by the servo motor system 14. And the response of the control object 12 in motion is detected by various sensors 15, and the observation unit 16 measures and estimates various state quantities based on the detected various information. Here, as described in detail below, in the present embodiment, more specifically, the flight setting / monitoring device 3001 is used as the target flight path generation unit 11, and the flight control is used as the controller 13 and the observation unit 16. The apparatus 2001 corresponds to the sensors 1101 to 1151 as the various sensors 15, and the kite plane 1001 as the control target 12 and the servo motor system 14.
[0046]
As described above, the overall configuration is like the feedback system as described above, but the control system according to the present embodiment uses fuzzy control for the controller 13. By using fuzzy control in this way, non-linear control can be realized with a simple control circuit configuration that does not require a strict mathematical model, and an extremely complicated device configuration such as IA (artificial intelligence) is used. There is an advantage that it is possible to construct a control system such as a so-called expert system that can effectively reflect the experience and intuition of an expert by a simple control circuit configuration.
[0047]
Further, the control system according to the present embodiment is characterized in that the control system of the throttle in the controller 13 is different from the autonomous flight control system in other airplanes as in the case of a fixed wing aircraft. It is. Then, next, the outline | summary of the further characteristic point of the control system which concerns on such this Embodiment is demonstrated.
[0048]
[Vertical control]
Vertical control is performed by the throttle and the elevator 6. However, as with both automatic and manual operations, the flight altitude is controlled by adjusting the ascent and descent mainly through control by the throttle. It is set to be used for assisting the throttle and responding to posture changes only when the movement is significant.
[0049]
The control system of the throttle (T) is as shown in FIG. Here, Zr is the target altitude, Zi is the current altitude of the actual kite plane 1001, Wr is the target descent speed calculated from Zr by the differentiator 2631TD1, and T ₀ Is the steady-state throttle output corresponding to Wr (thrust, or throttle opening corresponding to it), and ΔT is the thrust adjustment amount calculated based on the difference between the target altitude and the current altitude (when called correction amount) Yes), S _T1 , S _T2 , S _T3 Is a scaling factor. The scaling factor is used to convert (or reversely convert) the actual measurement value into a set of bases in which fuzzy variables are defined. In other words, the scaling factor is a special gain that is set to use a numerical value for fuzzy control.
[0050]
The steady state throttle output T corresponding to the time derivative of Zr is obtained by the function f (Wr) in the function converter 2631TF1. ₀ To calculate the altitude error e _z Value and its time derivative (de _z / Dt) from the fuzzy computation (FLC) in the fuzzy computing unit 2631TF2. _T ) To obtain the adjustment amount ΔT. FIG. 30 shows the fuzzy control rules used at this time. In FIG. 30, N represents Negative, Z represents Zero, P represents Positive, B represents Big, M represents Medium, and S represents Small. The numerical conversion rate and the like are appropriately set according to various specifications such as the magnitude of the throttle output of the kite plane 1001 and the lift coefficient.
[0051]
Although the control system of the throttle in the control system according to the present embodiment has an extremely simple configuration as described above, it realizes the control that can quickly calculate the adjustment amount ΔT and reliably trace the target altitude. It has become something that can be done.
[0052]
The steering angle of the elevator 6 (α _e ) Is not used for the purpose of maneuvering the flight altitude of the aircraft, but is used for adjusting the attitude of the aircraft around the pitching. In the kite plane 1001, the reason for the presence of the elevator 6 is limited to special cases such as a sudden change in attitude or attitude adjustment during landing, because the reason for the presence of the elevator 6 is auxiliary in terms of flight altitude maneuvering. Because. Also, from the viewpoint of constructing an expert system using fuzzy control, when an expert manually controls the elevator 6, the elevator 6 is rarely used as the main steering in the vertical direction other than the flare at the time of landing. For example, since the flight altitude is rarely actively controlled (as the main rudder) by the elevator 6, it is possible to obtain data that can be used as a model as an expert system. There is also a reason not.
[0053]
As shown in FIG. 29, the control of the steering angle of the elevator is independent of the throttle control system, and the altitude error e _z Based fuzzy computation (FLC _e ), Steering angle α _e Is set to calculate. Here, in FIG. 29, S _e1 , S _e2 Is fuzzy arithmetic FLC _e Is a scaling factor for Steering angle α _e An example of the fuzzy operation rule is shown in FIG. Steering angle α of this elevator 6 _e This fuzzy calculation rule is set to a control rule that is simpler and looser than the throttle calculation rule because the purpose of the control is auxiliary to throttle control.
[0054]
[Horizontal control]
The horizontal control is performed by steering one or both of the aileron 4 and the ladder 5. In this case, the maneuvering around the roll is performed mainly by the aileron 4, and the maneuvering around the yaw is performed mainly by the ladder 5. However, for example, in the case of performing a turning operation of the aircraft, in order to turn the aircraft by tilting in the turning direction, the aircraft is turned by maneuvering around the roll by steering the aileron 4, and as a result, the yaw rotation is performed. Needless to say, it is possible to achieve the maneuvering (ie, change of orientation).
[0055]
In the case of manual operation, the ladder 5 is generally used as an auxiliary to the aileron 4, or sometimes it is steered as a rudder when a side slip or the like occurs. Virtually almost only the aileron 4 is steered. However, if the ladder 5 is omitted depending only on the aileron 4, the degree of freedom of maneuvering is restricted, and there is a risk that sufficient response cannot be achieved, for example, when a large disturbance occurs. Therefore, two types of auxiliary wings, the ladder 5 and the aileron 4, can be steered.
[0056]
The control system of these aileron 4 and ladder 5 is shown in FIG. The fuzzy control rules (FLC) _a , FLC _r ) Is shown in FIG. As a fuzzy control rule, basically the same aileron 4 and ladder 5 are used (each FLC _ae , FLC _r ) The size of the rudder when a disturbance enters is set so that the aileron 4 is larger than the ladder 5. This is because the ladder 5 has a greater interference with the vertical body posture than the aileron 4, so that the independence of the vertical and horizontal attitude control by steering is avoided and effective steering characteristics are obtained. is there.
[0057]
32, Yr is a target value in the horizontal direction, Y is a position in the y direction of the actual kite plane 1001, Ψr is a target value in the direction, Ψ is a direction of the actual kite plane 1001, and S _r1 , S _r2 , S _a1 , S _a2 Is the scaling factor, FLC _a , FLC _r Are the fuzzy control rules of the aileron 4 and the fuzzy control rules of the ladder 5, respectively. The control system of the aileron 4 and the control system of the ladder 5 are independent of each other, and the horizontal position error e _Y And a azimuth error Ψ, and fuzzy calculation _ae , Ladder steering angle α _rud Is calculated.
[0058]
[Target flight path]
The target flight path is formed by connecting straight lines, and is realized by switching (rewriting) under appropriate conditions. FIG. 40 schematically shows an example of setting the target flight path. x ₀ , X ₁ , X ₂ Is the distance to route switching, γ ₀ , Γ ₁ , Γ ₂ Indicates the direction after the path is switched, and these start from the inertial coordinates that can be set appropriately by the operator (user), and the distance x ₀ Γ in the direction of travel ₀ Switch to. At this time, new coordinate systems (Xp1, Xp2, Xp3) are defined. Similarly, every time the target flight path is switched, the coordinate system is redefined. The displacement in the horizontal direction is represented by the distance seen from the coordinate system defined by switching. For example, the lateral position of the aircraft after switching the flight path three times is Y as viewed from the coordinate system (Xp3, Yp3, Zp3). The target value Ψr at this time is Ψr = γ = γ ₀ + Γ ₁ + Γ ₂ It becomes. Γ ₀ , Γ ₁ , Γ ₂ Needless to say, the sign (positive / negative) follows the right-handed system (Cartesian coordinates).
[0059]
[Response to disturbance]
Disturbances can be broadly classified into two types, for example, sudden ones such as updrafts and gusts, and ones such as stationary side winds that are always affected during flight. With regard to disturbances in the vertical direction (z-axis direction) or in the aircraft's direction of travel, each control system need only be subject to follow-up control based on an error from the target value. When a disturbance is applied, the airframe is swept in an oblique direction as schematically shown in FIG. Here, the horizontal disturbance is Vdisy. U ′ = Rot (Zi−Ψ) Ui, V ′ = Rot (Zi−Ψ) Vi (Rot is a rotation transformation matrix). At this time, as schematically shown in FIG. 42, the direction target value Ψr is set to Ψr = −α, α = a · tan (V ′ / U ′) in order to cancel the influence of the disturbance. From the equation: Ψr = −α, α = tan (V ′ / U ′), the target value Ψr in the direction considering the switching of the target flight path and the disturbance is Ψr = γ−a · tan (V ′ / U ′). For example, the rudder angle (wing angle) α of each of the aileron 4 and the ladder 5 when the direction and displacement are following the target flight path in a windless state. _ae , Α _rud [Rad] is 0 in all cases. However, in the state of being disturbed in the lateral direction, it is necessary to add a rudder to maintain the previous state (same as when there is no wind). Δα as the steering angle correction value _ae , Δα _rud , The steering angle correction value Δα _ae , Δα _rud Is determined according to the speed of skidding. That is, in the case of aileron 4, Δα _ae = Fa (V '), and fa (V') can be obtained based on data obtained by measurement.
[0060]
Next, the autonomous flight kite plane system according to the present embodiment will be described in more detail.
[0061]
FIG. 2 is a diagram showing a kite plane, a flight control device, a flight setting / monitoring device, and a wireless manual control device as an overall configuration of the autonomous flight kite plane system according to the present embodiment.
[0062]
In the flight control apparatus 2001, the acceleration sensor 1101 is connected via the connection cable 1102, the direction sensor 1111 is connected via the connection cable 1112, the angular velocity sensor 1121 is connected via the connection cable 1122, and the wind speed sensor 1131 is connected via the connection cable 1132. The atmospheric pressure sensor 1141 is connected via the connection cable 1142, the kite-side GPS sensor 1151 is connected via the connection cable 1153, the wireless manual control receiver 1211 is connected via the connection cable 1213, and the kite-side wireless communication device 1201 is connected via the connection cable 1203. Are respectively connected to the flight control arithmetic unit 2001.
[0063]
A kite-side GPS antenna 1152 is connected to the kite-side GPS sensor 1151 via a connection cable 1154, and a kite-side radio communication antenna 1202 is connected to the kite-side radio communication device 1201 via a connection cable 1204. 1212 is connected to the radio control receiving device 1213 via the connection cable 1214.
[0064]
In the flight setting / monitoring device 3001, the input device 3401 is connected via the connection cable 3402, the display device 3301 is connected via the connection cable 3302, the monitor-side GPS 3101 is connected via the connection cable 3103, and the monitor-side wireless communication device 3201 is connected via the connection cable. Each is connected to a flight information transmission / reception / arithmetic apparatus 5001 via 3203.
[0065]
The monitor-side GPS antenna 3102 is connected to the monitor-side GPS 3101 via the connection cable 3104, and the monitor-side wireless communication antenna 3202 is connected to the monitor-side wireless communication device 3201 via the connection cable 3204.
[0066]
In the wireless manual control device 4001, an operation switch (not shown) necessary for manually operating the kite plane 1001, a manual / automatic switch (not shown) for switching between manual control and automatic control of the kite plane, soft manual mode -A switch (not shown) for switching between the automatic route flight mode and the automatic landing mode is provided.
[0067]
[Flight control device]
FIG. 3 is a block diagram showing the configuration of the main part of the flight control device. In this flight control apparatus 2001, the analog sensor data capturing unit 2111 includes an acceleration sensor 1101, an orientation sensor 1111, an angular velocity sensor 1121, a wind speed sensor 1131, and an atmospheric pressure sensor 1141 via connection cables 1102, 1112, 1122, 1132, and 1142, respectively. The analog signal input from is converted into numerical information and sent to the flight operation amount calculation unit 2501.
[0068]
The flight information transmission / reception unit 2131 receives a radio signal from the kite-side wireless communication device 1201 via the connection cable 1203, converts it into character string information, and sends it to the flight operation amount calculation unit 2501. The flight operation amount calculation unit The character string information sent from 2501 is converted into a signal and sent to the kite-side wireless communication apparatus 1201 via the connection cable 1203.
[0069]
The GPS data capturing unit 2121 converts the data signal sent from the kite-side GPS sensor 1151 via the connection cable 1153 into character string information and sends it to the flight operation amount calculation unit 2501.
[0070]
The manual control signal reading unit 2151 receives the wireless signal from the wireless manual control reception device 1211 via the connection cable 1213, converts it into character string information, and sends it to the flight operation amount calculation unit 2501.
[0071]
The flight operation amount output unit 2141 receives the operation amount information sent from the flight operation amount calculation unit 2501, converts it into a signal similar to the wireless manual operation, and sends it to the operation amount switching unit 2161. Is set to
[0072]
The operation amount switching unit 2161 receives a wireless control signal from the wireless manual control receiver 1211 via the connection cable 1213. Alternatively, a radio control signal corresponding to the operation amount information is received from the flight operation amount output unit 2141. These signals are set so that they can be mechanically switched by signals from the wireless manual control receiver 1211 and sent to the drive unit of the kite plane.
[0073]
FIG. 4 is a block diagram showing the configuration of the main part of the flight operation amount calculation unit. In this flight manipulated variable calculation unit 2501, the sensor data conversion unit 2511 calculates acceleration, azimuth, angular velocity, wind speed for each center data from the numerical information of the sensor data sent from the analog sensor data acquisition unit 2111. The altitude actual data is calculated, and the calculation result is sent to the information storage unit 2521. In addition, a processing end signal is set to be sent to the control time management unit 2551 when the activation command is received from the control time management unit 2551 or when the processing of the sensor data conversion unit 2511 itself is completed. Yes.
[0074]
The GPS data conversion unit 2531 extracts the current position information (latitude, longitude, altitude) of the kite plane from the character string information sent from the GPS data fetch unit 2121 and sends it to the information storage unit 2521.
[0075]
In the transmission / reception signal conversion unit 2541, necessary information is extracted from the character string information sent from the flight information transmission / reception unit 2401 and sent to the information storage unit 2521. In addition, when a start command is received from the control time management unit 2551 or when the processing of the transmission / reception signal conversion unit 2541 itself ends, the processing end signal is set to be sent to the control time management unit 2551. Yes.
[0076]
The information storage unit 2521 records and saves various information sent from the sensor data conversion unit 2511, the GPS data conversion unit 2531, the transmission / reception signal conversion unit 2541, and the operation amount calculation unit 2601 in a rewritable manner. Further, in response to a request from the transmission / reception signal conversion unit 2541 or the operation amount calculation unit 2601, the information requested to be read at that time can be read out and sent to the requested block at that time. ing.
[0077]
The control time management unit 2551 performs time management of the flight operation amount calculation unit 2501 as a whole, sends activation commands to the respective blocks of the operation amount calculation unit 2601, the transmission / reception signal conversion unit 2541, and the sensor data conversion unit 2511, Processing end signals are received from the respective blocks of the quantity calculation unit 2601, the transmission / reception signal conversion unit 2541, and the sensor data conversion unit 2511.
[0078]
FIG. 5 is a block diagram illustrating a configuration of a main part of the operation amount calculation unit. In this operation amount calculation unit 2601, the flight state observation unit 2611 receives an activation signal from the control time management unit 2551, reads necessary information from the information storage unit 2521, calculates a state necessary for flight control, and calculates the calculation. The result is sent to the information storage unit 2521. In addition, an activation signal is sent to the flight mode / route calculation unit 2621.
[0079]
The flight mode / route calculation unit 2621 receives an activation signal from the flight state observation unit 2611, reads necessary information from the information storage unit 2521, calculates the flight mode and flight path, and calculates the calculation results to the information storage unit 2521. To send to. In addition, an activation signal is sent to the automatic flight control calculation unit 2631.
[0080]
The automatic flight control calculation unit 2631 receives an activation signal from the flight mode / path calculation unit 2621, reads necessary information from the information storage unit 2521, calculates an operation amount, and calculates the calculation result between the information storage unit 2521 and the flight. It is set to be sent to the operation amount output unit 2301.
[0081]
[Flight setting / monitoring device]
FIG. 6 is a block diagram showing the configuration of the main part of the flight information transmission / reception / arithmetic apparatus, which is the most central part of the configuration and function of the flight setting / monitoring apparatus. In the flight information transmission / reception / calculation device 5001, the input information capturing unit 5101 captures a signal input from the input device 3401 via the connection cable 3402, converts the signal into a character string or numerical information, and the flight information. The data is sent to the calculation unit 5501.
[0082]
The GPS data capturing unit 5201 captures a data signal from the monitor-side GPS 3101 via the connection cable 3103, converts it into character string information, and sends it to the flight information calculation unit 5501.
[0083]
The flight information transmission / reception unit 5401 receives a radio signal from the monitor-side wireless communication device 3201 via the connection cable 3203, converts it into character string information, and sends it to the flight information calculation unit 5501. Further, the character string information is converted into a signal and transmitted to the monitor-side wireless communication device 3201 via the connection cable 3203.
[0084]
The monitor information output unit 5301 is set to convert the information sent from the flight information calculation unit 5501 into a signal and send it to the display device 3301 via the connection cable 3302. The display device 3301 displays character information and graphic information based on a signal sent from the monitor information output unit 5301 via the connection cable 3302.
[0085]
FIG. 7 is a block diagram showing the configuration of the main part of the flight information calculation unit. In the flight information calculation unit 5501, the input information conversion unit 5511 extracts necessary information from the input information sent from the input information fetch unit 5101 and sends it to the information storage unit 5521. In addition, an activation command for processing input information is sent to the information processing unit 5601.
[0086]
The GPS data conversion unit 5531 extracts position information (latitude, longitude, altitude) from the character string information sent from the GPS data take-in unit 5201 and sends it to the information storage unit 5521.
[0087]
The transmission / reception signal conversion unit 5541 extracts necessary information from the character string information sent from the flight information transmission / reception unit 5401 and sends it to the information storage unit 5521. In addition, an activation command for receiving information processing is sent to the information processing unit 5601.
[0088]
The information storage unit 5521 is set so that information sent from the input information conversion unit 5511, the GPS data conversion unit 5531, the transmission / reception signal conversion unit 5541, and the information processing unit 5601 can be recorded and saved in a rewritable manner. ing. Further, in response to requests from the transmission / reception signal conversion unit 5541, the information processing unit 5601, and the monitor information synthesis unit 5551, the information requested at that time is set to be sent to the corresponding blocks. Yes.
[0089]
The monitor information synthesizing unit 5551 receives an activation command to change monitor information from the information processing unit 5601, reads necessary information from the information storage unit 5521, and displays information necessary for displaying various information on the monitor information output unit 5301. Is set to be able to send.
[0090]
The information processing unit 5601 receives processing start commands from the input information conversion unit 5511 and the transmission / reception signal conversion unit 5541 and reads necessary input information or reception information from the information storage unit 5521. Further, the transmission start command is sent to the transmission / reception signal conversion unit 5541, or the monitor information change start signal is sent to the monitor information combining unit.
[0091]
Next, the operation of the autonomous flight kite plane system configured as described above will be described in more detail.
[0092]
[System startup]
FIG. 8 is a flowchart for explaining the outline of the startup procedure of the autonomous flight kite plane system according to the present embodiment.
[0093]
First, when the operator operates a start switch (not shown) on the flight information transmission / reception / arithmetic apparatus 5001, the flight setting / monitoring apparatus 3001 is started (S801). Subsequently, after confirming the activation of the flight setting / monitoring device 3001 by the display device 3301 or the activation lamp (not shown) (Y in S801), the operator operates the activation switch (not shown) on the kite plane 1001. The kite plane 1001 is started, and then the kite plane engine 1051 is ignited and started (S803).
[0094]
Subsequently, after confirming the activation of the kite plane 1001 with an activation lamp or the like (not shown) on the kite plane 1001 (Y in S804), the manual / automatic switch (not shown) on the wireless manual control device 4001 is set to the manual side. In this state, a start switch (not shown) on the wireless manual control device 4001 is operated (S805) to start the wireless manual control device 4001 (S806).
[0095]
Subsequently, after confirming the activation of the wireless manual control device 4001 with an activation lamp or the like (not shown) on the wireless manual control device 4001 (Y in S807), the flight control device 2001 is activated on the kite plane 1001 (see FIG. (S808). Although not shown in the drawings, as the activation process of the flight setting / monitoring apparatus 3001, when the flight information transmission / reception / arithmetic apparatus 5001 is activated, power is supplied to the input apparatus 3401 via the connection cable 3402, and the input apparatus 3401 enters an input standby state. Thereafter, when there is an input operation, an input signal corresponding to the input operation is sent to the flight information transmission / reception / arithmetic apparatus 5001 via the connection cable 3402.
[0096]
When the flight information transmission / reception / arithmetic apparatus 5001 is activated, power is supplied to the monitor-side GPS 3101 via the connection cable 3103. The monitor-side GPS 3101 enters a GPS data reception state, and when GPS data is received from the monitor-side GPS antenna 3102 via the connection cable 3104, the information is sent to the flight information transmission / reception / arithmetic apparatus 5001 via the connection cable 3103. Is done.
[0097]
In addition, power is supplied to the monitor-side wireless communication device 3201 via the connection cable 3203, the monitor-side wireless communication device 3201 enters a wireless communication standby state, and when there is wireless communication from the flight control device 2001, the monitor-side wireless antenna A wireless signal is received from 3202 via connection cable 3204, and a wireless signal is sent to flight transmission / reception / arithmetic apparatus 5001 via connection cable 3203. When a radio signal is received from the flight transmission / reception / calculation device 5001 via the connection cable 3203, the radio signal is transmitted from the monitor-side radio communication antenna 3202 to the flight control device 2001.
[0098]
In addition, power is supplied to the display device 3301 through the connection cable 3302. The display device 3301 receives a display signal from the flight transmission / reception / arithmetic device 5001 via the connection cable 3302 and displays various information on the screen based on the display signal.
[0099]
Further, in the GPS data capturing unit 5201 in the flight information transmission / reception / calculation device 5001, when GPS data is received from the monitor-side GPS 3101 via the connection cable 3103, the data is converted into character string information, and the flight information calculation unit The data is sent to the GPS data conversion unit 5531 in 5501.
[0100]
In addition, when receiving the character string information from the GPS data capturing unit 5201, the GPS data conversion unit 5531 sends it to the information storage unit 5521 as the monitor-side current position information and records and saves it.
[0101]
Regarding the activation of the kite plane 1001, first, when the engine 1051 is ignited to start, the aileron 1011, the elevator 1021, the ladder 1031, and the engine throttle (not shown) can be driven based on a command from the flight control device 2001. Become.
[0102]
When the wireless manual control device 4001 is activated, first, the driving command and each mode selection signal can be output by wireless signals for each of the aileron 1011, elevator 1021, ladder 1031 and engine throttle.
[0103]
When the flight control device 2001 is activated, power is supplied to the kite-side GPS sensor 1151 via the connection cable 1153, the GPS data reception standby state is established, and when the kite-side GPS antenna receives data, the received information Can be sent to the flight control arithmetic unit 2001 via the connection cable 1154 and the connection cable 1153.
[0104]
Further, when power is supplied to the kite-side wireless communication device 1201 via the connection cable 1203 and a wireless communication state is established and a wireless signal is sent from the flight setting / monitoring device 3001, the connection cable 1204 is connected from the kite-side wireless antenna 1202. The wireless signal is received via the connection cable 1203 and sent to the flight control arithmetic device 2001. When a radio signal is received from the flight control arithmetic unit 2001 via the connection cable 1203, the kite-side radio communication antenna 1202 may transmit a radio signal to the flight setting / monitoring device 3001 via the connection cable 1204. become able to.
[0105]
In addition, when power is supplied to the wireless manual control receiving device 1211 via the connection cable 1213 and the wireless manual control signal is received, and the wireless signal from the wireless manual control device 4001 is sent, the wireless manual control antenna 1212 is connected. A wireless signal is received via the cable 1214, and a wireless signal can be sent to the flight control arithmetic device 2001 via the connection cable 1213.
[0106]
Further, power is supplied to the acceleration sensor 1101 via the connection cable 1102, and an analog signal measured by the acceleration sensor 1101 can be sent to the flight control apparatus 2001 via the connection cable 1102.
[0107]
Further, power is supplied to the direction sensor 1111 via the connection cable 1112, and an analog signal measured by the direction sensor 1111 can be sent to the flight control device 2001 via the connection cable 1112.
[0108]
Further, power is supplied to the angular velocity sensor 1121 via the connection cable 1122, and an analog signal measured by the angular velocity sensor 1121 can be sent to the flight control device 2001 via the connection cable 1122.
[0109]
Further, power is supplied to the wind speed sensor 1131 via the connection cable 1132, and an analog signal measured by the wind speed sensor 1131 can be sent to the flight control device 2001 via the connection cable 1132.
[0110]
In addition, power is supplied to the atmospheric pressure sensor 1141 via the connection cable 1142, and an analog signal measured by the atmospheric pressure sensor 1141 can be sent to the flight control apparatus 2001 via the connection cable 1142.
[0111]
In addition, an analog sensor data capturing unit 2111 in the flight control device 2001 receives analog data from each sensor at regular intervals, converts it into character string information corresponding to each sensor, and a flight operation amount calculation unit 2501 can be sent.
[0112]
Each time the data conversion command from the control time management unit 2551 is received, the sensor data conversion unit 2511 in the flight operation amount calculation unit 2501 converts the character string information from the analog sensor data acquisition unit 2111 into acceleration information, It can be converted into azimuth information, angular velocity information, wind speed information, and altitude information (hereinafter collectively referred to as “sensor information”), sent to the information storage unit 2521, and recorded and saved.
[0113]
In addition, every time data is sent from the kite-side GPS sensor 1151, the GPS data capturing unit 2121 in the flight control device 2001 can convert the data into character string information and send it to the flight operation amount calculation unit 2501. .
[0114]
Each time the GPS data conversion unit 2531 in the flight operation amount calculation unit 2501 receives data (character string information) from the GPS data acquisition unit 2121, this data is converted into the kite side current position information (latitude, longitude, altitude). ) And sent to the information storage unit 2521 to be recorded and saved.
[0115]
In addition, when the flight operation amount output unit 2141 in the flight control apparatus 2001 receives the operation amount information from the flight operation amount calculation unit 2501, it can be converted into an operation amount signal and sent to the operation amount switching unit 2161. .
Here, input processing, selection input processing, display processing, radio communication processing, and radio control communication processing that are commonly used in this system will be described.
[0116]
[Input processing]
Various input processes can be performed by the operator operating the input device 3401 of the flight setting / monitoring device 3001. A signal input by operating the input device 3401 is sent to the flight information transmission / reception / calculation device 5001 via the connection cable 3402. The input signal sent to the flight information transmission / reception / calculation device 5001 is converted into character string information by the input information capturing unit 5101, and further sent to the input information conversion unit 5511 of the flight information calculation unit 5501.
[0117]
When the input information conversion unit 5511 receives the character string information, it is converted into designated information corresponding to the received character string information, and further sent to the information storage unit 5521 to be recorded and saved. At the same time, the input information conversion unit 5511 sends a designated processing start command to the information processing unit 5601 corresponding to the received character string information.
[0118]
[Display processing]
Based on an instruction from the input information conversion unit 5511 or the transmission / reception signal conversion unit 5541, the information processing unit 5601 determines whether or not the content of the display device 3301 needs to be changed. A display content change command is sent to the information composition unit 5551. When the monitor information combining unit 5551 receives a display content change command, the monitor information output unit 5301 reads information necessary for display from the information storage unit 5521, combines the display content signals, and outputs the combined signal. To send to.
[0119]
When the monitor information output unit 5301 receives the display content signal, it converts it into a so-called image signal and sends it to the display device 3301 via the connection cable 3302. The display device 3301 displays an image such as various types of information on the display screen based on the transmitted image signal. In this manner, for example, an image that displays the current position of the kite plane in three-dimensional relative coordinates as shown in FIG. 9 can be output on the screen of the display device 3301. Further, for example, an image displaying numerical data such as the flight mode of the kite plane, the current position, and the target point position as shown in FIG. 10 can be output on the screen of the display device 3301.
[0120]
[Wireless communication processing]
Wireless communication between the flight setting / monitoring apparatus 3001 and the flight control apparatus 2001 is performed in the following procedure.
[0121]
When information is transmitted from the flight setting / monitoring device 3001 to the flight control device 2001, the information processing unit 5601 needs to transmit information by wireless communication in accordance with instructions from the input information conversion unit 5511 and the transmission / reception signal conversion unit 5541. If information transmission is necessary, a transmission command corresponding to the information to be transmitted is sent to the transmission / reception signal converter 5541.
[0122]
When the transmission / reception signal conversion unit 5541 receives a transmission command corresponding to the information to be transmitted, it reads information necessary for transmission from the information storage unit 5521 in accordance with the corresponding transmission command, generates information to be transmitted, and converts it into flight information. The data is sent to the transmission / reception unit 5401. When the transmission information is sent from the transmission / reception signal conversion unit 5541, the flight information transmission / reception unit 5401 converts the transmission information into a designated transmission signal and sends it to the monitor-side wireless communication device 3201 via the connection cable 3203. To do.
[0123]
When the monitor-side wireless communication device 3201 receives a signal from the flight information transmitting / receiving unit 5401, the monitor-side wireless communication antenna 3202 outputs it as a wireless signal via the connection cable 3204.
[0124]
On the other hand, in the flight control device 2001, when the kite-side radio communication antenna 1202 receives a radio signal, the signal is sent to the kite-side radio communication device 1201 via the connection cable 1204. The kite-side radio communication device 1201 further converts the radio signal into a signal and sends it to the flight information transmission / reception unit 2131 via the connection cable 1203.
[0125]
When the flight information transmission / reception unit 2131 receives a signal from the kite-side wireless communication device 1201, the flight information transmission / reception unit 2131 converts the received signal into character string information and sends it to the transmission / reception signal conversion unit 2541. The transmission / reception signal conversion unit 2541 generates information corresponding to the character string information received from the flight information transmission / reception unit 2401 every time it receives a command from the control time management unit 2551 and sends it to the information storage unit 2521. . The information storage unit 2521 discriminates each received information and records and saves it so as to be readable.
[0126]
Needless to say, when various information is transmitted from the flight control device 2001 to the flight setting / monitoring device 3001, the information is transmitted in the opposite direction to the above communication.
[0127]
[Radio control communication processing]
Wireless communication between the wireless manual control device 4001 and the flight control device 2001 is performed according to the procedure described below.
[0128]
The wireless manual control signal set by the wireless manual control device 4001 is received by the wireless manual control reception device 1211 from the wireless manual control antenna 1212 via the connection cable 1214. In the wireless manual control receiving device 1211, the received wireless manual control signal is sent to the operation amount switching unit 2161 and the manual control signal reading unit 2151 of the flight control device 2001 via the connection cable 1213. The manual control signal reading unit 2151 sends a manual control signal to the manual signal conversion unit 2561. The manual signal conversion unit 2561 converts the manual operation signal sent from the manual operation signal reading unit 2151 into information such as an operation amount and a flight mode, and sends the information to the information storage unit 2521 as manual operation information for recording and storage. .
[0129]
[Initialization]
After the system is started, the operator initializes the system. In this initialization, the latitude, longitude, and altitude of the reference point and runway range are set. The reference point is set and processed as the origin position of the three-dimensional coordinates managed by this system as shown in FIG. The runway range can be represented by four points that represent areas of the runway that the kite plane can use for takeoff and landing, as shown in FIG. 27 as an example.
[0130]
[Set reference point]
FIG. 12 shows an outline of main processing procedures relating to initialization or reference point setting. The reference point can be set from the input device 3401 or the flight control device 2001 can set the reference point by transmitting the current position of the kite plane to the flight setting / monitoring device 3001 by wireless communication. is there.
[0131]
In the case of performing from the input device 3401 (Y in S1201), the operator inputs the latitude / longitude / altitude of the reference point by the above-described input processing (S1202). At this time, information recorded in the information storage unit 5521 is set as reference point information. Then, the input information conversion unit 5511 sends a processing start command corresponding to the input of the reference point position information to the information processing unit 5601 (not shown).
[0132]
Alternatively, when the current position is set from the flight control device 2001 (N in S1201), the operator inputs a reference point transmission request by input processing (S1203). At this time, the input information conversion unit 5511 sends a processing start command corresponding to the reference point transmission request to the information processing unit 5601. When the information processing unit 5601 receives the processing start command corresponding to the reference point transmission request, the information processing unit 5601 sends a transmission command for the reference point transmission request to the transmission / reception signal conversion unit 5541, and the reference point transmission request is transmitted by the wireless communication processing described above. It is transmitted to the flight control device 2001 (S1204).
[0133]
When the transmission / reception signal conversion unit 2541 receives the reference point transmission request by the above-described wireless communication processing (S1205), it reads the current position information of the kite plane from the information storage unit 2521 and converts it into character string information of the current position. To the flight information transmission / reception unit 2401.
[0134]
The flight information transmission / reception unit 2401 transmits information on the current position of the kite plane 1001 to the flight setting / monitor apparatus 3001 by wireless communication processing. The flight setting / monitoring apparatus 3001 records and saves the sent information in the information storage unit 5521 (S1206). Information recorded and saved in the information storage unit 5521 at this time is also “reference point information”. Then, the transmission / reception signal conversion unit 5541 sends a processing start command corresponding to reception of the position information of the reference point to the information processing unit 5601 (not shown).
[0135]
When the information processing unit 5601 receives a processing start command corresponding to the input of the reference point position information or the reception of the reference point position information by wireless communication from the control device 2001, the information processing unit 5601 uses the center of the three-dimensional coordinates of the display device 3301 as a reference. The calculation set to the point is performed, and the calculation result is sent to the information storage unit 5521 as reference point setting information, and recorded and saved (S1207).
[0136]
[Setting the runway range]
FIG. 13 shows the main procedure from setting the reference point to entering the runway range and ending initialization. Subsequent to the procedure described based on FIG. 12, the information processing unit 5601 sends a display change command accompanying the input of the reference point to the monitor information combining unit 5551, and displays the display accompanying the setting of the reference point by the display processing described above. This is performed (S1301).
[0137]
Subsequently, the operator inputs the latitude, longitude, and altitude of the runway range by input processing (S1302). The information is recorded and saved in the information storage unit 5521 (S1303). Information recorded in the information storage unit 5521 at this time is runway range information. At this time, the input information conversion unit 5511 sends a processing start command corresponding to the input of the runway range position information to the information processing unit 5601 (not shown).
[0138]
The information processing unit 5601 sends a display change command accompanying the input of the runway range to the monitor information combining unit 5551, and performs display according to the setting of the runway range by the display processing as described above (S1304). At this time, after the setting of the reference point and the runway range is completed, when a transmission request for the reference point information and the runway range information (also referred to as “initialization information”) is made (S1305), the initialization information Is transmitted to the flight control apparatus 2001 (S1306). At this time, the input information conversion unit 5511 sends a processing start command corresponding to the initialization information transmission command to the information processing unit 5601. That is, the procedure of this part is more specifically, when the information processing unit 5601 receives a processing start command corresponding to the initialization information transmission command, sends a transmission command of initialization information to the transmission / reception signal conversion unit 5541, Initialization information is transmitted to the flight control apparatus 2001 by wireless communication processing. At this time, information recorded and saved in the information storage unit 2521 of the control device 2001 is also referred to as “initialization information”. The system initialization is completed by the above operation.
[0139]
[Target point setting]
Next, the operator sets a target point for the flight path. FIG. 11 shows an example of the relationship between target points and flight paths. The target point is a point that serves as a reference for the flight path. For example, in FIG. 11A, a line obtained by interpolating a target point with a straight line is used as a flight path. In FIG. 11B, the target point is interpolated with a curve based on an appropriate rule, an auxiliary target point that can reproduce the curve to some extent is obtained, and a line obtained by interpolating the auxiliary target point with a straight line is a flight path. It is said.
[0140]
FIG. 14 shows a main processing procedure for setting a target point. The operator inputs a target point by input processing (S1401). For the input, for example, a relative position from the reference point, that is, a method of inputting a relative position in the north (x) direction, the west (y) direction, and the height (z) direction with respect to the reference point, or geography on the ground There is a method of inputting an absolute position such as general latitude, longitude, and altitude set automatically.
[0141]
When the input information conversion unit 5511 receives the character string information of the target point by the input process, it converts it into the position information of the target point, sends the position information of the target point to the information storage unit 5521, and records and saves it (S1402). ). In parallel with this, the input information conversion unit 5511 sends a processing start command corresponding to the input of the target point to the information processing unit 5601 (not shown).
[0142]
When the information processing unit 5601 receives a processing start command corresponding to the input of the target point, the information processing unit 5521 reads the position information of the target point from the information processing unit 5521. If the target point is not input at the relative position, the absolute value corresponding to the target point is input. The position value is calculated, and if the target point is input as an absolute position value, the relative position is calculated (S1403).
Then, the read position information or the obtained result is sent to the information processing unit 5521, and is recorded and saved as the absolute position information and the relative position information of the target point (S1404).
[0143]
Further, the information processing unit 5601 reads out the type of flight path stored in the information storage unit 5521 in advance, and the reference position of the auxiliary target point corresponding to the type of flight path as shown in FIG. The relative position is calculated (S1405), the calculation result is sent to the information storage unit 5521, and recorded and saved as the absolute position information and relative position information of the auxiliary target point (S1406).
[0144]
In addition, when the calculation regarding the target point and the auxiliary target point and the recording and saving of the calculation result are completed, the information processing unit 5601 sends a display change command to the monitor information synthesis unit, and performs display according to the setting of the target point by display processing ( S1407).
[0145]
[Transmission of target points and auxiliary target points]
Next, the operator transmits the target point and the auxiliary target point to the flight control device 2001. FIG. 15 shows a procedure of main processing for transmitting the target point and the auxiliary target point.
[0146]
The operator inputs a gauge transmission command by input processing (S1501). Upon receiving the character string information of the target point transmission command, the input information conversion unit 5511 sends a target point transmission process start command to the information processing unit 5601. When the information processing unit 5601 receives the target point transmission processing start command, the information processing unit 5601 sends a target point transmission command to the transmission / reception signal conversion unit 5541, and by wireless communication processing, the absolute position information or the relative position information of the target point, Then, the absolute position information or the relative position information of the auxiliary target point is transmitted to the flight control device 2001 (S1502).
[0147]
The flight control apparatus 2001 receives the absolute position information or relative position information of the target point and the absolute position information or relative position information of the auxiliary target point by wireless communication processing, and uses the information as a target point and auxiliary target point information. It is recorded and saved in 5521 (S1503).
[0148]
[Enter flight path type]
The operator can input the flight path type. FIG. 16 shows the main processing procedure for inputting the flight path type. The operator inputs the type of flight path through the input process (S1601). When the input information conversion unit 5511 receives the character information corresponding to the input of the flight route type, it generates the flight route type information, sends it to the information storage unit 5521, and stores it as flight route type information. (S1602). Subsequently, the input information conversion unit 5511 sends a processing start command corresponding to the flight path change to the information processing unit 5601 (not shown).
[0149]
When the information processing unit 5601 receives a process start command corresponding to the change of the flight path, it reads out the position information of the target point and the flight path type information, and recalculates the auxiliary target point based on the flight path type information. (S1603) The information of the auxiliary target point obtained thereby is sent to the information storage unit 5521, and is recorded and saved as absolute position information or relative position information of a new auxiliary target point (S1604).
[0150]
Subsequently, the information processing unit 5601 sends a transmission command of the target point to the transmission / reception signal conversion unit 5541, and the absolute position information or the relative position information of the target point and the absolute position information of the auxiliary target point by wireless communication processing. Alternatively, the relative position information is transmitted to the flight control device 2001 (S1605).
[0151]
The flight control apparatus 2001 receives the absolute position information or relative position information of the target point and the absolute position information or relative position information of the auxiliary target point by wireless communication processing, and uses the information as the target point and auxiliary target point information. The data is recorded and saved in the storage unit 2521 (S1606).
[0152]
[Manual flight operation]
The operator can manually fly the kite plane 1001 using the wireless manual control device 4001 by, for example, switching a manual / automatic switch (not shown) of the wireless manual control device 4001 to the manual side. . FIG. 17 shows a main processing procedure regarding such a manual flight operation.
[0153]
The operator switches the manual side to the ON side of the manual / automatic switch of the wireless manual control device 4001 (S1701). The manual side ON signal of the manual / automatic changeover switch of the wireless manual control device 4001 is sent to the flight control device 2001 by the above-described wireless control communication processing (S1702), and the flight mode is set to the manual mode of the manual control information. It is recorded and stored in the information storage unit 2521 (S1703).
[0154]
When the operation amount switching unit 2161 in the flight control apparatus 2001 receives a manual-side ON signal of the manual / automatic switch, the circuit is switched so that the signal from the connection cable 1213 becomes valid (S1704).
[0155]
If the operator operates the wireless manual control device 4001 in this state, the control signal of the wireless manual control device 4001 is directly given from the operation amount switching unit 2161 to the kite plane 1001 by the wireless control communication processing, and the kite plane 1001 is operated. Is manually operated by the operator (S1705). At this time, the flight amount observation unit 2611 of the operation amount calculation unit 2601 receives reference point information, sensor information, kite side current position information, and monitor side current position information from the information storage unit 2521 in response to a command from the control time management unit 2551. And the automatic flight operation amount information described later is read out, the flight state calculation similar to the content described later is performed, the calculation result is sent to the information storage unit 2521, and is recorded and saved as the flight state information. Further, the flight state observation unit 2611 sends a flight state calculation end signal to the flight mode / route calculation unit 2621 when the flight state observation calculation ends (not shown). When the flight mode / route calculation unit 2621 receives the flight state calculation end signal from the flight state observation unit 2611, it reads the manual operation information and other information from the information storage unit 2521, and if the manual operation information is in the manual mode. A flight mode / path calculation end signal is sent to the automatic flight control calculation unit 2631 (not shown). When the automatic flight control calculation unit 2631 receives the mode / route calculation end signal from the flight mode / route calculation unit 2621, it reads the manual operation information and other information from the information storage unit 2521, and the manual operation information is converted into the manual mode. Then, the same operation amount information as the operation amount in the manual operation information is sent to the flight operation amount output unit 2141, and the same information is sent to the information storage unit 2521 for recording and saving (not shown).
[0156]
[Automatic flight]
When the operator switches the manual / automatic switch of the wireless manual control device 4001 to the automatic side, the kite plane 1001 can be in the automatic flight state.
[0157]
First, the operator determines whether or not the kite plane is capable of automatic flight. For example, it is determined whether or not automatic flight control can be executed, such as (1) a state where preparation for take-off is completed, (2) a state where flight is stably performed manually.
[0158]
When the operator determines that the vehicle is in a state where automatic flight is possible, the manual / automatic switch (not shown) of the wireless manual control device 4001 that has been turned on manually is switched to the automatic side.
[0159]
The automatic-side ON signal of the manual / automatic changeover switch of the wireless manual control device 4001 is received by the wireless manual control reception device 1211 via the connection cable 1214 from the wireless manual control antenna. The received automatic ON signal of the manual / automatic switch is input to the operation amount switching unit 2161 in the flight control device 2001 via the connection cable 1213.
[0160]
When the operation amount switching unit 2161 in the flight control arithmetic unit 2001 receives the automatic side ON signal of the manual / automatic switch, the circuit is switched so that the operation amount signal from the flight operation amount output unit 2141 becomes valid.
[0161]
[Flight status observation]
FIG. 18 is a flowchart for explaining main operations of the flight state observation unit. FIG. 19 shows the main procedure of the flight state calculation process of the flight state observation unit.
[0162]
Upon receiving the operation amount calculation start command from the control time management unit 2551, the flight state observation unit 2611 receives reference point information, sensor information, kite side current position information, monitor side current position information, and automatic flight operation from the information storage unit 2521. Quantity information and flight state information are read (S1801).
[0163]
Next, the flight state observation unit 2611 calculates the sensor flight speed V from the acceleration information of the sensor information. _s Is obtained (S1802 to S1901). Also, the sensor flight speed vector V at time k _s Is the acceleration vector a _s Then, as shown in the list of FIG. 20 together with other mathematical expressions as Expression 1, the acceleration vector a _s Can be obtained by a time integration operation from t = 0 to t = k. Further, the sensor flight attitude R is calculated from the angular velocity information in the sensor information. _s (R _s Is a vector quantity) (S1802 to S1901). Sensor flight attitude matrix R _s Is the angular velocity ω _s Then, as shown in FIG. _s = R _s + Ω _s × R _s (Where x is a vector product) (S1802 to S1901).
[0164]
Further, the flight state observation unit 2611 converts the wind speed information in the sensor information to the sensor wind speed V. _sw The altitude information in the sensor information is calculated as sensor altitude H _s The azimuth information in the sensor information is obtained as the azimuth angle α (S1802 to S1902).
[0165]
Further, the kite-side current position information is compared with the reference point information or the monitor-side current position information to obtain a “relative position P (P is a vector quantity)” at the current time of the kite plane (S1802 to S1903). The element: altitude of the relative position P is compared with the sensor altitude Hs, and corrected if necessary based on the result.
[0166]
Next, the flight state observation unit 2611 calculates the flight speed V of the kite plane from the obtained relative position P and time series information of the relative position of the flight state information. _G Is obtained (S1904). This flight speed V _G (Altitude, horizontal speed) is expressed as time series relative position P as shown in FIG. _k This is obtained by taking the sum of the difference values of the vectors at each sampling time divided by the sampling time dt and averaging the sums n times. Flight speed vector V _G Is the sensor flight speed vector V _S And corrected if necessary.
[0167]
Next, the flight state observation unit 2611 operates the slot output T and the flight speed V of the operation amount information. _G Then, the wind direction and the wind speed are obtained from the direction α (S1802 to 1905). FIG. 21 is a diagram for explaining the relationship among the flight speed, the wind direction, and the nose direction.
[0168]
Wind velocity vector V _w Is expressed as V in FIG. _G And a function that gives a straight speed at the slot output T in a windless state. This V _w As for the sensor wind speed V _sw And amended if necessary.
[0169]
The sensor flight speed V obtained in this way _s , Sensor flight attitude R _s , Sensor wind speed V _sw , Sensor height H _s , Azimuth α, relative position P, flight speed V _G Wind speed V _w Is sent to the information storage unit 2551 as flight state information and recorded and saved (S1906 to S1803), and a flight state calculation end signal is sent to the flight mode / route calculation unit 2621 to complete the process.
[0170]
[Flight mode / route calculation unit]
Next, main operations of the flight mode / route calculation unit 2621 will be described. FIG. 22 is a flowchart for explaining the main operation of the flight mode / route calculation unit 2621.
[0171]
First, upon receiving a “flight state calculation end signal” from the flight state observation unit 2611, the flight mode / route calculation unit 2621 receives flight state information, manual operation information, flight mode / route target information from the information storage unit 2521, The target point and auxiliary target point information and landing route target point information are read (S2201).
[0172]
[Flight mode]
This autonomous flight kite plane system has four flight modes: (1) manual operation mode and three automatic modes, namely (2) soft manual mode, (3) automatic route flight mode, and (4) automatic landing mode. It is prepared. These flight modes can be set / switched by the wireless manual control device 4001 or the flight setting / monitoring device 3001.
[0173]
Switching between the manual mode (1) and the automatic mode (2), (3), (4) can be switched only by the wireless manual control device 4001.
[0174]
The automatic mode switching of (2), (3), and (4) can be set by the wireless manual control device 4001 or the flight setting / monitoring device 3001.
[0175]
In the manual mode setting by the wireless manual control device 4001, the process described in [Manual flight operation] described above is performed. Moreover, in the automatic mode setting by the wireless manual control device 4001, the mode can be switched by the operator switching the mode changeover switch (not shown) of the wireless manual control device 4001 to a desired mode.
[0176]
When the automatic mode is set by the wireless manual control device 4001, the set mode is sent to the manual signal conversion unit 2561 by the above-described wireless control communication processing, and information is stored as one of pieces of information in the manual control information. Recorded and saved in the unit 2521.
[0177]
In the automatic mode setting by the flight setting / monitoring apparatus 3001, a mode setting signal is input by input processing. When the setting is changed based on the mode setting signal, the set mode is transmitted to the flight control device 2001 by wireless communication processing, converted by the transmission / reception signal conversion unit 2541, and then included in the manual operation information. Is recorded and saved in the information storage unit 2521.
[0178]
The manual mode (1) is a mode for performing processing as described in [Manual flight operation] (the details thereof will not be repeated here). The soft manual mode (2) is a mode in which a manual flight operation by the wireless manual control device 4001 is performed via the flight operation amount calculation unit 2501. The automatic route flight mode (3) is a mode in which automatic flight is performed so that the kite plane 1001 flies along the route calculated by the flight mode / route calculation unit 2621. The automatic landing mode (4) is a mode in which the piloting is performed so that the kite plane 1001 lands along the route calculated by the flight mode / route calculating unit 2621.
[0179]
Next, the setting of each mode and the calculation method of the flight path will be described.
[0180]
[Flight mode setting / route calculation]
23, 24, and 25 are flowcharts showing in more detail the main operation of the information processing after the procedure of S2202 shown in FIG. 22 and thereafter. FIG. 26A is a diagram for explaining setting of a target route.
[0181]
When the flight mode / route calculating unit 2621 detects the manual mode of the manual operation information (Y in S2301), the flight mode is set to the manual mode (S2401 in FIG. 24). Alternatively, when the soft manual mode of the manual operation information is detected (Y in S2302), the flight mode is set to the soft manual mode (S2402). Alternatively, if the manual operation information is the automatic route flight mode (Y in S2303) and the flight mode / route target information is other modes (N in S2204), the flight mode is changed to the automatic route flight mode, and the mode A switching signal is generated (S2305). The flight mode / route target information is the automatic route flight mode (Y in S2304) and mode switching is in progress (Y in S2306), and the current kite plane position is the closest to the switching target point and the switching target point described later. Alternatively, when the target point or the route including the auxiliary target point is closer than the new flight route including the auxiliary target point (Y in S2307), the mode switching signal is deleted (S2308).
[0182]
The flight mode / route calculation unit 2621 detects that the flight mode / route target information is the automatic route flight mode, does not detect the mode switching signal, and the current position of the kite plane is the last target of the target point or auxiliary target point information. If the distance is not within a certain range from the point, the point Pr = (Yr, Y1) where the distance between the target point or the path obtained by interpolating the auxiliary target point with a straight line and the current position Pi = (Yi, Zi) of the kite plane 1001 is the smallest. Zr) T (T means transposition; the same applies hereinafter) and the direction of the interpolated straight line Ψ r are calculated (S2309, S2403), and the flight mode / route target information is rewritten using this as route target information (S2404). In addition, when the mode switching signal is generated, the flight mode / path calculation unit 2621 adds the position P of the kite plane 1001 at the time of mode switching as a “switching target point” to the “target point and auxiliary target point information”. The data is sent to the information storage unit 2521 and stored (S2501). Further, the flight mode / route calculation unit 2621 sets a route obtained by interpolating a target point or auxiliary target point closest to the “switching target point” as a new route, and this route and the current position Pi of the kite plane = (Yi, The point Pr = (Yr, Zr) T and the interpolated straight line direction Ψr are calculated and the flight mode / route target information is rewritten as route target information (S2502, S2405).
[0183]
[Auto landing mode setting]
The flight mode / route calculation unit 2621 sets the flight mode to the automatic landing mode when the manual operation information is the automatic landing mode and the flight mode / route target information is any other mode (N in S2503). Is set as the “landing start target point” (S2504).
[0184]
Alternatively, the manual control information is the automatic route flight mode, the flight mode / route target information is the automatic route flight mode (Y in S2304), the mode switching signal is not detected (N in S2306), and the current position of the kite plane Is within a certain range from the last target point of the target point or auxiliary target point information (Y in S2505), the flight mode is set to the automatic landing mode, and the last target point of the target point or auxiliary target point information is “landing” It is set as a “start target point” (S2506).
[0185]
[Target route calculation in automatic landing mode]
The flight mode / path calculation unit 2621 calculates a landing target point, a landing run end target point, a landing path start target point, and a landing assistance target point from the wind direction and wind speed of the flight state information, and the target point information and landing The start target point information is sent to the information storage unit 2521 as landing route target point information and recorded and saved (S2507, S2508).
[0186]
Next, the flight mode / route calculation unit 2621 sends a landing route transmission command to the transmission / reception signal conversion unit 2541 (S2509), and the transmission / reception signal conversion unit 2541 receives the landing route transmission command from the information storage unit 2521. The route target point information is read out and sent to the flight setting / monitoring device 3001 by wireless communication processing. When the flight setting / monitoring device 3001 receives the landing route target point information by wireless communication processing, the flight setting / monitoring device 3001 displays the landing route on the display device 3301 by display processing.
[0187]
In the automatic landing mode, the flight mode / route calculation unit 2621 has a point Pr = (Yr, Zr) T where the distance between the current kite plane position and the landing route connecting the landing route target points with a straight line is the smallest. And the interpolated straight line direction ψr (S2403), and the flight mode / route target information is rewritten using this as the route target information (S2404). In addition, the flight mode / route target information is sent to the information storage unit 2521 and stored.
[0188]
Next, a method of calculating a landing route in the flight mode / route calculating unit 2621 will be described. FIG. 26B and FIG. 27 show examples of target points for determining a landing route and landing routes using the target point.
[0189]
First, the landing target point and the landing run end target point are obtained from the wind direction of the “flight state information”. The kite plane is generally desirable to land towards the wind because the flight path is significantly affected by wind direction and speed. As shown in FIG. 26, the landing route (the line segment connecting the landing target point and the landing run end target point) is set to be parallel to the wind direction. Furthermore, the landing target point is defined on the windward side and the landing target point is defined on the leeward side so that the runway is the longest within the runway range. Here, the landing run target point is set on the runway range boundary, and the landing target point is set so that both the distances Lra and Lrb from the runway range boundary are equal to or greater than a certain distance.
[0190]
Moreover, the length of the landing path may be shorter as the wind speed is higher. Therefore, the landing path start target point shown in FIG. 26 is a position of a landing distance and a certain landing distance height according to the wind speed from the landing target point. That is, the landing path start target point is the landing path start target point relative position vector Prs, the landing target point relative position vector Pr, the landing altitude Rh, the landing altitude vector Prh = (0,0, Rh) T, and the wind direction Assuming that the direction vector is iw = (iwx, iwy, 0) T and the wind speed / distance conversion function is fr (Vw), Prs = Pr + fr (Vw) × iw + Prh as shown in equation 5 of FIG. Desired.
[0191]
When the landing target point, landing path start target point, and landing start target point are interpolated with a straight line or a curve, and interpolation is set with a curve, the landing auxiliary target point is taken on the curve to be interpolated, and the landing auxiliary target point Use linear interpolation as the landing path.
[0192]
In addition, the flight mode / route calculation unit 2621 periodically sends a transmission command for a transmission request command for the monitor-side current position information to the transmission / reception signal conversion unit 2541. When the transmission / reception signal conversion unit 5541 in the flight setting / monitoring device 3001 receives a monitor-side current position information transmission request command from the flight control device 2001 in accordance with the transmission / reception processing described above, the monitoring-side current position is received from the information storage unit 5221. The information is read, and the monitor-side current position information is sent to the flight control device 2001 by transmission / reception processing.
[0193]
When the transmission / reception signal conversion unit 2541 in the flight control device 2001 receives the monitor-side current position information from the flight setting / monitoring device 3001 according to the transmission / reception process, it sends it to the information storage unit 2521 to record and save it as the monitor-side current position information. .
[0194]
The flight mode / route calculation unit 2621 sends a flight mode / route calculation end signal to the automatic flight control calculation unit 2631 when a series of processing such as flight mode setting or flight route calculation and transmission of necessary information transmission commands is completed. Send (S2406).
[0195]
[Calculation of automatic flight control manipulated variable]
FIG. 28 is a flowchart for explaining main operations of the automatic flight control calculation unit. Upon receipt of the flight mode / route calculation end signal from the flight mode / route calculation unit 2621, the automatic flight control calculation unit 2631 reads out manual operation information, flight state information, and flight mode / route target information from the information storage unit 2521. (S2801) The automatic flight operation amount is calculated (S2802), the calculation result is sent to the flight operation amount output unit 2141, and the same information is sent to the information storage unit 2521 and recorded as operation amount information (S2803). .
[0196]
Here, the operation amount calculation (S2802) in the automatic flight control calculation unit 2631 will be described in detail. The flight of the kite plane is divided into a vertical system (z-axis direction) and a horizontal system (xy plane), the two systems are handled independently of each other, and a control amount is calculated for each of them. Needless to say, the entire flight can be regarded as a combination of these two systems (vertical and horizontal).
[0197]
When controlling the vertical system, that is, ascending / descending motion, the output of the engine 1051 of the kite plane 1001 and the steering angle of the elevator (horizontal tail; hereinafter referred to as an elevator) 1021 are used as the operation amount.
[0198]
In the case of controlling the horizontal movement, that is, the horizontal movement, the steering angle of the aileron (auxiliary wing; hereinafter referred to as aileron) 1011 and the ladder (vertical tail) 1021 is used as an operation amount.
[0199]
[Vertical control]
FIG. 29 is a block diagram showing the configuration of the main part of the automatic control system related to the vertical operation amount (throttle output, elevator steering angle). First, a calculation method related to the throttle output T will be described.
[0200]
The target altitude Zr is differentiated by the differentiator 2631TD1 to obtain the target altitude speed Wr. Then, Wr is converted into a steady throttle output T by a function converter 2631TF1. ₀ Convert to That is, steady throttle output T ₀ T ₀ = F (Wr).
[0201]
Subsequently, an error e between the target altitude Zr and the current altitude Zi _z Is obtained by the proportional device 2631TP1. _T1 Multiply In addition, e _z Is differentiated by a differentiator 2631TD2, and the differential value (de _z / Dt) by means of a proportional unit 2631TP2 _T2 Multiply Where S _T1 Needless to say, such S is generally a predetermined gain (the same applies hereinafter).
[0202]
These two values S _T1 × e _z , S _T2 × de _z / Dt, fuzzy inference calculation FLC by fuzzy calculator 2631TF2 _T And the result is adjusted to S by the proportional unit 2631TP3. _T3 To obtain the throttle output correction amount ΔT. That is, ΔT is expressed as ΔT = S as shown in FIG. _T3 × FLC _T (S _T1 × e _z , S _T2 × de _z / Dt), e _z = Zr-Zi.
[0203]
In addition, T ₀ And ΔT, the final throttle output T is obtained. That is, the throttle output T is calculated as T = T, as shown in FIG. ₀ It can be obtained by + ΔT.
[0204]
Next, the control amount α of the elevator steering angle _e The calculation method will be described. First, the altitude error e _z The proportional unit 2631EP1 _e1 Multiply Further, a fuzzy inference operation FLCa by the fuzzy computing unit 2631EF1 is applied to the result, and the result is subjected to S by a proportional unit 2631EP2. _e2 Multiplied by the elevator steering angle α _e Ask for. That is, the elevator steering angle α _e Is α _e = S _e2 × FLC _e (S _e1 × e _z ).
[0205]
It should be noted that the fuzzy inference calculation FLC performed by the fuzzy calculator 2631EF2 with respect to the throttle T at this time. _T The control rule is as shown in FIG. 30 and the elevator steering angle α. _e Fuzzy inference operation FLC performed by fuzzy operator 2631EF1 _e The control rule is as shown in FIG.
[0206]
[Horizontal control]
FIG. 32 shows a lateral operation amount, that is, an aileron steering angle α. _ae And rudder steering angle α _rud It is a block diagram explaining the control method about.
[0207]
First, the aileron steering angle α _ae The calculation method will be described. First, an error e between the target horizontal position Yr and the current horizontal position Yi _Y Ask for. Further, an error eΨ between the target direction Ψr and the current direction Ψi is obtained. Then these values e _Y , Eψ to S by proportional units 2631AP1, 26331AP2, respectively. _a1 , S _a2 And fuzzy inference operation FLC by the fuzzy arithmetic unit 2631AF1. _a And the result thereof is controlled by a proportional device 2631AP3. _a3 Is multiplied by aileron steering angle α _ae Is calculated. That is, the aileron steering angle α _ae Is expressed as α in FIG. _ae = S _a3 × FLC _a (S _a1 × e _Y , S _a2 × eΨ), e _Y = Yr-Yi, eΨ = Ψr-Ψi.
[0208]
Next, the rudder steering angle α _rud The calculation method will be described. E determined as above _Y , EΨ, the proportional units 2631RP1, 2631RP2 respectively _r1 , S _r2 And the result is a fuzzy inference operation FLC by a fuzzy calculator 2631RF1. _r , And the result is converted to S by a proportional unit 2631RP3. _r3 Is multiplied by the rudder steering angle α. _rud Can be calculated. That is, the rudder steering angle α _rud Is expressed as α in FIG. _rud = S _r3 × FLC _r (S _r1 × e _Y , S _r2 Xe [Psi]).
[0209]
In addition, the aileron steering angle α performed by the fuzzy computing unit 2631AF1 at this time _ae Inference operation FLC _a The control rule is as shown in FIG. 33, and the rudder steering angle α performed by the fuzzy computing unit 2631RF1. _rud Inference operation FLC _r The control rule is as shown in FIG.
[0210]
Here, FIG. 35 shows throttle output T, elevator steering angle α. _e , Aileron steering angle α _ae , Rudder steering angle α _rud FIG. 36 shows an example of a graph of the membership function for FIG. _T1 × e _Z , S _T2 × de _z / Dt, bearing error S _r2 FIG. 37 shows an example of a membership function graph for xeΨ. _a1 × e _Y It shows an example of a graph for the membership function.
[0211]
[End operation]
When the kite plane lands on the ground by manual operation or automatic flight, the operator first stops the engine 1051 of the kite plane 1001. Thereafter, the start switch on the kite plane 1001 is switched to OFF, and the kite plane 1001 and the flight control arithmetic unit 2001 are stopped. Then, after confirming the stop by the start lamp on the kite plane 1001, the wireless manual control device 4001 is stopped by the start switch on the wireless manual control device 4001. Finally, a start switch (not shown) on the flight information transmission / reception / arithmetic apparatus 5001 is turned off to stop the flight setting / monitoring apparatus 3001, thereby completing a series of operations of the system.
[0212]
【The invention's effect】
As described above, according to the autonomous flight kite plane system according to any one of claims 1 to 7 or the kite plane control device according to any one of claims 8 to 14, in particular, the throttle control system has a target flight. While calculating the steady throttle output value based on the time differential value of the target altitude on the route, the difference between the target altitude and the current altitude where the kite plane is actually flying is calculated as the altitude error, and the altitude error time is calculated. A differential value is calculated, a throttle output correction value is calculated based on the altitude error and the time differential value of the altitude error, a steady throttle output value is corrected by the throttle output correction value, and a throttle output value is calculated. By controlling the throttle in the throttle device, the flight speed of the kite plane is treated as a controlled variable. By controlling the actual flight altitude of the kite plane, and accurately controlling the flight altitude with a controller with a simple configuration, autonomous flight of the kite plane along the predetermined flight path can be realized. As a result, a simple control device for a kite plane that is suitable for various applications that are required to be performed by unmanned aircraft, such as observation of active volcanoes, search for victims, meteorological observation, environmental surveys, monitoring, etc. Alternatively, the control system enables the autonomous flight accurately along the flight path.
[Brief description of the drawings]
FIG. 1 is a diagram showing an overall configuration of an autonomous flight kite plane system according to an embodiment of the present invention.
FIG. 2 is a diagram showing connection relations and the like of each device related to a flight control device and a flight setting / monitoring device.
FIG. 3 is a block diagram showing a configuration of a main part of the flight control arithmetic device.
FIG. 4 is a block diagram showing a configuration of a main part of a flight operation amount calculation unit.
FIG. 5 is a block diagram illustrating a configuration of a main part of an operation amount calculation unit.
FIG. 6 is a block diagram showing a configuration of a main part of a flight information transmission / reception / arithmetic apparatus.
FIG. 7 is a block diagram showing a configuration of a main part of a flight information calculation unit.
FIG. 8 is a flowchart showing a start-up procedure of the autonomous flight kite plane system.
FIG. 9 is a diagram showing an example in which the current position of the kite plane is displayed in three-dimensional relative coordinates.
FIG. 10 is a diagram showing an example in which a flight mode, a current position, a target point position, and the like of a kite plane are displayed by numerical data.
FIG. 11 is a diagram showing the relationship between target points and flight paths.
FIG. 12 is a flowchart showing a procedure of main processing of initialization.
FIG. 13 is a flowchart showing the procedure of main processing for initialization following FIG. 12;
FIG. 14 is a flowchart showing a main processing procedure for setting a target point.
FIG. 15 is a flowchart showing a main processing procedure for transmitting information on target points and auxiliary target points.
FIG. 16 is a flowchart showing a main processing procedure for inputting a flight path type.
FIG. 17 is a flowchart showing a main processing procedure of a manual flight operation.
FIG. 18 is a flowchart showing main operations of the flight state observation unit.
FIG. 19 is a flowchart showing main operations of flight state calculation processing in the flight state observation unit.
FIG. 20 is a diagram showing a list of mathematical expressions representing various calculation contents used in a series of controls.
FIG. 21 is a diagram for explaining a relationship among a flight speed, a wind direction, and a nose direction.
FIG. 22 is a flowchart showing the main operations of the flight mode / route calculation unit.
FIG. 23 is a flowchart showing main operations of mode setting processing;
FIG. 24 is a flowchart showing the main operation of the mode setting process in relation to FIG.
FIG. 25 is a flowchart showing the main operation of the mode setting process in relation to FIGS. 23 and 24;
FIG. 26 is a diagram (A) schematically showing calculation of a target route and a diagram (B) showing target points for determining a landing route.
FIG. 27 is a diagram illustrating an example of a determined landing route.
FIG. 28 is a diagram illustrating a main flow of a control procedure of a vertical operation amount (throttle output and elevator steering angle).
FIG. 29 is a diagram illustrating a vertical control block.
FIG. 30 is a table showing fuzzy rules for throttles.
FIG. 31 is a table showing fuzzy rules for an elevator.
FIG. 32 is a diagram showing a horizontal control block;
FIG. 33 is a table showing aileron fuzzy rules.
FIG. 34 is a table showing ladder fuzzy rules.
FIG. 35 is a diagram showing an example of membership functions of throttle output, elevator steering angle, aileron steering angle, and ladder steering angle.
FIG. 36 is a diagram illustrating an example of a membership function of altitude error.
FIG. 37 is a diagram showing an example of a membership function of horizontal error.
FIG. 38 is a diagram showing a motion equation of 6 degrees of freedom related to a kite plane.
FIG. 39 is a diagram showing an overall schematic configuration of a control system in a kite plane control apparatus according to an embodiment of the present invention;
FIG. 40 is a diagram for schematically explaining the basic operation of switching (rewriting) a target flight position.
FIG. 41 is a diagram schematically showing an example of a dynamic analysis of the movement of the kite plane body when the target rudder corresponding to the disturbance is turned off.
FIG. 42 is a diagram schematically showing an example of a dynamic analysis such as a fluid force acting on a kite plane body when a disturbance is entered.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1,1041 ... Delta kite wing (main wing), 2 ... Power source, 3 ... Propeller device, 4,1011 ... Aileron, 5,1031 ... Ladder, 6,1021 ... Elevator, 7,1001 ... Fuselage (Kite plane main body), 1051 ... Engine, 1101 ... Acceleration sensor, 1102 ... Connection cable, 1111 ... Direction sensor, 1112 ... Connection cable, 1121 ... Angular velocity sensor, 1122 ... Connection cable, 1131 ... Wind speed sensor, 1132 ... Connection cable, 1141 ... Pressure sensor, 1142 Connection cable 1151 Kite-side GPS sensor 1152 Kite-side GPS antenna 1153 Connection cable 1154 Connection cable 1201 Kite-side wireless communication device 1202 Kite-side wireless communication antenna 1203 Connection cable 1204 …Contact Cable, 1211 ... Wireless manual control receiving device, 1212 ... Wireless manual control antenna, 1213 ... Connection cable, 1214 ... Connection cable, 2001 ... Flight controller, 2111 ... Analog sensor data acquisition unit, 2121 ... GPS data acquisition unit, 2131, 2401, 5401 ... flight information transmission / reception unit, 2141, 2301 ... flight operation amount output unit, 2151 ... manual operation signal reading unit, 2161 ... operation amount switching unit, 2201, 5201 ... GPS data acquisition unit, 2501 ... flight operation Quantity calculation unit, 2511 ... sensor data conversion unit, 2521, 5521 ... information storage unit, 2531 ... GPS data conversion unit, 2541 ... transmission / reception signal conversion unit, 2551 ... control time management unit, 2561 ... manual signal conversion unit, 2601 ... operation Quantity calculation unit, 2611 ... Flight state Measuring unit, 2621 ... Flight mode / route calculating unit, 2631 ... Automatic flight control calculating unit, 3001 ... Flight setting / monitoring device, 3101 ... Monitor side GPS, 3102 ... Monitor side GPS antenna, 3103 ... Connection cable, 3104 ... Connection cable 3201 ... Monitor-side wireless communication device 3202 ... Monitor-side wireless communication antenna 3203 ... Connection cable 3204 ... Connection cable 3301 ... Display device 3302 ... Connection cable 3401 ... Input device 3402 ... Connection cable 4001 ... Wireless Manual control device, 5001 ... Flight information transmission / reception device, 5101 ... Input information capture unit, 5301 ... Monitor information output unit, 5401 ... Flight information transmission / reception unit, 5501 ... Flight information calculation unit, 5511 ... Input information conversion unit, 5531 ... GPS data converter, 5541 ... No. conversion unit, 5551 ... monitor information synthesis unit, 5601 ... information processing unit

Claims (14)

A throttle device for imparting propulsive force to the aircraft, an aileron for maneuvering the motion posture around the roll of the aircraft,
A ladder to steer the yaw movement posture of the aircraft,
A kite having a fuselage having an elevator for maneuvering the posture of movement around the pitching of the fuselage, and a hook-like flexible wing with the fuselage suspended on the lower surface side and generating lift according to the airspeed Plain,
An information storage unit for storing information on a target flight path determined as a target path for flying the kite plane;
While calculating the steady throttle output value based on the time differential value of the target altitude in the target flight path, the difference between the target altitude and the current altitude where the kite plane is actually flying is calculated as an altitude error, A time differential value of the altitude error is calculated, a throttle output correction value is calculated based on the altitude error and the time differential value of the altitude error, and the steady throttle output value is corrected based on the throttle output correction value. A throttle control system for controlling an actual flight altitude of the kite plane by calculating an output value and performing throttle control in the throttle device based on the output value;
A difference between a target horizontal position in a target flight path determined in advance as a path for flying the kite plane and a current horizontal position where the kite plane is actually flying is calculated as a horizontal position error, and based on the horizontal position error. Calculating the steering angle of the aileron and controlling the steering angle of the aileron based on the aileron control system for controlling the flight position of the kite plane in the horizontal direction;
A difference between a target azimuth in a target flight path determined in advance as a path for flying the kite plane and a current azimuth in which the kite plane is actually flying is calculated as an azimuth error, and the ladder error is calculated based on the azimuth error. A ladder control system for controlling the flight direction of the kite plane by calculating a steering angle and controlling the steering angle of the ladder based on the steering angle, and a flight control device attached to the kite plane;
A sensor system having a sensor for measuring the current altitude of the kite plane, a sensor for measuring the current horizontal position of the kite plane, and a sensor for measuring the current orientation of the kite plane;
An autonomous flight kite plane system characterized by comprising: The flight control device calculates the steering angle of the elevator based on the altitude error, and controls the steering angle in the elevator based on the calculated steering angle, thereby controlling the flight attitude of the kite plane in the pitching direction or the flight altitude. Elevator control system for auxiliary adjustment is further provided,
2. The autonomous flight kite plane system according to claim 1, wherein the throttle control system performs the throttle control by excluding the current speed of the kite plane from a control target. 3. The autonomous flight kite plane system according to claim 1, wherein the throttle control system calculates the throttle output correction value based on a predetermined fuzzy calculation rule. The aileron control system calculates the steering angle of the aileron based on a predetermined fuzzy calculation rule,
The autonomous flight according to any one of claims 1 to 3, wherein the ladder control system calculates a steering angle of the ladder based on a predetermined fuzzy calculation rule. Kite plane system. A function for rewriting the target flight path to the flight control device via communication means, and information on the current altitude, current horizontal position and current direction of the kite plane are collected via communication means. The autonomous flight kite plane system according to any one of claims 1 to 4, further comprising a flight setting / monitoring device having a function of A wireless manual control device that wirelessly controls the kite plane via communication means;
In addition, the flight control device further includes a remote manual control device for performing control by remote manual control via communication means from the wireless manual control device, and control for performing flight path control following the target flight path A switching device that switches between an automatic pilot mode that is a mode and a manual pilot mode that is a control mode for performing remote manual control by the wireless manual pilot device via a communication means is provided. The autonomous flight kite plane system according to any one of 5 items. When the control mode is switched from the manual operation mode to the automatic operation mode, the flight control device obtains a target point on the target flight path closest to the current position of the kite plane at that time, and the target point The autonomous flight kite plane system according to claim 6, further comprising a function of performing control to fly toward the target route position with the target route position as a target route position. A throttle device for giving propulsion to the aircraft, an aileron for maneuvering the motion posture around the roll of the aircraft, a ladder for maneuvering the motion posture around the yaw of the aircraft, and a motion posture around the pitching of the aircraft Automatic control of the flight path of a kite plane comprising a fuselage having an elevator for maneuvering, and a hook-shaped flexible wing with the fuselage suspended on the lower surface side and generating lift according to the airspeed A kite plane control device for autonomously flying the kite plane,
An information storage unit for storing information on a target flight path determined as a target path for flying the kite plane;
While calculating the steady throttle output value based on the time differential value of the target altitude in the target flight path, the difference between the target altitude and the current altitude where the kite plane is actually flying is calculated as an altitude error, A time differential value of the altitude error is calculated, a throttle output correction value is calculated based on the altitude error and the time differential value of the altitude error, and the steady throttle output value is corrected based on the throttle output correction value. A throttle control system for controlling an actual flight altitude of the kite plane by calculating an output value and performing throttle control in the throttle device based on the output value;
A difference between a target horizontal position in a target flight path determined in advance as a path for flying the kite plane and a current horizontal position where the kite plane is actually flying is calculated as a horizontal position error, and based on the horizontal position error. Calculating the steering angle of the aileron and controlling the steering angle of the aileron based on the aileron control system for controlling the flight position of the kite plane in the horizontal direction;
A difference between a target azimuth in a target flight path predetermined as a route for flying the kite plane and a current azimuth in which the kite plane is actually flying is calculated as an azimuth error, and the ladder error is calculated based on the azimuth error. A ladder control system for controlling a flight direction of the kite plane by calculating a steering angle and controlling a steering angle of the ladder based on the steering angle;
A sensor system comprising a sensor for measuring the current altitude of the kite plane, a sensor for measuring the current horizontal position of the kite plane, and a sensor for measuring the current orientation of the kite plane; A kite plane controller characterized by being attached. The flight angle in the pitching direction of the kite plane is controlled or the flight altitude is supplementarily adjusted by calculating the steering angle of the elevator based on the altitude error and controlling the steering angle in the elevator based on the calculated steering angle. Further equipped with an elevator control system,
9. The kite plane control apparatus according to claim 8, wherein the throttle control system performs the throttle control by excluding the current speed of the kite plane from a control target. The kite plane control device according to claim 8 or 9, wherein the throttle control system calculates the throttle output correction value based on a predetermined fuzzy calculation rule. The aileron control system calculates the steering angle of the aileron based on a predetermined fuzzy calculation rule,
11. The kite plane according to claim 8, wherein the ladder control system calculates a steering angle of the ladder based on a predetermined fuzzy calculation rule. Control device. A function for rewriting the target flight path to the flight control device via communication means, and information on the current altitude, current horizontal position and current direction of the kite plane are collected via communication means. Information for rewriting the target flight path, information on the current altitude of the kite plane, and current level, for a flight setting / monitoring device disposed at a distance from the kite plane. The kite plane control device according to any one of claims 8 to 11, further comprising: a communication device that transmits position information and current direction information via the communication unit. . A remote manual control device for performing control by remote manual steering via communication means from the wireless manual steering device that is disposed at a distance from the kite plane and wirelessly pilots the kite plane via the communication means And a communication unit comprising: an autopilot mode that is a control mode that performs a flight path control that follows the target flight path; and a manual pilot mode that is a control mode that performs remote manual control by the wireless manual pilot device. The kite plane control device according to any one of claims 8 to 12, further comprising a switching device for switching via the kit. When the control mode is switched from the manual operation mode to the automatic operation mode, a target point on the target flight path closest to the current position of the kite plane at that time is obtained, and the target point is set as a target path position. 14. The kite plane control device according to claim 13, further comprising a function of performing control to fly toward the target route position.

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