JP6835871B2 - Flight control methods, unmanned aerial vehicles, flight systems, programs, and recording media - Google Patents

Description

The present disclosure relates to flight control methods, unmanned aerial vehicles and flight systems that control in-flight control modes of unmanned aerial vehicles. The present disclosure relates to a program for controlling a control mode during flight of an unmanned aerial vehicle and a computer-readable recording medium on which the program is recorded.

A conventional AAV (Automated Aerial Vehicle) can detect contact between an object (for example, a person, a pet, or another animal) and an AAV propeller (see Patent Document 1). The propeller described in Patent Document 1 is formed of a conductive material, and the conductance through the propeller or the capacitance of the propeller is monitored. When a change in conductance or capacitance is detected, it is detected that the propeller has come into contact with an object. When the AAV detects contact between the propeller and the object, the AAV stops the rotation of the propeller.

U.S. Patent Application Publication No. 2016/0039529

In an unmanned aerial vehicle such as AAV described in Patent Document 1, the propeller is stopped after the contact between the propeller and the object is detected, so that the propeller rotates immediately before or during the contact between the propeller and the object. Therefore, the rotating propeller can damage the object. If the object is the human body, damage to the object can include injuring the person with a rotating propeller. Further, for example, it becomes difficult to control the unmanned aerial vehicle due to a failure, and when the unmanned aerial vehicle falls, an impact force due to gravity is also applied, and the impact force when the rotating propeller comes into contact with an object becomes even larger.

In one aspect, the flight control method is a flight control method that controls a control mode during flight of an unmanned aerial vehicle, in which a step of detecting an abnormality in the flight state of the unmanned aerial vehicle and an abnormality in the flight state are detected. It has a step of changing the control mode to the safety control mode.

The flight control method may further include, when an anomaly in flight condition is detected, a step of transmitting information about the anomaly to an operating device instructing control of the unmanned aerial vehicle.

The step of detecting an abnormality in the flight state includes a step of acquiring the acceleration in the gravity direction of the unmanned aerial vehicle and a step of determining the flight state as an abnormality when the acceleration in the gravity direction of the unmanned aerial vehicle is equal to or more than a predetermined value. It's fine.

The steps to detect anomalies in the flight state are the step of acquiring the acceleration in the gravity direction of the unmanned aerial vehicle and the flight state is determined to be abnormal if the acceleration in the gravity direction of the unmanned aerial vehicle continues for a predetermined time. And may include.

The flight control method may further include a step of determining the presence or absence of an operation input signal from the operating device. The step of changing to the safety control mode may include a step of changing the control mode to the safety control mode in the absence of an operation input signal.

When there is an operation input signal, the steps for detecting an abnormality in the flight state include a step of acquiring a command value of a parameter indicating the flight state based on the operation input signal, a step of acquiring an actually measured value of the parameter, and a command value of the parameter. When the measured value of the parameter with respect to is out of the predetermined range, a step of changing the control mode to the safety control mode may be included.

Parameters may include at least one of the drone drive current of the unmanned aerial vehicle, the acceleration of the unmanned aerial vehicle, and the speed of the unmanned aerial vehicle.

The command value of the parameter may be obtained from an operating device that directs control of the unmanned aerial vehicle.

The command value of the parameter may be included in the setting information held in the memory of the unmanned aerial vehicle.

The flight control method may further include, in the safety control mode, a step of setting the drive current for driving the rotor blades of the unmanned aerial vehicle to a predetermined current greater than the drive current.

In the safety control mode, the flight control method further includes a step of detecting the flight altitude of the unmanned aerial vehicle and a step of stopping the rotation of the rotor blades of the unmanned aerial vehicle when the flight altitude falls below the first predetermined altitude. May include.

In the safety control mode, the flight control method includes a step of detecting the flight altitude of the unmanned aerial vehicle and a step of outputting a warning sound indicating an abnormality in the flight state when the flight altitude falls below the second predetermined altitude. Further may be included.

In the safety control mode, the flight control method includes a step of detecting the flight altitude of the unmanned aerial vehicle and a cushioning material that surrounds at least a part of the rotor blades of the unmanned aerial vehicle when the flight altitude falls below the third predetermined altitude. It may further include an unfolding step.

The flight control method is a step of determining whether or not the rotation of the rotor of the unmanned aerial vehicle has stopped in the safety control mode, and at least a part of the rotor of the unmanned aerial vehicle if the rotation of the rotor of the unmanned aerial vehicle does not stop. It may include a step of unfolding a cushioning material that surrounds the.

The cushioning material may surround at least a part of the outer circumference of the plurality of rotor blades of the unmanned aerial vehicle in the deployed state of the cushioning material.

The cushioning material may be deployed so as to cover at least below and to the side of the rotor.

The unmanned aerial vehicle may include multiple rotors and multiple cushioning materials. Each cushioning material may surround at least a part of the circumference of each rotor blade in the deployed state of the cushioning material.

In one aspect, the unmanned aerial vehicle is an unmanned aerial vehicle that controls the control mode during flight, and has a detection unit that detects an abnormality in the flight state of the unmanned aerial vehicle and a safe control mode when an abnormality in the flight state is detected. It includes a change unit for changing to the control mode.

The unmanned aerial vehicle may further include a communication unit that transmits information about the abnormality to an operating device instructing control of the unmanned aerial vehicle when an abnormality in the flight state is detected.

The detection unit may acquire the acceleration in the gravity direction of the unmanned aerial vehicle, and the detection unit may determine the flight state as abnormal when the acceleration in the gravity direction of the unmanned aerial vehicle is equal to or higher than a predetermined value.

The detection unit acquires the acceleration in the gravity direction of the unmanned aerial vehicle, and if the state in which the acceleration in the gravity direction of the unmanned aerial vehicle is equal to or higher than a predetermined value continues for a predetermined time, the flight state may be determined to be abnormal.

The unmanned aerial vehicle may further include a first determination unit that determines the presence or absence of an operation input signal from an operation device that instructs control of the unmanned aerial vehicle. The change unit may change the control mode to the safety control mode when there is no operation input signal.

When there is an operation input signal, the detection unit may acquire a command value of a parameter indicating a flight state based on the operation input signal, and acquire an actually measured value of the parameter. The changing unit may change the control mode to the safety control mode when the measured value of the parameter with respect to the command value of the parameter is out of the predetermined range.

The parameters may include at least one of the drone drive current of the unmanned aerial vehicle, the acceleration of the unmanned aerial vehicle, and the speed of the unmanned aerial vehicle.

The command value of the parameter may be obtained from an operating device that directs control of the unmanned aerial vehicle.

The command value of the parameter may be included in the setting information held in the memory of the unmanned aerial vehicle.

In the safety control mode, a setting unit for setting a drive current for driving the rotor blades of the unmanned aerial vehicle to a predetermined current larger than the drive current may be further provided.

In the safety control mode, the unmanned aerial vehicle has an acquisition unit that acquires the flight altitude of the unmanned aerial vehicle and a first control unit that stops the rotation of the rotor blades of the unmanned aerial vehicle when the flight altitude falls below the first predetermined altitude. , May be further provided.

In the safety control mode, the unmanned aerial vehicle has an acquisition unit that acquires the flight altitude of the unmanned aerial vehicle, and an output unit that outputs a warning sound indicating an abnormality in the flight state when the flight altitude falls below the second predetermined altitude. May be further included.

In the safety control mode, the unmanned aerial vehicle has an acquisition unit that acquires the flight altitude of the unmanned aerial vehicle and a cushioning material that surrounds at least a part of the rotor blade of the unmanned aerial vehicle when the flight altitude falls below the third predetermined altitude. A second control unit to be deployed may be further provided.

In the safety control mode, the unmanned aerial vehicle has a second determination unit that determines whether or not the rotation of the rotor blade of the unmanned aerial vehicle has stopped, and at least the rotor blade of the unmanned aerial vehicle if the rotation of the rotor blade of the unmanned aerial vehicle does not stop. A third control unit that develops a cushioning material that surrounds a part thereof may be further provided.

The cushioning material may surround at least a part of the outer circumference of the plurality of rotor blades of the unmanned aerial vehicle in the deployed state of the cushioning material.

The cushioning material may be deployed so as to cover at least below and to the side of the rotor.

The unmanned aerial vehicle may further include a plurality of rotors and a plurality of cushioning materials. Each cushioning material may surround at least a part of the circumference of each rotor blade in the deployed state of the cushioning material.

In one aspect, the flight system is a flight system comprising an unmanned aircraft that controls a control mode during flight and an operating device that directs control of the unmanned aircraft, wherein the unmanned aircraft detects anomalies in the flight state of the unmanned aircraft. If an abnormality in the flight condition is detected, the control mode is changed to the safety control mode. If an abnormality in the flight condition is detected, information about the abnormality is transmitted to the operating device, and the operating device sends information about the abnormality. Is received, and based on the information on the anomaly, the fact that the flight condition of the unmanned aircraft is abnormal is presented.

In one aspect, the program is a computer that controls the in-flight control mode of the unmanned aerial vehicle, a step of detecting an anomaly in the flight state of the unmanned aerial vehicle, and a control mode when an anomaly in the flight state is detected. It is a program to execute the step of changing to the safety control mode.

In one aspect, the recording medium is a computer that controls the in-flight control mode of the unmanned aerial vehicle, that is, a step of detecting an abnormality in the flight state of the unmanned aerial vehicle and a control when an abnormality in the flight state is detected. A computer-readable recording medium that records the steps to change the mode to safety control mode and the program to execute it.

The outline of the above invention does not list all the features of the present disclosure. Sub-combinations of these feature groups can also be inventions.

Schematic diagram showing a configuration example of the flight system according to the first embodiment Diagram showing an example of the appearance of an unmanned aerial vehicle Diagram showing an example of the concrete appearance of an unmanned aerial vehicle A block diagram showing an example of a hardware configuration of an unmanned aerial vehicle according to the first embodiment. Block diagram showing an example of the functional configuration of the unmanned aerial vehicle according to the first embodiment Perspective view showing an example of the appearance of the transmitter Block diagram showing an example of the hardware configuration of the transmitter Schematic diagram showing a first transition example of the control mode of the unmanned aerial vehicle in the first embodiment Schematic diagram showing a second transition example of the control mode of the unmanned aerial vehicle in the first embodiment Schematic diagram showing a third transition example of the control mode of the unmanned aerial vehicle in the first embodiment A graph showing an example of the relationship between the command value of the drive current and the measured value of the drive current. A graph showing an example of the relationship between the command value of upward acceleration and the measured value of upward acceleration. A graph showing an example of the relationship between the command value of downward acceleration and the measured value of downward acceleration. A graph showing an example of the relationship between the command value of the upward speed and the measured value of the upward speed. A graph showing an example of the relationship between the command value of the downward speed and the measured value of the downward speed. Schematic diagram showing a first presentation example of anomalies in the flight state of an unmanned aerial vehicle by a transmitter Schematic diagram showing a second presentation example of anomalies in the flight state of an unmanned aerial vehicle by a transmitter Flow chart showing an operation example of the unmanned aerial vehicle in the first embodiment Flow chart showing an operation example of the unmanned aerial vehicle according to the first embodiment (continuation of FIG. 14A) A block diagram showing an example of a hardware configuration of an unmanned aerial vehicle according to a second embodiment. Block diagram showing an example of the functional configuration of the unmanned aerial vehicle in the second embodiment Schematic diagram showing a transition example of the control mode of the unmanned aerial vehicle in the second embodiment Front view showing an example of an unmanned aerial vehicle with the airbags deployed when one airbag covers four rotor blades. Front view showing a first example of an unmanned aerial vehicle through which a part of the airbag of FIG. 18A is seen through. Front view showing a second example of an unmanned aerial vehicle through which a part of the airbag of FIG. 18A is seen through. Top view of the unmanned aerial vehicle of FIG. 18C Front view showing an example of an unmanned aerial vehicle in which the airbags are deployed when the four rotors are covered with four airbags. Front view showing an example of an unmanned aerial vehicle through which a part of the airbag of FIG. 19A is seen through. Top view of the unmanned aerial vehicle of FIG. 19B from above Flow chart showing an operation example of the unmanned aerial vehicle in the second embodiment

Hereinafter, the present disclosure will be described through embodiments of the invention, but the following embodiments do not limit the invention according to the claims. Not all combinations of features described in the embodiments are essential to the solution of the invention.

The claims, description, drawings, and abstracts include matters that are subject to copyright protection. The copyright holder will not object to any person's reproduction of these documents as long as they appear in the Patent Office files or records. However, in other cases, all copyrights are reserved.

In the following embodiments, an unmanned aerial vehicle (UAV) will be illustrated. Unmanned aerial vehicles include aircraft that move in the air. In the drawings attached herein, the unmanned aerial vehicle is referred to as "UAV". The flight control method defines the operation in an unmanned aerial vehicle. Further, the recording medium is a recording medium in which a program (for example, a program for causing an unmanned aerial vehicle to execute various processes) is recorded.

(First Embodiment)
FIG. 1 is a schematic diagram showing a configuration example of the flight system 10 according to the first embodiment. The flight system 10 includes an unmanned aerial vehicle 100 and a transmitter 50. The unmanned aerial vehicle 100 and the transmitter 50 can communicate by wired communication or wireless communication (for example, wireless LAN (Local Area Network)).

Next, a configuration example of the unmanned aerial vehicle 100 will be described. FIG. 2 is a diagram showing an example of the appearance of the unmanned aerial vehicle 100. FIG. 3 is a diagram showing an example of a specific appearance of the unmanned aerial vehicle 100. A side view of the unmanned aerial vehicle 100 flying in the moving direction STV0 is shown in FIG. 2, and a perspective view of the unmanned aerial vehicle 100 flying in the moving direction STV0 is shown in FIG.

As shown in FIGS. 2 and 3, it is assumed that the roll axis (see x-axis) is defined in the direction parallel to the ground and along the moving direction STV0. In this case, the pitch axis (see y-axis) is defined in the direction parallel to the ground and perpendicular to the roll axis, and the yaw axis (z-axis) is further perpendicular to the ground and perpendicular to the roll axis and pitch axis. See) is defined.

The unmanned aerial vehicle 100 has a configuration including a UAV main body 102, a gimbal 200, an image pickup device 220, and a plurality of image pickup devices 230.

The UAV main body 102 includes a plurality of rotary wings (propellers). The UAV main body 102 flies the unmanned aerial vehicle 100 by controlling the rotation of a plurality of rotor blades. The UAV body 102 flies the unmanned aerial vehicle 100 using, for example, four rotors. The number of rotor blades is not limited to four. Further, the unmanned aerial vehicle 100 may be a fixed-wing aircraft having no rotary wings.

The image pickup device 220 is a camera for taking an image of a subject (for example, a state of the sky to be aerial photographed, a landscape such as a mountain or a river, a building on the ground) included in a desired imaging range.

The plurality of image pickup devices 230 are sensing cameras that image the surroundings of the unmanned aerial vehicle 100 in order to control the flight of the unmanned aerial vehicle 100. Two imaging devices 230 may be provided in front of the nose of the unmanned aerial vehicle 100. Further, two other imaging devices 230 may be provided on the bottom surface of the unmanned aerial vehicle 100. The two image pickup devices 230 on the front side may form a pair and function as a so-called stereo camera. The two image pickup devices 230 on the bottom surface side may also be paired and function as a stereo camera. Three-dimensional spatial data around the unmanned aerial vehicle 100 may be generated based on the images captured by the plurality of image pickup devices 230. The number of image pickup devices 230 included in the unmanned aerial vehicle 100 is not limited to four. The unmanned aerial vehicle 100 may include at least one imaging device 230. The unmanned aerial vehicle 100 may include at least one image pickup device 230 on each of the nose, tail, side surface, bottom surface, and ceiling surface of the unmanned aerial vehicle 100. The angle of view that can be set by the image pickup device 230 may be wider than the angle of view that can be set by the image pickup device 220. The image pickup apparatus 230 may have a single focus lens or a fisheye lens.

FIG. 4 is a block diagram showing an example of the hardware configuration of the unmanned aerial vehicle 100. The unmanned aerial vehicle 100 includes a UAV control unit 110, a communication interface 150, a memory 160, a gimbal 200, a rotary wing mechanism 210, an image pickup device 220, an image pickup device 230, a GPS receiver 240, and an inertial measurement unit (inertial measurement unit). The configuration includes an IMU (Inertial Measurement Unit) 250, a magnetic compass 260, a barometric altimeter 270, an ultrasonic altimeter 280, and a speaker 290. The communication interface 150 is an example of a communication unit.

The UAV control unit 110 is configured by using, for example, a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or a DSP (Digital Signal Processor). The UAV control unit 110 performs signal processing for controlling the operation of each part of the unmanned aerial vehicle 100 in a centralized manner, data input / output processing with and from other parts, data calculation processing, and data storage processing.

The UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 according to the program stored in the memory 160. The UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 according to a command received from the remote transmitter 50 via the communication interface 150. The memory 160 may be removable from the unmanned aerial vehicle 100.

The UAV control unit 110 may identify the environment around the unmanned aerial vehicle 100 by analyzing a plurality of images captured by the plurality of imaging devices 230. The UAV control unit 110 controls the flight based on the environment around the unmanned aerial vehicle 100, for example, avoiding obstacles.

The UAV control unit 110 acquires date and time information indicating the current date and time. The UAV control unit 110 may acquire date and time information indicating the current date and time from the GPS receiver 240. The UAV control unit 110 may acquire date and time information indicating the current date and time from a timer (not shown) mounted on the unmanned aerial vehicle 100.

The UAV control unit 110 acquires position information indicating the position of the unmanned aerial vehicle 100. The UAV control unit 110 may acquire position information indicating the latitude, longitude, and altitude in which the unmanned aerial vehicle 100 exists from the GPS receiver 240. The UAV control unit 110 acquires latitude / longitude information indicating the latitude and longitude of the unmanned aerial vehicle 100 from the GPS receiver 240 and altitude information indicating the altitude at which the unmanned aerial vehicle 100 exists from the barometric altimeter 270 as position information. Good. The UAV control unit 110 may acquire the distance between the ultrasonic wave radiation point and the ultrasonic wave reflection point by the ultrasonic altimeter 280 as altitude information.

The UAV control unit 110 acquires orientation information indicating the orientation of the unmanned aerial vehicle 100 from the magnetic compass 260. The orientation information indicates, for example, the orientation corresponding to the orientation of the nose of the unmanned aerial vehicle 100.

The UAV control unit 110 may acquire position information indicating the position where the unmanned aerial vehicle 100 should exist when the imaging device 220 images the imaging range to be imaged. The UAV control unit 110 may acquire position information indicating the position where the unmanned aerial vehicle 100 should exist from the memory 160. The UAV control unit 110 may acquire position information indicating the position where the unmanned aerial vehicle 100 should exist from another device such as the transmitter 50 via the communication interface 150. The UAV control unit 110 refers to the three-dimensional map database, identifies a position where the unmanned aerial vehicle 100 can exist in order to image the imaging range to be imaged, and determines the position where the unmanned aerial vehicle 100 should exist. It may be acquired as position information indicating.

The UAV control unit 110 acquires imaging information indicating the imaging ranges of the imaging device 220 and the imaging device 230, respectively. The UAV control unit 110 acquires image angle information indicating the image angle of the image pickup device 220 and the image pickup device 230 from the image pickup device 220 and the image pickup device 230 as a parameter for specifying the image pickup range. The UAV control unit 110 acquires information indicating the imaging direction of the imaging device 220 and the imaging device 230 as a parameter for specifying the imaging range. For example, the UAV control unit 110 acquires posture information indicating the posture state of the image pickup device 220 from the gimbal 200 as information indicating the image pickup direction of the image pickup device 220. The UAV control unit 110 acquires information indicating the direction of the unmanned aerial vehicle 100. The information indicating the posture state of the image pickup apparatus 220 indicates the rotation angle of the gimbal 200 from the reference rotation angle of the pitch axis and the yaw axis. The UAV control unit 110 acquires position information indicating the position where the unmanned aerial vehicle 100 exists as a parameter for specifying the imaging range. The UAV control unit 110 defines an imaging range indicating a geographical range imaged by the imaging device 220 based on the angle of view and imaging direction of the imaging device 220 and the imaging device 230, and the position where the unmanned aerial vehicle 100 exists. Imaging information may be acquired by generating imaging information indicating an imaging range.

The UAV control unit 110 may acquire imaging information indicating an imaging range to be imaged by the imaging device 220. The UAV control unit 110 may acquire imaging information to be imaged by the imaging device 220 from the memory 160. The UAV control unit 110 may acquire the image pickup information to be imaged by the image pickup device 220 from another device such as the transmitter 50 via the communication interface 150.

The UAV control unit 110 may acquire three-dimensional information (three-dimensional information) indicating the three-dimensional shape (three-dimensional shape) of an object existing around the unmanned aerial vehicle 100. Objects are, for example, part of a landscape such as buildings, roads, cars, trees, etc. The three-dimensional information is, for example, three-dimensional spatial data. The UAV control unit 110 may acquire stereoscopic information by generating stereoscopic information indicating the stereoscopic shape of an object existing around the unmanned aerial vehicle 100 from each image obtained from the plurality of image pickup devices 230. The UAV control unit 110 may acquire three-dimensional information indicating the three-dimensional shape of an object existing around the unmanned aerial vehicle 100 by referring to the three-dimensional map database stored in the memory 160. The UAV control unit 110 may acquire three-dimensional information regarding the three-dimensional shape of an object existing around the unmanned aerial vehicle 100 by referring to a three-dimensional map database managed by a server existing on the network.

The UAV control unit 110 acquires image data captured by the image pickup device 220 and the image pickup device 230.

The UAV control unit 110 controls the gimbal 200, the rotor blade mechanism 210, the image pickup device 220, and the image pickup device 230. The UAV control unit 110 controls the imaging range of the imaging device 220 by changing the imaging direction or angle of view of the imaging device 220. The UAV control unit 110 controls the imaging range of the imaging device 220 supported by the gimbal 200 by controlling the rotation mechanism of the gimbal 200.

In the present specification, the imaging range refers to a geographical range imaged by the imaging device 220 or the imaging device 230. The imaging range is defined by latitude, longitude, and altitude. The imaging range may be a range in 3D spatial data defined by latitude, longitude, and altitude. The imaging range is specified based on the angle of view and imaging direction of the imaging device 220 or the imaging device 230, and the position where the unmanned aerial vehicle 100 exists. The imaging direction of the imaging device 220 and the imaging device 230 is defined from the direction in which the front surface of the imaging device 220 and the imaging device 230 provided with the imaging lens faces and the depression angle. The imaging direction of the imaging device 220 is a direction specified from the orientation of the nose of the unmanned aerial vehicle 100 and the attitude of the imaging device 220 with respect to the gimbal 200. The imaging direction of the imaging device 230 is a direction specified from the orientation of the nose of the unmanned aerial vehicle 100 and the position where the imaging device 230 is provided.

The UAV control unit 110 controls the flight of the unmanned aerial vehicle 100 by controlling the rotary wing mechanism 210. That is, the UAV control unit 110 controls the position of the unmanned aerial vehicle 100 including the latitude, longitude, and altitude by controlling the rotary wing mechanism 210. The UAV control unit 110 may control the imaging range of the imaging device 220 and the imaging device 230 by controlling the flight of the unmanned aerial vehicle 100. The UAV control unit 110 may control the angle of view of the image pickup device 220 by controlling the zoom lens included in the image pickup device 220. The UAV control unit 110 may control the angle of view of the image pickup device 220 by the digital zoom by utilizing the digital zoom function of the image pickup device 220.

When the image pickup device 220 is fixed to the unmanned aerial vehicle 100 and the image pickup device 220 cannot be moved, the UAV control unit 110 moves the unmanned aerial vehicle 100 to a specific position at a specific date and time to obtain a desired image in a desired environment. The range can be imaged by the imaging device 220. Alternatively, even if the image pickup device 220 does not have the zoom function and the angle of view of the image pickup device 220 cannot be changed, the UAV control unit 110 desired by moving the unmanned aerial vehicle 100 to a specific position at a specified date and time. The desired imaging range can be imaged by the imaging device 220 in the above environment.

The communication interface 150 communicates with the transmitter 50. The communication interface 150 receives various commands and information from the remote transmitter 50 to the UAV control unit 110.

In the memory 160, the UAV control unit 110 controls the gimbal 200, the rotary wing mechanism 210, the image pickup device 220, the image pickup device 230, the GPS receiver 240, the inertial measurement unit 250, the magnetic compass 260, the barometric altimeter 270, and the ultrasonic altimeter 280. Stores the programs required for the. The memory 160 may be a computer-readable recording medium, and may be a SRAM (Static Random Access Memory), a DRAM (Dynamic Random Access Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and an EEPROM. It may include at least one flash memory such as a USB memory. The memory 160 may be provided inside the UAV main body 102. It may be provided so as to be removable from the UAV main body 102.

The gimbal 200 rotatably supports the imaging device 220 about at least one axis. The gimbal 200 may rotatably support the image pickup device 220 about the yaw axis, the pitch axis, and the roll axis. The gimbal 200 may change the imaging direction of the imaging device 220 by rotating the imaging device 220 around at least one of the yaw axis, the pitch axis, and the roll axis.

The rotary blade mechanism 210 is a current sensor that measures a plurality of rotary blades 211, a plurality of drive motors 212 for rotating the plurality of rotary blades 211, and a current value (actual measurement value) of a drive current for driving the drive motor 212. It has 213 and. The drive current is supplied to the drive motor 212.

The image pickup apparatus 220 captures a subject in a desired imaging range and generates data of the captured image. The image data obtained by the imaging of the imaging device 220 is stored in the memory of the imaging device 220 or the memory 160.

The image pickup device 230 images the surroundings of the unmanned aerial vehicle 100 and generates data of the captured image. The image data of the image pickup apparatus 230 is stored in the memory 160.

The GPS receiver 240 receives a plurality of signals indicating the time transmitted from the plurality of navigation satellites (that is, GPS satellites) and the position (coordinates) of each GPS satellite. The GPS receiver 240 calculates the position of the GPS receiver 240 (that is, the position of the unmanned aerial vehicle 100) based on the plurality of received signals. The GPS receiver 240 outputs the position information of the unmanned aerial vehicle 100 to the UAV control unit 110. The position information of the GPS receiver 240 may be calculated by the UAV control unit 110 instead of the GPS receiver 240. In this case, the UAV control unit 110 is input with information indicating the time included in the plurality of signals received by the GPS receiver 240 and the position of each GPS satellite.

The inertial measurement unit 250 detects the attitude of the unmanned aerial vehicle 100 and outputs the detection result to the UAV control unit 110. The inertial measurement unit IMU250 detects the acceleration in the three axial directions of the unmanned aerial vehicle 100 in the front-rear direction, the left-right direction, and the up-down direction, and the angular velocity in the three-axis directions of the pitch axis, the roll axis, and the yaw axis as the attitude of the unmanned aerial vehicle 100. ..

The magnetic compass 260 detects the direction of the nose of the unmanned aerial vehicle 100 and outputs the detection result to the UAV control unit 110.

The barometric altimeter 270 detects the altitude at which the unmanned aerial vehicle 100 flies, and outputs the detection result to the UAV control unit 110.

The ultrasonic altimeter 280 emits ultrasonic waves, detects ultrasonic waves reflected by the ground or an object, and outputs the detection result to the UAV control unit 110. The detection result may indicate the distance or altitude from the unmanned aerial vehicle 100 to the ground. The detection result may indicate the distance from the unmanned aerial vehicle 100 to the object.

The speaker 290 acquires voice data from the UAV control unit 110 and outputs the voice data as voice. The speaker 290 may output voice data as a warning sound. The number of speakers 290 is one or more and is arbitrary. The installation position of the speaker 290 in the unmanned aerial vehicle 100 is arbitrary. The warning sound output from the speaker 290 has a sound component directed in the direction of gravity (that is, toward the ground). The warning sound can be heard by a person on the ground when the altitude of the unmanned aerial vehicle 100 drops.

FIG. 5 is a block diagram showing an example of the functional configuration of the UAV control unit 110. The UAV control unit 110 includes an abnormality processing unit 111, a signal determination unit 112, a control mode change unit 113, an altitude acquisition unit 114, a drive current setting unit 115, a rotor blade control unit 116, and a voice control unit 117.

The abnormality processing unit 111 is an example of a detection unit. The signal determination unit 112 is an example of the first determination unit. The control mode changing unit 113 is an example of the changing unit. The altitude acquisition unit 114 is an example of an acquisition unit. The drive current setting unit 115 is an example of the setting unit. The rotor blade control unit 116 is an example of the first control unit. The voice control unit 117 is an example of an output unit.

The abnormality handling unit 111 determines whether or not there is an abnormality in the flight state of the unmanned aerial vehicle 100. When the flight state of the unmanned aerial vehicle 100 is abnormal, the abnormality handling unit 111 detects the flight state abnormality. The flight state of the unmanned aerial vehicle 100 may be indicated by a parameter (also referred to as a flight parameter) indicating the flight state of the unmanned aerial vehicle 100. The flight parameters may include at least one of the drive current for driving the rotorcraft included in the rotorcraft mechanism 210, the acceleration of the unmanned aerial vehicle 100, the speed of the unmanned aerial vehicle 100, and the altitude of the unmanned aerial vehicle 100.

The abnormality handling unit 111 may acquire the current value obtained by the current sensor 213 as an actual value of the drive current (actual measurement value of the drive current).

The abnormality handling unit 111 may acquire the acceleration measured by the inertial measurement unit 250 as an actual value of the acceleration of the unmanned aerial vehicle 100 (actual measurement value of the acceleration). The abnormality processing unit 111 acquires altitude information from the GPS receiver 240, the barometric altimeter 270, or the ultrasonic altimeter 280, and acquires the acceleration calculated by the double differentiation of the altitude information as the measured value of the acceleration of the unmanned aerial vehicle 100. You can do it.

The abnormality handling unit 111 may acquire the acceleration measured by the inertial measurement unit 250, integrate the acceleration, and acquire the actual value (measured value of the speed) of the unmanned aerial vehicle 100. The abnormality processing unit 111 acquires altitude information from the GPS receiver 240, the barometric altimeter 270, or the ultrasonic altimeter 280, and acquires the speed calculated by differentiating the altitude information as the measured value of the speed of the unmanned aerial vehicle 100. Good.

The abnormality processing unit 111 determines that there is an abnormality in the flight state when the measured value of the acceleration in the weight direction of the unmanned aerial vehicle 100 is the threshold th1 (for example, 10 m / s ² , that is, 1 g (g: gravity acceleration)) or more. You may judge. The threshold value th1 may be other than 1 g, for example 0.8 g.

If there is no operation input signal based on the operator's operation on the transmitter 50 as a result of the determination by the signal determination unit 112, the abnormality processing unit 111 may determine that the flight state is abnormal. Further, instead of the operation input signal, the abnormality processing unit 111 may determine whether or not predetermined setting information is stored in the memory 160. This setting information may include an abnormality determination program for determining an abnormality in the flight state.

The abnormality handling unit 111 may acquire a command value (command value of the flight parameter) for commanding the value of the flight parameter. The abnormality handling unit 111 may acquire command values of flight parameters included in the operation input signal from the transmitter 50 via the communication interface 150. The abnormality processing unit 111 may acquire the setting information stored in the memory 160, and may acquire the command value of the flight parameter from this setting information. This setting information may include an abnormality determination program for determining an abnormality in the flight state.

The command values of the flight parameters are the command value of the drive current for commanding the magnitude of the drive current supplied to the drive motor 212, the command value of the acceleration for commanding the magnitude of the acceleration, and the magnitude of the speed. The command value of the speed for commanding the speed may be included.

The abnormality processing unit 111 may acquire the command value of the acceleration included in the operation input signal or the setting information held in the memory 160. The abnormality processing unit 111 converts the command value of the acceleration into the command value of the drive current based on the conversion table (not shown) between the command value of the acceleration and the command value of the drive current, thereby converting the command value of the drive current. You may get it. This conversion table includes information on a one-to-one correspondence between the command value of the acceleration and the command value of the drive current, and may be stored in the memory 160 in advance. The abnormality processing unit 111 may acquire the speed command value by integrating the acceleration command value and calculating the speed command value.

The abnormality processing unit 111 may acquire the command value of the speed included in the operation input signal or the setting information held in the memory 160. The abnormality processing unit 111 converts the speed command value into the drive current command value based on the conversion table (not shown) between the speed command value and the drive current command value, thereby converting the drive current command value. You may get it. This conversion table includes information on a one-to-one correspondence between the command value of the speed and the command value of the drive current, and may be stored in the memory 160 in advance. The abnormality processing unit 111 may acquire the command value of acceleration by differentiating the command value of velocity and calculating the command value of acceleration.

The abnormality handling unit 111 may determine that the flight state of the unmanned aerial vehicle 100 is abnormal when the actually measured value of the parameter with respect to the command value of the flight parameter is not within the predetermined range. For example, the abnormality handling unit 111 may determine that the flight state of the unmanned aerial vehicle 100 is abnormal when the ratio of the measured value of the parameter to the command value of the flight parameter is not within the range of the desired ratio.

When the flight state of the unmanned aerial vehicle 100 is abnormal, the abnormality handling unit 111 may transmit information regarding the flight state abnormality to the transmitter 50 via the communication interface 150. The information regarding the abnormality in the flight state may be information indicating that there is an abnormality in the flight state, or may be information indicating specific contents regarding the abnormality in the flight state (for example, the measured value of the acceleration of the unmanned aerial vehicle 100).

The signal determination unit 112 may determine the presence / absence of an operation input signal from the transmitter 50 via the communication interface 150. That is, the signal determination unit 112 may determine whether or not the operation input signal has been received by the communication interface 150.

The control mode changing unit 113 controls the control mode of the unmanned aerial vehicle 100 during flight. The control mode during flight includes a normal control mode that is executed when there is no abnormality in the flight condition and a safety control mode that is executed when there is an abnormality in the flight condition. The control mode changing unit 113 changes the control mode to the safety control mode when there is an abnormality in the flight state of the unmanned aerial vehicle 100. A plurality of safety control modes may be provided. The unmanned aerial vehicle 100 may include a program that defines a UAV flight control method for each control mode. The program defining this flight control method is held in the memory 160 and can be acquired from the memory 160 and executed when the control mode is set.

The altitude acquisition unit 114 may acquire the altitude information acquired by the GPS receiver 240, the barometric altimeter 270, or the ultrasonic altimeter 280 as the altitude (measured altitude value) of the unmanned aerial vehicle 100. The altitude acquisition unit 114 may acquire the acceleration measured by the inertial measurement unit 250, integrate the acceleration twice, and acquire the measured altitude value of the unmanned aerial vehicle 100.

The drive current setting unit 115 sets a command value of the drive current for driving the drive motor 212. The drive current setting unit 115 may set the command value of the drive current acquired by the abnormality handling unit 111 as the command value of the drive current. The command value of the drive current in the safety control mode may be set larger than the command value of the drive current in the normal control mode.

The rotary blade control unit 116 controls the rotation of the rotary blade 211 by controlling the drive motor 212. The rotor blade control unit 116 supplies a drive current from the power supply (not shown) of the unmanned aerial vehicle 100 to the drive motor 212 based on the command value of the drive current set by the drive current setting unit 115. As the drive current increases, the drive force of the drive motor 212 increases, and the number of rotations of the rotary blade 211 per unit time increases. On the other hand, as the drive current becomes smaller, the driving force of the drive motor 212 becomes smaller, and the rotation speed of the rotary blade 211 per unit time becomes smaller.

The voice control unit 117 may send the voice data to the speaker 290 and have the speaker 290 output the voice data. Audio data broadly includes audio, music, mechanical sound, and other sound data. The voice data may be used as a warning sound indicating a warning. The UAV control unit 110 may acquire the audio data held in the memory 160. The voice data may be received from a server that provides external voice data via the communication interface 150 and held in the memory 160. The voice data may be recorded by the recording function of the unmanned aerial vehicle 100 and held in the memory 160.

Next, a configuration example of the transmitter 50 will be described. FIG. 6 is a perspective view showing an example of the appearance of the transmitter 50. It is assumed that the directions of up, down, front, back, left, and right with respect to the transmitter 50 follow the directions of the arrows shown in FIG. The transmitter 50 is used, for example, in a state of being held by both hands of a person (hereinafter referred to as "operator") who uses the transmitter 50.

The transmitter 50 has, for example, a resin housing 50B having a substantially square bottom surface and a substantially rectangular parallelepiped shape (in other words, a substantially box shape) whose height is shorter than one side of the bottom surface. The left control rod 53L and the right control rod 53R are arranged so as to project from substantially the center of the housing surface of the transmitter 50.

The left control rod 53L and the right control rod 53R are used in operations for remotely controlling the movement of the unmanned aerial vehicle 100 by the operator (for example, forward / backward movement, left / right movement, vertical movement, and direction change of the unmanned aerial vehicle 100). To. In FIG. 6, the positions of the left control rod 53L and the right control rod 53R in the initial state in which no external force is applied from both hands of the operator are shown. The left control rod 53L and the right control rod 53R automatically return to a predetermined position (for example, the initial position shown in FIG. 6) after the external force applied by the operator is released.

The power button B1 of the transmitter 50 is arranged on the front side (in other words, the operator side) of the left control rod 53L. When the power button B1 is pressed once by the operator, for example, the remaining capacity of the battery (not shown) built in the transmitter 50 is displayed on the battery remaining amount display unit L2. When the power button B1 is pressed again by the operator, for example, the power of the transmitter 50 is turned on, and power is supplied to each part (see FIG. 7) of the transmitter 50 so that the transmitter 50 can be used.

The RTH (Return To Home) button B2 is arranged on the front side (in other words, the operator side) of the right control rod 53R. When the RTH button B2 is pressed by the operator, the transmitter 50 transmits a signal to the unmanned aerial vehicle 100 to automatically return to a predetermined position. As a result, the transmitter 50 can automatically return the unmanned aerial vehicle 100 to a predetermined position (for example, the takeoff position stored in the unmanned aerial vehicle 100). The RTH button B2 is used, for example, when the operator loses sight of the unmanned aerial vehicle 100 during aerial photography by the unmanned aerial vehicle 100 outdoors, or when the operator becomes inoperable due to radio wave interference or unexpected trouble. It is available.

A remote status display unit L1 and a battery remaining amount display unit L2 are arranged on the front side (in other words, the operator side) of the power button B1 and the RTH button B2. The remote status display unit L1 is configured by using, for example, an LED (Light Emission Diode), and displays the wireless connection status between the transmitter 50 and the unmanned aerial vehicle 100. The battery remaining amount display unit L2 is configured by using, for example, an LED, and displays the remaining amount of the capacity of the battery (not shown) built in the transmitter 50.

Two antennas AN1 and AN2 are arranged so as to project from the rear side of the left control rod 53L and the right control rod 53R and from the rear side surface of the housing 50B of the transmitter 50. The antennas AN1 and AN2 unmanned a signal (that is, a signal for controlling the movement of the unmanned aerial vehicle 100) generated by the transmitter control unit 61 based on the operation of the left control rod 53L and the right control rod 53R of the operator. Transmit to aircraft 100. This signal is one of the operation input signals input by the transmitter 50. The antennas AN1 and AN2 can cover a transmission / reception range of, for example, 2 km. Further, when the images captured by the image pickup devices 220 and 230 of the unmanned aerial vehicle 100 wirelessly connected to the transmitter 50 or various data acquired by the unmanned aerial vehicle 100 are transmitted from the unmanned aerial vehicle 100 to the antennas AN1 and AN2. In addition, these images or various data can be received.

The display unit DP includes, for example, an LCD (Crystal Liquid Display). The shape, size, and arrangement position of the display unit DP are arbitrary and are not limited to the example of FIG.

FIG. 7 is a block diagram showing an example of the hardware configuration of the transmitter 50. The transmitter 50 includes a left control rod 53L, a right control rod 53R, a transmitter control unit 61, a wireless communication unit 63, a power button B1, an RTH button B2, an operation unit set OPS, and a remote status display unit. The configuration includes L1, a battery remaining amount display unit L2, and a display unit DP. The transmitter 50 is an example of an operating device that instructs control of the unmanned aerial vehicle 100.

The left control rod 53L is used for an operation for remotely controlling the movement of the unmanned aerial vehicle 100 by, for example, the left hand of the operator. The right control rod 53R is used for an operation for remotely controlling the movement of the unmanned aerial vehicle 100 by, for example, the operator's right hand. The movement of the unmanned aircraft 100 is, for example, forward movement, backward movement, left movement, right movement, ascending movement, downward movement, and rotation of the unmanned aircraft 100 to the left. Either movement to move, movement to rotate the unmanned aircraft 100 to the right, or a combination thereof, and so on.

When the power button B1 is pressed once, a signal indicating that it is pressed once is input to the transmitter control unit 61. According to this signal, the transmitter control unit 61 displays the remaining capacity of the battery (not shown) built in the transmitter 50 on the battery remaining amount display unit L2. As a result, the operator can easily check the remaining capacity of the battery built in the transmitter 50. Further, when the power button B1 is pressed twice, a signal indicating that the power button B1 is pressed twice is passed to the transmitter control unit 61. In accordance with this signal, the transmitter control unit 61 instructs the battery (not shown) built in the transmitter 50 to supply power to each unit in the transmitter 50. As a result, the operator can easily start using the transmitter 50 by turning on the power of the transmitter 50.

When the RTH button B2 is pressed, a signal indicating that it is pressed is input to the transmitter control unit 61. The transmitter control unit 61 generates a signal for automatically returning the unmanned aerial vehicle 100 to a predetermined position (for example, the takeoff position of the unmanned aerial vehicle 100) according to this signal, via the wireless communication unit 63 and the antennas AN1 and AN2. Transmit to unmanned aerial vehicle 100. As a result, the operator can automatically return (return) the unmanned aerial vehicle 100 to a predetermined position by a simple operation on the transmitter 50.

The operation unit set OPS is configured by using a plurality of operation units (for example, operation units OP1, ..., Operation unit OPn) (n: an integer of 2 or more). The operation unit set OPS is for supporting remote control of the unmanned aerial vehicle 100 by the transmitter 50 (for example, the transmitter 50) other operation units except the left control rod 53L, the right control rod 53R, the power button B1 and the RTH button B2 shown in FIG. It is composed of various operation units). The various operation units referred to here are, for example, a button for instructing the imaging of a still image using the imaging device 220 of the unmanned aerial vehicle 100, and an instruction for starting and ending recording of a moving image using the imaging device 220 of the unmanned aerial vehicle 100. A button for adjusting the tilt direction of the gimbal 200 (see FIG. 4) of the unmanned aerial vehicle 100, a button for switching the flight mode of the unmanned aerial vehicle 100, and a dial for setting the image pickup device 220 of the unmanned aerial vehicle 100.

Since the remote status display unit L1 and the battery remaining amount display unit L2 have been described with reference to FIG. 6, description thereof will be omitted here.

The transmitter control unit 61 is configured by using a processor (for example, CPU, MPU or DSP). The transmitter control unit 61 performs signal processing for controlling the operation of each unit of the transmitter 50 in a unified manner, data input / output processing with and from other units, data calculation processing, and data storage processing.

The transmitter control unit 61 may generate a signal for controlling the movement of the unmanned aerial vehicle 100 designated by the operation of the left control rod 53L and the right control rod 53R of the operator. The transmitter control unit 61 may transmit the generated signal to the unmanned aerial vehicle 100 via the wireless communication unit 63 and the antennas AN1 and AN2 to remotely control the unmanned aerial vehicle 100. As a result, the transmitter 50 can remotely control the movement of the unmanned aerial vehicle 100.

The signal for controlling the movement of the unmanned aerial vehicle 100 includes a command value of a flight parameter that controls the flight state of the unmanned aerial vehicle 100. In the transmitter control unit 61, the larger the operation amount of the left control rod 53L and the right control rod 53R (that is, the amount of movement of the left control rod 53L or the right control rod 53R with respect to the initial position), the more the command value of the flight parameter (for example, acceleration or acceleration or The speed) may be increased. Considering the direction of movement, the magnitude of this command value is the magnitude of the absolute value of the command value. The transmitter control unit 61 may reduce the command value of the flight parameter as the amount of operation of the left control rod 53L or the right control rod 53R is smaller. The transmitter control unit 61 may generate an operation input signal including a command value of a flight parameter, and transmit the operation input signal to the unmanned aerial vehicle 100 via the wireless communication unit 63.

The transmitter control unit 61 may generate an acceleration command value according to the amount of operation of the left control rod 53L and the right control rod 53R. In this case, when the left control rod 53L and the right control rod 53R are set to the initial positions, the acceleration value becomes 0, and the unmanned aerial vehicle 100 can be instructed to fly at a constant speed.

The transmitter control unit 61 may generate a command value for speed according to the amount of operation of the left control rod 53L and the right control rod 53R. In this case, when the left control rod 53L and the right control rod 53R are set to the initial positions, the speed becomes 0, and a flight instruction (hovering instruction) to the effect that the aircraft does not move to the unmanned aerial vehicle 100 is possible.

The transmitter control unit 61 generates an operation input signal based on an operation on an arbitrary button or an arbitrary operation unit of the transmitter 50, and transmits the operation input signal to the unmanned aerial vehicle 100 via the wireless communication unit 63. You can. In this case, the unmanned aerial vehicle 100 can recognize that it is under the control of the operator of the transmitter 50 by receiving the operation input signal from the transmitter 50.

The transmitter control unit 61 may receive information regarding an abnormality in the flight state of the unmanned aerial vehicle 100 (for example, information indicating that an abnormality has occurred) from the unmanned aerial vehicle 100 via the wireless communication unit 63. The transmitter control unit 61 may present information regarding an abnormality in the flight state of the unmanned aerial vehicle 100. In this case, the transmitter control unit 61 may display information regarding the abnormality of the flight state via the display unit DP. The transmitter control unit 61 may output information regarding an abnormality in the flight state by voice via a voice output unit (speaker, not shown). The transmitter control unit 61 may present information regarding an abnormality in the flight state by vibration via a vibration unit (vibrator, not shown).

The wireless communication unit 63 is connected to the two antennas AN1 and AN2. The wireless communication unit 63 transmits / receives information and data to / from the unmanned aerial vehicle 100 via two antennas AN1 and AN2 using a predetermined wireless communication method (for example, Wifi (registered trademark)).

The display unit DP displays various data. The display unit DP may display information regarding the abnormality of the abnormal state.

The transmitter 50 may be connected to a display terminal (not shown) by wire or wirelessly instead of having the display unit DP. Similar to the display unit DP, the display terminal may display information regarding the abnormality of the flight state of the unmanned aerial vehicle 100. The display terminal may be a smartphone, a tablet terminal, a PC (Personal Computer) or the like.

Next, the transition of the control mode of the unmanned aerial vehicle 100 will be described.

FIG. 8 is a schematic diagram showing a first transition example of the control mode of the unmanned aerial vehicle 100. FIG. 8 shows how the unmanned aerial vehicle 100 falls into an unforeseen situation and the aircraft descends.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T11). In the normal control mode, if there is an abnormality in the flight state of the unmanned aerial vehicle 100 (T12), the control mode changing unit 113 changes the control mode to the safety control mode. In the first transition example, the transition to the first safety control mode is performed. The first safety control mode is a control mode in which the unmanned aerial vehicle 100 decelerates and lowers its altitude to land.

In the first safety control mode, the drive current setting unit 115 sets the command value of the drive current to a command value of the drive current larger than the command value of the drive current before the change to the first safety control mode. As a result, in the unmanned aerial vehicle 100, the rotation speed of the rotor blade 211 increases (T13), the lift in the direction opposite to the gravity direction (that is, the direction in which the unmanned aerial vehicle 100 rises) increases, and the acceleration in the direction opposite to the gravity direction. (Also called upward acceleration) increases.

The first safety control mode is useful when the unmanned aerial vehicle 100 reacts to the command value of the flight parameter to some extent. This is because it is possible to some extent even if the flight control of the unmanned aerial vehicle 100 is incomplete. The case where the unmanned aerial vehicle 100 reacts to some extent may refer to the case where the ratio of the measured value of the flight parameter to the command value of the flight parameter is 0.3 or more. The value 0.3 is an example, and other values may be used.

According to the first safety control mode, the unmanned aerial vehicle 100 can attempt to slow down the descent speed of the unmanned aerial vehicle 100 so that the unmanned aerial vehicle 100 can land safely. For example, by returning the unmanned aerial vehicle 100 to a predetermined position during a period in which the unmanned aerial vehicle 100 is not completely out of order and flight control is possible to some extent, damage to the object due to the unmanned aerial vehicle 100 coming into contact with the object is prevented. Can be prevented. Further, even if it is difficult for the unmanned aerial vehicle 100 to return to a predetermined position, by reducing the descent speed of the unmanned aerial vehicle 100, a person located on the ground confirms the whereabouts of the unmanned aerial vehicle 100 and the unmanned aerial vehicle 100. It can be moved to avoid 100 drop points. Therefore, the unmanned aerial vehicle 100 can reduce the possibility of contact with a person.

The rotary wing control unit 116 may stop the rotary wing 211 after the unmanned aerial vehicle 100 has landed. That is, the unmanned aerial vehicle 100 can ensure safety, reduce damage to objects including the human body, and minimize damage to humans without stopping the rotor blades 211 during flight.

FIG. 9A is a schematic diagram showing a second transition example of the control mode of the unmanned aerial vehicle 100. FIG. 9A shows how the unmanned aerial vehicle 100 falls into an unforeseen situation and the aircraft descends, leading to a fall.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T21). In the normal control mode, if there is an abnormality in the flight state of the unmanned aerial vehicle 100 (T22), the control mode changing unit 113 changes the control mode to the safety control mode. In the second transition example, the transition to the second safety control mode is performed. The second safety control mode is a control mode for stopping the rotation of the rotary blade 211 of the unmanned aerial vehicle 100 at a predetermined altitude H1 (for example, 5 m). The predetermined altitude H1 is an example of the first predetermined altitude.

In the second safety control mode, the drive current setting unit 115 sets the command value of the drive current to a command value of the drive current larger than the command value of the drive current before the change to the second safety control mode. As a result, the number of rotations of the rotor 211 increases (T23), the lift in the direction opposite to the direction of gravity (that is, the direction in which the unmanned aerial vehicle 100 rises) increases, and the acceleration in the direction opposite to the direction of gravity increases.

When the rotary wing control unit 116 detects that the unmanned aerial vehicle 100 is descending and the measured altitude value acquired by the altitude acquisition unit 114 is a predetermined altitude H1 (for example, 5 m), the rotary wing control unit 116 of the rotary wing 211 of the unmanned aerial vehicle 100 Stop the rotation (T24). In this case, the rotary wing control unit 116 may stop the rotation of the rotary wing 211 by setting the command value of the drive current of the drive motor 212 to 0 when the unmanned aerial vehicle 100 reaches a predetermined altitude H1. .. Further, when the unmanned aerial vehicle 100 reaches a predetermined altitude H1, the rotary blade control unit 116 moves and inserts a protrusion (not shown) that hinders the rotation of the rotary blade 211 onto the rotary orbit of the rotary blade 211. By locking the rotation of the rotor 211, the rotation of the rotor 211 may be stopped. As a result, the rotary blade control unit 116 can instantly stop the rotation of the rotary blade 211.

The predetermined altitude H1, which is a threshold value for stopping the rotation of the rotary blade 211, may be a value other than 5 m. When considering reducing the injury of a person existing on the ground, the predetermined altitude H1 may be set to 5 m, which is higher than the height assumed as the person. In addition, when considering reducing damage to specific buildings constructed on the ground (for example, buildings with insufficient durability against external forces, buildings such as important cultural properties), it is assumed to be that building. The predetermined altitude H1 may be set to an arbitrary value higher than the height.

The second safety control mode is useful when the unmanned aerial vehicle 100 does not react very well to the command values of the flight parameters. This is because the flight control of the unmanned aerial vehicle 100 can hardly be performed, and the descent speed of the unmanned aerial vehicle 100 cannot be sufficiently reduced. The case where the unmanned aerial vehicle 100 does not react so much may refer to the case where the ratio of the measured value to the command value of the flight parameter is less than 0.3. The value 0.3 is an example, and other values may be used.

According to the second safety control mode, the unmanned aerial vehicle 100 can reduce the impact force when the rotor 21 comes into contact with an object or the like by stopping the rotation of the rotor 21. Further, the unmanned aerial vehicle 100 can suppress the unmanned aerial vehicle 100 from acquiring a propulsive force in an unexpected direction by the rotary blades 21 continuing to rotate, and can suppress the flight in an unexpected direction. Further, the unmanned aerial vehicle 100 avoids the stop of the rotation of the rotary wing 211 at a high altitude by stopping the rotation of the rotary wing 21 after the unmanned aerial vehicle 100 descends to a predetermined altitude H1, and the unmanned aerial vehicle 100 due to gravity. It is possible to suppress an increase in the degree of danger due to a high-speed fall.

FIG. 9B is a schematic diagram showing a third transition example of the control mode of the unmanned aerial vehicle 100. FIG. 9B shows how the unmanned aerial vehicle 100 falls into an unforeseen situation and the aircraft descends, leading to a fall.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T31). In the normal control mode, if there is an abnormality in the flight state of the unmanned aerial vehicle 100 (T32), the control mode changing unit 113 changes the control mode to the safety control mode. In the third transition example, the transition to the third safety control mode is performed. The third safety control mode is a control mode in which the speaker 290 emits a warning sound indicating an abnormality in the flight state at a predetermined altitude H2 (for example, 10 m). The predetermined altitude H2 is an example of the second predetermined altitude.

In the third safety control mode, the drive current setting unit 115 sets the command value of the drive current to a command value of the drive current larger than the command value of the drive current before the change to the third safety control mode. As a result, the number of rotations of the rotor 211 increases (T33), the lift in the direction opposite to the direction of gravity (that is, the direction in which the unmanned aerial vehicle 100 rises) increases, and the acceleration in the direction opposite to the direction of gravity increases.

When the voice control unit 117 detects that the unmanned aerial vehicle 100 is descending and the measured altitude value acquired by the altitude acquisition unit 114 is a predetermined altitude H2 (for example, 10 m), the voice control unit 117 emits a warning sound (voice output). (T34). The warning sound may be an alert sound, a warning voice message, music indicating a warning, or the like.

The predetermined altitude H2, which is the threshold value for emitting the warning sound, may be a value other than 10 m. For example, the predetermined altitude H2 may be a height at which the warning sound emitted by the unmanned aerial vehicle 100 can be heard by a person existing on the ground. Further, the voice control unit 117 may start outputting a warning sound by the speaker 290 as the shift to the third safety control mode, without giving special consideration to the predetermined altitude H2. The predetermined altitude H2 may be the same as the predetermined altitude H1 described above.

According to the third safety control mode, the unmanned aerial vehicle 100 can output a warning sound from the speaker 290 when there is an abnormality in the flight condition. Therefore, a person existing in the vicinity of the flight of the unmanned aerial vehicle 100 can confirm the warning sound emitted by the unmanned aerial vehicle 100, and by confirming the warning sound, the moving direction of the unmanned aerial vehicle 100 and the position of descent (for example, falling) to the ground can be confirmed. Can be predicted. Therefore, the person who confirms the warning sound can confirm the whereabouts of the unmanned aerial vehicle 100 and move so as to avoid the falling point of the unmanned aerial vehicle 100. Therefore, the unmanned aerial vehicle 100 can reduce the possibility of contact with a person on the ground, and can reduce the possibility of injury of the person due to the contact between the rotor blade 211 and the person.

Each process of the third safety control mode may be executed separately from each process of the second safety control mode, or may be executed together with each process of the second safety control mode.

Next, the abnormality determination based on the command value and the measured value of the flight parameter will be described.

FIG. 10 is a graph showing an example of the relationship between the command value Iin of the drive current for driving the drive motor 212 and the measured value Iout of the drive current. The command value Iin of the drive current and the measured value Iout of the drive current may have a proportional relationship. In this case, the following relationship holds between the command value Iin of the drive current and the measured value Iout of the drive current.
Iout = α1 * Iin
In addition, "α1" is represented by Iout / Iin, and shows the ratio of the measured value of the drive current to the command value of the drive current. That is, α1 indicates the sensitivity to the command value. An asterisk "*" indicates a multiplication code.

When there is no abnormality in the flight state (normal state), a relatively large value can be obtained as the measured value Iout of the drive current with respect to the command value Iin of the drive current. Therefore, the value of the ratio α1 is relatively large. On the other hand, when there is an abnormality in the flight state (abnormal state), a relatively small value can be obtained as the measured value Iout of the drive current with respect to the command value Iin of the drive current. Therefore, if the ratio α1 = a1 in the normal state and the ratio α1 = b1 in the abnormal state, the relationship of a1> b1 is established. a1 is, for example, a value 1.

In FIG. 10, the straight line L1N shows an example of the relationship between the command value of the drive current in the normal state and the measured value of the drive current, and the straight line L1A is the command value of the drive current in the abnormal state and the measured value of the drive current. An example of the relationship with is shown.

The abnormality handling unit 111 acquires the command value Iin of the drive current and the measured value Iout of the drive current. Based on the acquired command value Iin of the drive current and the measured value Iout of the drive current, it may be determined whether the state is the normal state or the abnormal state.

The abnormality processing unit 111 may determine whether the ratio α1 is a normal state or an abnormal state depending on whether the ratio α1 is equal to or more than one threshold value (for example, a value of 0.8) or less than the threshold value. That is, the abnormality processing unit 111 determines that the normal state is obtained when the ratio α1 is within a predetermined range of one threshold value or more, and determines that the abnormal state is outside the predetermined range where the ratio α1 is less than one threshold value. You may judge. As a result, the abnormality processing unit 111 can easily determine whether or not it is in an abnormal state by using one threshold value. The threshold value may be other than the value 0.8, and may be any value between the value 0.5 and the value 0.8.

Further, in the normal state, the value of the measured value Iout of the drive current with respect to the command value Iin of the drive current can be considered to be a value within a predetermined range assumed in advance. On the other hand, in the abnormal state, the actually measured value Iout of the drive current with respect to the command value Iin of the drive current is considered to be a value outside the predetermined range assumed in advance.

Therefore, the exception handling unit 111 uses the upper limit threshold value (for example, value 1.2) and the lower limit threshold value (for example, value 0.8) for comparison with the ratio α1, and the ratio α1 is between the upper limit threshold value and the lower limit threshold value. When the predetermined range (for example, 0.8 ≦ α1 (= a1) ≦ 1.2) is satisfied, it is determined that the normal state is satisfied, and the ratio α1 is out of the predetermined range (for example, α1 (= b1) <0.8,1). When .2 <α1 (= b1)), it may be determined as an abnormal state. That is, if the ratio is within the range of, for example, ± 20% of the value assumed as the ratio in the normal state, it is determined to be the normal state, and if the ratio is outside the range of ± 20%, it is regarded as the abnormal state. You may judge. The value may be other than ± 20%, and may be any value between ± 20% and ± 50%.

By performing an abnormality determination based on the command value and the measured value of the drive current as shown in FIG. 10, when there is an abnormality in the flight state, the unmanned aerial vehicle 100 has the command value of the drive current due to some failure in the unmanned aerial vehicle 100. It can be recognized that the driving force of the driving motor 212 is too small or too large. Therefore, the unmanned aerial vehicle 100 cannot obtain an appropriate ascending force of the unmanned aerial vehicle 100, and can recognize that there is a risk of falling.

FIG. 11A is a graph showing an example of the relationship between the command value Ain of the upward acceleration and the measured value Aout of the upward acceleration. Upward refers to the direction opposite to the direction of gravity. The command value Ain for upward acceleration and the measured value Aout for upward acceleration may have a proportional relationship. In this case, the following relationship holds between the command value Ain for upward acceleration and the measured value Aout for upward acceleration.
Aout = α2 * Ain
In addition, "α2" is represented by Aout / Ain, and indicates the ratio of the measured value of the upward acceleration to the command value of the upward acceleration.

In the normal state, a relatively large value can be obtained as the measured value Aout of the upward acceleration with respect to the command value Ain of the upward acceleration. Therefore, the value of the ratio α2 is relatively large. On the other hand, in the abnormal state, a relatively small value can be obtained as the measured value Aout of the upward acceleration with respect to the command value Ain of the upward acceleration. Therefore, if the ratio α2 = a2 in the normal state and the ratio α2 = b2 in the abnormal state, the relationship of a2> b2 is established. a2 is, for example, a value 1.

In FIG. 11A, the straight line L21N shows an example of the relationship between the command value Ain of the upward acceleration in the normal state and the measured value Aout of the upward acceleration, and the straight line L21A shows the command value Ain of the upward acceleration and the upward acceleration in the abnormal state. An example of the relationship with the measured value Aout of is shown. The straight line L21A detects a downward acceleration even though it is instructed to accelerate upward, indicating that the unmanned aerial vehicle 100 decelerates upward, that is, accelerates downward.

The abnormality processing unit 111 may acquire the command value Ain for the upward acceleration and the measured value Aout for the upward acceleration. The command value Ain for upward acceleration is a component of the command value for acceleration in the direction opposite to the direction of gravity. The measured value Aout of the upward acceleration is a component of the measured value of the acceleration in the direction opposite to the direction of gravity. The abnormality processing unit 111 may determine whether it is a normal state or an abnormal state based on the acquired command value Ain of the upward acceleration and the measured value Aout of the upward acceleration.

The abnormality processing unit 111 may determine whether the ratio α2 is a normal state or an abnormal state depending on whether the ratio α2 is equal to or more than one threshold value (for example, a value of 0.8) or less than the threshold value. That is, the abnormality processing unit 111 determines that the normal state is obtained when the ratio α2 is within a predetermined range of one threshold value or more, and determines that the abnormal state is outside the predetermined range where the ratio α2 is less than one threshold value. You may judge. As a result, the abnormality processing unit 111 can easily determine whether or not it is in an abnormal state by using one threshold value. The threshold value may be other than the value 0.8, and may be any value between the value 0.5 and the value 0.8.

Further, in the normal state, the value of the measured value Aout of the upward acceleration with respect to the command value Ain of the upward acceleration can be considered to be a value within a predetermined range assumed in advance. On the other hand, in the abnormal state, the measured value Aout of the upward acceleration with respect to the command value Ain of the upward acceleration is considered to be a value outside the predetermined range assumed in advance.

Therefore, the exception handling unit 111 uses the upper limit threshold value (for example, value 1.2) and the lower limit threshold value (for example, value 0.8) for comparison with the ratio α2, and the ratio α2 is between the upper limit threshold value and the lower limit threshold value. When the predetermined range (for example, 0.8 ≦ α2 (= a2) ≦ 1.2) is satisfied, it is determined that the normal state is satisfied, and the ratio α2 is out of the predetermined range (for example, α2 (= b2) <0.8,1). When .2 <α2 (= b2)), it may be determined as an abnormal state. That is, if the ratio is within the range of, for example, ± 20% of the value assumed as the ratio in the normal state, it is determined to be the normal state, and if the ratio is outside the range of ± 20%, it is regarded as the abnormal state. You may judge. The value may be other than ± 20%, and may be any value between ± 20% and ± 50%.

When an abnormality is determined in the flight state based on the command value of the upward acceleration and the measured value as shown in FIG. 11A, the unmanned aerial vehicle 100 will refer to the command value of the upward acceleration due to some failure in the unmanned aerial vehicle 100. It can be recognized that the acceleration is too small or too large. Therefore, the unmanned aerial vehicle 100 cannot maintain an appropriate altitude of the unmanned aerial vehicle 100, and can recognize that there is a risk of falling.

In FIG. 11A, the measured value Aout of the upward acceleration with respect to the command value Ain of the upward acceleration was examined, but even if the command value of the acceleration is downward, it is possible to determine the abnormality of the flight state. FIG. 11B is a graph showing an example of the relationship between the command value Ain for downward acceleration and the measured value Aout for downward acceleration. Downward refers to the direction of gravity. In FIG. 11B, the description of the same processing and operation as in FIG. 11A will be omitted or simplified.

The command value Ain of the downward acceleration and the measured value Aout of the downward acceleration may have a proportional relationship. In this case, the following relationship holds between the command value Ain for downward acceleration and the measured value Aout for downward acceleration.
Aout = α3 * Ain
In addition, "α3" is represented by Aout / Ain, and indicates the ratio of the measured value of the downward acceleration to the command value of the downward acceleration.

In the case of downward acceleration, in the normal state, the value of the measured value Aout of the downward acceleration with respect to the command value Ain of the downward acceleration can be considered to be a value within a predetermined range assumed in advance. On the other hand, in the abnormal state, the measured value Aout of the downward acceleration with respect to the command value Ain of the downward acceleration is considered to be a value outside the predetermined range assumed in advance. Further, the risk of the unmanned aerial vehicle 100 falling is high when the measured value Aout of the acceleration excessive to the command value Ain of the downward acceleration is obtained. Therefore, if the ratio α3 = a3 in the normal state and the ratio α3 = b3 in the abnormal state, the relationship of a3 <b3 is established. a3 is, for example, a value 1.

In FIG. 11B, the straight line L22N shows an example of the relationship between the command value Ain of the downward acceleration in the normal state and the measured value Aout of the downward acceleration, and the straight line L22A shows the command value Ain of the downward acceleration and the downward acceleration in the abnormal state. An example of the relationship with the measured value Aout of is shown. The straight line L22A indicates that an excessive downward acceleration is detected with respect to the command value Ain of the downward acceleration, the unmanned aerial vehicle 100 is not properly controlled in flight, and the unmanned aerial vehicle 100 descends rapidly.

The abnormality processing unit 111 may acquire the command value Ain for the downward acceleration and the measured value Aout for the downward acceleration. The downward acceleration command value Ain is a component of the acceleration command value in the direction of gravity. The measured value Aout of the downward acceleration is a component of the measured value of the acceleration in the direction of gravity. The abnormality processing unit 111 may determine whether it is a normal state or an abnormal state based on the acquired command value Ain of the downward acceleration and the measured value Aout of the downward acceleration.

The abnormality processing unit 111 may determine whether the ratio is a normal state or an abnormal state depending on whether the ratio α3 is equal to or more than one threshold value (for example, a value of 1.2) or less than the threshold value. That is, the abnormality processing unit 111 determines that the abnormal state is when the ratio α3 is outside the predetermined range of one threshold value or more, and the normal state when the ratio α3 is within the predetermined range of less than one threshold value. May be determined. As a result, the abnormality processing unit 111 can easily determine whether or not it is in an abnormal state by using one threshold value. The threshold value may be other than the value 1.2, and may be any value between the value 1.2 and the value 1.5.

By performing an abnormality determination based on the command value of the downward acceleration and the measured value as shown in FIG. 11B, when there is an abnormality in the flight state, the unmanned aerial vehicle 100 will refer to the command value of the downward acceleration due to some failure in the unmanned aerial vehicle 100. It can be recognized that the acceleration is excessive. Therefore, the unmanned aerial vehicle 100 is not under appropriate flight control and cannot maintain an appropriate altitude, so that it can be recognized that there is a risk of falling.

FIG. 12A is a graph showing an example of the relationship between the command value Vin of the upward speed and the measured value Vout of the upward speed. The command value Vin of the upward speed and the measured value Vout of the upward speed may have a proportional relationship. In this case, the following relationship holds between the command value Vin of the upward speed and the measured value Vout of the upward speed.
Vout = α4 * Vin
In addition, "α4" is shown by Vout / Vin, and shows the ratio of the measured value of the upward speed with respect to the command value of the upward speed.

In the normal state, a relatively large value can be obtained as the measured value Vout of the upward speed with respect to the command value Vin of the upward speed. Therefore, the value of the ratio α4 is relatively large. On the other hand, in the abnormal state, a relatively small value can be obtained as the measured value Vout of the upward speed with respect to the command value Vin of the upward speed. Therefore, if the ratio α4 = a4 in the normal state and the ratio α4 = b4 in the abnormal state, the relationship of a4> b4 is established. a4 is, for example, a value 1.

In FIG. 12A, the straight line L31N shows an example of the relationship between the command value Vin of the upward speed in the normal state and the measured value Vout of the upward speed, and the straight line L31A is the command value Vin of the upward speed and the upward speed in the abnormal state. An example of the relationship with the measured value of is shown. The straight line L31A detects a downward velocity even though it commands the altitude to rise, indicating that the unmanned aerial vehicle 100 is descending.

The abnormality processing unit 111 may acquire the command value Vin of the upward speed and the measured value Vout of the upward speed. The upward velocity command value Vin is a component of the velocity command value in the direction opposite to the direction of gravity. The measured value Vout of the upward velocity is a component of the measured value of the velocity in the direction opposite to the direction of gravity. The abnormality processing unit 111 may determine whether it is a normal state or an abnormal state based on the acquired command value Vin of the upward speed and the measured value Vout of the upward speed.

The abnormality processing unit 111 may determine whether the ratio α4 is a normal state or an abnormal state depending on whether the ratio α4 is equal to or more than one threshold value (for example, a value of 0.8) or less than the threshold value. That is, the abnormality processing unit 111 determines that the normal state is when the ratio α4 is within a predetermined range of one threshold value or more, and determines that the abnormal state is outside the predetermined range where the ratio α4 is less than one threshold value. You may judge. As a result, the abnormality processing unit 111 can easily determine whether or not it is in an abnormal state by using one threshold value. The threshold value may be other than the value 0.8, and may be any value between the value 0.5 and the value 0.8.

Further, in the normal state, the value of the measured value Vout of the upward speed with respect to the command value Vin of the upward speed can be considered to be a value within a predetermined range assumed in advance. On the other hand, in the abnormal state, the measured value Vout of the upward speed with respect to the command value Vin of the upward speed is considered to be a value outside the predetermined range assumed in advance.

Therefore, the anomaly processing unit 111 uses the upper limit threshold value (for example, value 1.2) and the lower limit threshold value (for example, value 0.8) for comparison with the ratio α4, and the ratio α4 is between the upper limit threshold value and the lower limit threshold value. When the predetermined range (for example, 0.8 ≦ α4 (= a4) ≦ 1.2) is satisfied, it is determined that the normal state is satisfied, and the ratio α4 is out of the predetermined range (for example, α4 (= b4) <0.8,1). When .2 <α4 (= b4)), it may be determined as an abnormal state. That is, if the ratio is within the range of, for example, ± 20% of the value assumed as the ratio in the normal state, it is determined to be the normal state, and if the ratio is outside the range of ± 20%, it is regarded as the abnormal state. You may judge. A value other than ± 20% may be used. The value may be other than ± 20%, and may be any value between ± 20% and ± 50%.

When an abnormality is determined in the flight state based on the command value of the upward speed and the measured value as shown in FIG. 12A, the unmanned aerial vehicle 100 will refer to the command value of the upward speed due to some failure in the unmanned aerial vehicle 100. It can be recognized that the speed is too low or too high. Therefore, the unmanned aerial vehicle 100 cannot maintain an appropriate altitude of the unmanned aerial vehicle 100, and can recognize that there is a risk of falling.

In FIG. 12A, the measured value Vout of the upward speed with respect to the command value Vin of the upward speed was examined, but even if the command value of the speed is downward, it is possible to determine the abnormality of the flight state. FIG. 12B is a graph showing an example of the relationship between the command value Vin of the downward speed and the measured value Vout of the downward speed. In FIG. 12B, description of the same processing and operation as in FIG. 12A will be omitted or simplified.

The command value Vin of the downward speed and the measured value Vout of the downward speed may have a proportional relationship. In this case, the following relationship holds between the command value Vin of the downward speed and the measured value Vout of the downward speed.
Vout = α5 * Vin
In addition, "α5" is shown by Vout / Vin, and shows the ratio of the measured value of the downward velocity with respect to the command value of the downward velocity.

In the case of the downward speed, in the normal state, the value of the measured value Vout of the downward speed with respect to the command value Vin of the downward speed can be considered to be a value within a predetermined range assumed in advance. On the other hand, in the case of an abnormal state, the measured value Vout of the downward speed with respect to the command value Vin of the downward speed is considered to be a value outside the predetermined range assumed in advance. Further, the risk of the unmanned aerial vehicle 100 falling is high when a measured value Vout of an excessive speed is obtained with respect to the command value Vin of the downward speed. Therefore, if the ratio α5 = a5 in the normal state and the ratio α5 = b5 in the abnormal state, the relationship of a5 <b5 is established. a5 is, for example, a value 1.

In FIG. 12B, the straight line L32N shows an example of the relationship between the command value of the downward speed in the normal state and the measured value of the downward speed, and the straight line L32A is the command value of the downward speed and the measured value of the downward speed in the abnormal state. An example of the relationship with is shown. The straight line L32A indicates that an excessive downward speed is detected with respect to the command value of the downward speed, the unmanned aerial vehicle 100 is not properly controlled in flight, and the unmanned aerial vehicle 100 descends rapidly.

The abnormality processing unit 111 may determine whether the ratio is a normal state or an abnormal state depending on whether the ratio α5 is equal to or more than one threshold value (for example, a value of 1.2) or less than the threshold value. That is, the abnormality processing unit 111 determines that the ratio α5 is outside the predetermined range of one threshold value or more, and determines that the ratio α5 is within the predetermined range of less than one threshold value, the normal state. May be determined. As a result, the abnormality processing unit 111 can easily determine whether or not it is in an abnormal state by using one threshold value. The threshold value may be other than the value 1.2, and may be any value between the value 1.2 and the value 1.5.

As shown in FIG. 12B, when an abnormality is determined based on the command value of the downward speed and the measured value, and there is an abnormality in the flight state, the unmanned aerial vehicle 100 will refer to the command value of the downward speed due to some failure in the unmanned aerial vehicle 100. You can recognize that the speed is excessive. Therefore, the unmanned aerial vehicle 100 is not under appropriate flight control and cannot maintain an appropriate altitude, so that it can be recognized that there is a risk of falling.

FIG. 13A is a schematic view showing a first presentation example of an abnormality in the flight state of the unmanned aerial vehicle 100 by the transmitter 50. As shown in FIG. 13A, the transmitter 50 may include an abnormality display unit L3 as a means for displaying an abnormality in the flight state of the unmanned aerial vehicle 100. The abnormality display unit L3 may be configured by using an LED.

When the transmitter control unit 61 receives the information regarding the abnormality of the flight state of the unmanned aerial vehicle 100 via the wireless communication unit 63, the abnormality display unit L3 may display the information regarding the abnormality. When the abnormality display unit L3 receives information regarding an abnormality in the flight state, the LED lighting mode (for example, lighting, blinking, extinguishing) may be changed. When the abnormality display unit L3 receives the information regarding the abnormality of the flight state, the color of the LED may be changed (for example, changed to red). When the abnormality display unit L3 receives information regarding an abnormality in the flight state, the blinking pattern of the LED may be changed. In FIG. 13A, the abnormality display unit L3 is lit to indicate that there is an abnormality in the flight state.

FIG. 13B is a schematic view showing a second presentation example of an abnormality in the flight state of the unmanned aerial vehicle 100 by the transmitter 50.

When the transmitter control unit 61 receives the information regarding the abnormality of the flight state of the unmanned aerial vehicle 100 via the wireless communication unit 63, the display unit DP may display the information regarding the abnormality. The transmitter control unit 61 may display the information regarding the flight condition abnormality received via the wireless communication unit 63 as it is on the display unit DP, or process the received information regarding the flight condition abnormality. It may be displayed on the display unit DP. In FIG. 13B, the display unit DP displays the character message “Flight abnormality has occurred!” As an example of the message notifying the abnormality. In addition, other character messages may be displayed on the display unit DP, specific contents regarding the abnormality of the flight state (for example, information indicating the measured value of the acceleration) may be displayed, or the flight state may be displayed. A predetermined figure or symbol may be displayed to indicate an abnormality.

As shown in FIG. 13A or FIG. 13, the unmanned aerial vehicle 100 notifies the transmitter 50 of the abnormality in the flight state, and the transmitter 50 displays the information regarding the abnormality, so that the operator of the transmitter 50 can change the unmanned aerial vehicle 100. You can check the abnormal flight condition of. Therefore, the operator may try to stabilize the flight state of the unmanned aerial vehicle 100 by operating the unmanned aerial vehicle 100 in which the abnormality has occurred so as to change the flight parameters of the unmanned aerial vehicle 100 by using the transmitter 50. it can.

Next, an operation example of the unmanned aerial vehicle 100 will be described.
14A and 14B are flowcharts showing an operation example of the unmanned aerial vehicle 100.

First, the abnormality processing unit 111 acquires the measured value of the acceleration, for example, in the normal control mode (S11).

The anomaly processing unit 111 calculates the motion vector (value of the gravity direction component) in the gravity direction of the measured value of the acquired acceleration (S12). It is assumed that the value of the gravity direction component of the measured value of the acceleration here is indicated by the measured value of the upward acceleration.

The abnormality handling unit 111 determines whether or not the value of the gravity direction component of the measured value of the acceleration is ^{equal to or less than the threshold value th11 (for example, −10 m / s 2} , that is, 1 G) (S13). That is, the abnormality processing unit 111 determines whether or not the measured value of the upward acceleration is equal to or less than the threshold value th11. When the unmanned aerial vehicle 100 is descending, the measured value of the upward acceleration is a negative value. The threshold value th11 has a sign opposite to that of the threshold value th1. When the value of the gravity direction component of the measured value of the acceleration is larger than the threshold value th11 (No in S13), the process proceeds to S11.

When the unmanned aerial vehicle 100 falls freely, it flies at an upward acceleration of the threshold value th11 or less. On the other hand, when the unmanned aerial vehicle 100 descends by, for example, being operated by the transmitter 50, the unmanned aerial vehicle 100 flies at an upward acceleration of the threshold value th11 or higher. Therefore, the threshold th11 makes it possible to distinguish between free fall and operational descent.

When the value of the gravity direction component of the measured acceleration value is equal to or less than the threshold value th11 (Yes in S13), the abnormality processing unit 111 performs a predetermined time T1 after the value of the gravity direction component of the actually measured acceleration value becomes the threshold value th11 or less. It is determined whether or not (for example, 1 second) has elapsed (S14). If the predetermined time T1 has not elapsed since the value of the gravity direction component of the measured value of the acceleration becomes the threshold value th11 or less (No in S14), the process proceeds to S11.

When a predetermined time T1 elapses after the value of the gravity direction component of the measured value of the acceleration becomes the threshold value th11 or less (Yes in S14), the signal determination unit 112 receives an operation input from the transmitter 50 via the communication interface 150. It is determined whether or not the signal has been acquired (S15). If the operation input signal has not been acquired, the process proceeds to S19.

When the operation input signal is acquired, the abnormality processing unit 111 acquires the command value of the flight parameter included in the operation input signal (S16).

The abnormality handling unit 111 acquires the measured value of the flight parameter which is the same as the command value of the flight parameter acquired in S16 (S17).

The abnormality handling unit 111 determines whether or not the ratio of the command value of the flight parameter and the actually measured value of the flight parameter is out of the predetermined range (S18). When the ratio of the command value of the flight parameter and the measured value of the flight parameter is within the predetermined range (No in S18), the process proceeds to S11. That is, the abnormality handling unit 111 determines that the descent of the unmanned aerial vehicle 100 is due to the intention of the operator and that there is no abnormality in the flight state.

When the ratio of the command value of the flight parameter to the measured value of the flight parameter is out of the predetermined range (Yes in S18), the abnormality handling unit 111 determines that the flight state of the unmanned aerial vehicle 100 is abnormal. That is, the abnormality handling unit 111 recognizes that the unmanned aerial vehicle 100 behaves in a manner that does not meet the intention of the operator of the transmitter 50 due to an abnormality such as a failure.

When the operation input signal is acquired by S15 to S18 but the unmanned aerial vehicle 100 continues to descend, the abnormality processing unit 111 refers to the measured value (that is, the response of the unmanned aerial vehicle 100) with respect to the command value of the flight parameter. It is possible to determine whether or not the descent is due to a failure of the unmanned aerial vehicle 100 or the like. For example, if the ratio of the measured value / command value of the flight parameter is smaller than that in the normal case, it can be determined that a failure has occurred in which the ascending force is insufficient. For example, the abnormality handling unit 111 can detect the occurrence of a failure when the measured values of the downward acceleration and the downward speed are detected with respect to the upward acceleration command and the upward speed command.

When the ratio of the command value of the flight parameter to the measured value of the flight parameter is out of the predetermined range (Yes in S18), the control mode changing unit 113 changes the control mode to the safety control mode (S19). Here, the mode is changed to the second safety control mode.

The drive current setting unit 115 sets the drive current of the rotary blade 211 to a predetermined current (for example, the maximum drive current) by increasing the drive current before changing to the safety control mode (S21). The drive current setting unit 115 sends the command value of the set drive current to the rotor blade control unit 116.

The altitude acquisition unit 114 acquires altitude information related to the altitude of the unmanned aerial vehicle 100 (S22). Altitude information may be obtained on a regular basis. The altitude acquisition unit 114 sends altitude information to the rotor blade control unit 116.

The rotor blade control unit 116 determines whether or not the altitude indicated by the acquired altitude information is equal to or lower than a predetermined altitude H1 (for example, 5 m) (S23). When the altitude indicated by the altitude information is higher than the predetermined altitude H1 (No in S23), the process proceeds to S22.

When the altitude indicated by the altitude information is equal to or lower than the predetermined altitude H1 (Yes in S23), the rotary blade control unit 116 stops the rotation of the rotary blade 211 (S24).

According to the processing of FIGS. 14A and 14B, the unmanned aerial vehicle 100 determines whether or not there is an abnormality in the flight state by using the measured values of the flight parameters. When there is an abnormality in the flight state, the unmanned aerial vehicle 100 can take care so that the rotating rotary wing 211 does not come into direct contact with an object (including the human body) by shifting the control mode to the safety control mode. As a result, the unmanned aerial vehicle 100 can reduce the impact force on the object caused by the rotation of the rotary blade 211. Therefore, the unmanned aerial vehicle 100 can suppress the destruction of the object and reduce the injury of the human body.

Further, the unmanned aerial vehicle 100 can determine that the unmanned aerial vehicle 100 is in a state close to free fall when the acceleration in the direction of gravity is large. In this case, it can be estimated that the unmanned aerial vehicle 100 is not under the control of the operator of the transmitter 50, and it can be determined that there is an abnormality in the flight state. This is because a state close to free fall is not detected when the transmitter 50 is under the control of the operator.

Further, the unmanned aerial vehicle 100 can determine that there is an abnormality in the flight state based on the fact that the acceleration in the gravity direction continues for a long time. Therefore, the unmanned aerial vehicle 100 can suppress the determination of an abnormality even though there is no abnormality in the flight state, such as when the unmanned aerial vehicle 100 suddenly falls due to a sudden gust, and the abnormality detection accuracy is improved. it can.

Further, when the operation input signal is not acquired in S15, the unmanned aerial vehicle 100 recognizes that the unmanned aerial vehicle 100 is not under the control of the operator of the transmitter 50, and determines that the flight state is abnormal. it can. Therefore, even if the transmitter 50 deviates from the scheduled flight course and the transmitter 50 and the unmanned aerial vehicle 100 cannot communicate with each other, the unmanned aerial vehicle 100 detects an abnormality in the flight state and changes to the safety control mode. it can.

Further, when the ratio of the command value of the flight parameter to the measured value of the flight parameter is out of the predetermined range, the unmanned aerial vehicle 100 has a command value due to an abnormality in various sensors and the rotor blade mechanism 210 of the unmanned aerial vehicle 100. It can be detected that the operation of the unmanned aerial vehicle 100 is not reached. Therefore, it can be detected that the unmanned aerial vehicle 100 does not perform the flight operation with respect to the command value related to the descent of the unmanned aerial vehicle 100, but is in an abnormal state of the flight state of the unmanned aerial vehicle 100. Further, by performing the determination of whether or not the state is close to free fall and the determination of the value based on the measured value with respect to the command value of the flight parameter, the accuracy of determining the abnormality of the flight state can be improved.

Further, the flight parameters for which the command value and the measured value are compared may include the drive current, the acceleration of the unmanned aerial vehicle 100, and the speed of the unmanned aerial vehicle 100. Therefore, the unmanned aerial vehicle 100 can detect an abnormality of the rotary wing mechanism 210 when the flight parameter includes the drive current. For example, when a frictional force is generated between the rotary blade 211 and its rotary shaft (not shown) due to deterioration, the rotational force of the rotary blade 211 based on the drive current is regulated by the frictional force, and the command value of the drive current is regulated. The measured value of the drive current can be small. In this case, when the measured value of the drive current with respect to the command value of the drive current reaches outside the predetermined range, an abnormality in the flight state can be detected. Further, when the flight parameter includes acceleration, the unmanned aerial vehicle 100 accelerates due to the rotation of the rotary wing 211 by the rotary wing mechanism 210. Therefore, if there is no abnormality in the rotary wing mechanism 210, the sensor for detecting the acceleration. (For example, the inertial measurement unit 250) can detect an abnormality. Further, when the flight parameter includes speed, the unmanned aircraft 100 moves due to the rotation of the rotor blade 211 by the rotor blade mechanism 210. Therefore, if there is no abnormality in the rotor blade mechanism 210, the sensor related to speed detection. Abnormalities (for example, inertial measurement unit 250, pressure altimeter 270, ultrasonic altimeter 280) can be detected.

Further, the unmanned aerial vehicle 100 can determine the abnormality of the flight state according to the intention of the operator of the transmitter 50 by acquiring the command value of the flight parameter included in the operation input signal.

Further, in S15 to S18, instead of the flight parameters included in the operation input signal, the flight parameters included in the setting information related to the abnormality determination program held in the memory 160 may be used. As a result, the unmanned aerial vehicle 100 can determine the presence or absence of an abnormality in the flight state by using the command value and the actually measured value of the flight parameters without acquiring the operation input signal from the transmitter 50. Therefore, even if the wireless communication environment is poor due to the positional relationship between the unmanned aerial vehicle 100 and the transmitter 50, for example, the unmanned aerial vehicle 100 can determine an abnormality in the flight state by using the command value and the measured value of the flight parameters included in the setting information. Can be implemented.

In FIG. 14A, the abnormality processing unit 111 may determine the presence or absence of an abnormality in the flight state without considering the acquisition of the operation input signal from the transmitter 50. That is, when S15 to S18 are omitted and S14 is Yes, the process may proceed to S19.

Further, in FIG. 14A, the abnormality processing unit 111 may omit the determination of the passage of the predetermined time T1 in S14. As a result, the unmanned aerial vehicle 100 can shorten the period required for determining the abnormality of the flight state.

Further, in FIG. 14A, the abnormality processing unit 111 repeats the processes of S11 to S13 a predetermined number of times, and in any of the times, when the value of the gravity direction component of the measured value of the acceleration is equal to or less than the threshold value th11, the abnormality processing unit 111 is set to S14. You can proceed.

Further, in FIG. 14B, the rotary blade control unit 116 may omit stopping the rotation of the rotary blade 211 when the altitude of the unmanned aerial vehicle 100 is equal to or lower than the predetermined altitude H1. That is, S22 to S24 may be omitted.

(Second Embodiment)
In the second embodiment, it is illustrated that the safety control mode includes a control mode for operating the airbag.

The flight system 10A (not shown) in the second embodiment includes an unmanned aerial vehicle 100A (see FIGS. 15 and 16) and a transmitter 50. In the second embodiment, the description of the same configuration and operation as in the first embodiment will be omitted or simplified.

FIG. 15 is a block diagram showing an example of the hardware configuration of the unmanned aerial vehicle 100A. Compared to the unmanned aerial vehicle 100 in the first embodiment, the unmanned aerial vehicle 100A further includes an airbag 310 and a gas generator 320, and includes a UAV control unit 110A instead of the UAV control unit 110. In the unmanned aerial vehicle 100A of FIG. 15, the same components as those of the unmanned aerial vehicle 100 of FIG. 4 are designated by the same reference numerals, and the description thereof will be omitted or simplified. The airbag 310 is an example of a cushioning material.

The airbag 310 may be housed in the UAV body 102 in the contracted state. The airbag 310 may be folded, rolled or bundled in the contracted state. The airbag 310 may be made of a woven fabric, an airbag, an elastomeric material, or other flexible material. The airbag 310 may be made of nylon fabric, polyester fabric, or vinyl chloride.

In the deployed state, the airbag 310 receives gas from the gas generator 320 and deploys toward the outside of the UAV main body 102. The airbag 310 is deployed so as to surround the plurality of rotor blades 211. In the unfolded state, the airbag 310 has a spherical shape, an elliptical shape, a cylindrical shape, a prismatic shape, a torus shape, a deer drop shape, a flattened spherical shape or an elliptical shape, another polygonal shape, a ball shape, or another shape. Good.

The number of airbags 310 is arbitrary, and may be one, the same as the number of rotors 211, or other than that. A plurality of rotors 211 may be surrounded by one airbag 310 in the deployed state. Each of the plurality of rotary blades 211 may be surrounded by each of the plurality of airbags 310 in the deployed state. In the deployed state, two or more rotors 211 of the plurality of rotors 211 are surrounded by one airbag 310, so that the plurality of airbags 310 surround all of the plurality of rotors 211. You can.

The gas generator 320 may be connected to the airbag 310 via a flow path, pipe, passageway, opening or other connection. The gas generator 320 may ignite at a predetermined timing, generate gas by a chemical reaction due to combustion, and supply the gas to the airbag 310. The gas generator 320 may put the gas in the tank in advance and start ejecting the gas at a predetermined timing to supply the gas to the airbag 310. The number of gas generators 320 is arbitrary, and may be one, the same as the number of airbags 310, or other than that.

FIG. 16 is a block diagram showing an example of the functional configuration of the UAV control unit 110A. The UAV control unit 110A further includes a deployment control unit 118 as compared with the UAV control unit 110. The deployment control unit 118 is an example of the second control unit and the third control unit. In the UAV control unit 110A of FIG. 16, the same components as those of the UAV control unit 110 of FIG. 5 are designated by the same reference numerals, and the description thereof will be omitted or simplified.

The deployment control unit 118 controls to deploy the airbag 310 at a predetermined timing. For example, the deployment control unit 118 generates gas at a predetermined timing (for example, when the flight altitude drops to a predetermined altitude H1) when the abnormality processing unit 111 determines that the flight state of the unmanned aerial vehicle 100A is abnormal. A deployment command is sent to the device 320. The gas generator 320 ignites in response to an ignition command from the deployment control unit 118 to deploy the airbag 310.

Next, the transition of the control mode of the unmanned aerial vehicle 100A will be described.

FIG. 17 is a schematic diagram showing a transition example of the control mode of the unmanned aerial vehicle 100A. FIG. 17 shows how the unmanned aerial vehicle 100A falls into an unforeseen situation and the aircraft descends, leading to a fall.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T41). In the normal control mode, if there is an abnormality in the flight state of the unmanned aerial vehicle 100A (T42), the control mode changing unit 113 changes the control mode to the safety control mode. In this transition example, the transition to the fourth safety control mode is performed. The fourth safety control mode is a control mode in which the airbag 310 is deployed so as to cover the rotary blade 211 of the unmanned aerial vehicle 100A at a predetermined altitude H1 (for example, 5 m). The predetermined altitude H1 is an example of the third predetermined altitude.

In the fourth safety control mode, the drive current setting unit 115 increases the command value of the drive current from the command value of the drive current before the change to the fourth safety control mode. As a result, the number of rotations of the rotor 211 increases (T43), the lift in the direction opposite to the direction of gravity (that is, the direction in which the unmanned aerial vehicle 100A rises) increases, and the upward acceleration increases.

When the deployment control unit 118 detects that the unmanned aerial vehicle 100A is descending and the measured altitude value acquired by the altitude acquisition unit 114 is the predetermined altitude H1 (for example, 5 m), the deployment control unit 118 sends a deployment command to the gas generator 320. Ignite and deploy the airbag 310 (T44).

The predetermined altitude H1, which is a threshold value for deploying the airbag 310, may be a value other than 5 m. When considering reducing the injury of a person existing on the ground, the threshold value may be set to 5 m, which is higher than the height assumed as the person. In addition, when considering reducing damage to specific buildings built on the ground (for example, buildings with insufficient durability against external forces, buildings such as important cultural properties), it is assumed to be that building. It may be set to any threshold value higher than the height.

The fourth safety control mode is useful when the unmanned aerial vehicle 100A does not respond very much to the command values of the flight parameters. This is because the flight control of the unmanned aerial vehicle 100A can hardly be performed, and the descent speed of the unmanned aerial vehicle 100A cannot be sufficiently reduced. The case where the unmanned aerial vehicle 100A does not react so much may refer to the case where the ratio of the measured value to the command value of the flight parameter is less than 0.3.

According to the fourth safety control mode, the unmanned aerial vehicle 100A can suppress the contact of the object with the rotary wing 211 by surrounding the rotary wing 211 with the airbag 310. Further, in the unmanned aerial vehicle 100A, the portion in contact with the object is more likely to be a cushioning material, and the impact force on the object can be reduced. Further, the unmanned aerial vehicle 100A suppresses a decrease in lift due to the rotary wing 211 being surrounded by the airbag 310 by deploying the airbag 310 after the unmanned aerial vehicle 100A descends to a predetermined altitude H1, due to gravity. It is possible to suppress an increase in the degree of danger due to the unmanned aerial vehicle 100A falling at high speed.

Next, a structural example of the unmanned aerial vehicle 100A in a state where the airbag 310 is deployed will be described. Here, "downward" is the direction of the image pickup apparatus 220 (for example, the direction of gravity) as seen from the UAV main body 102. “Upper” is the direction opposite to that of the image pickup apparatus 220 as seen from the UAV main body 102 (for example, the direction opposite to the direction of gravity). The "side" is the direction perpendicular to the bottom and top.

FIG. 18A is a front view showing an example of an unmanned aerial vehicle 100A in a state where the airbag 310 is deployed when one airbag 310 covers the four rotor blades 211.

The unmanned aerial vehicle 100A may have one airbag 310 and a plurality (eg, four) rotors 211. The airbag 310 may surround at least a part of the outer circumference of the plurality of rotor blades 211 in the deployed state.

By surrounding the outer periphery of the plurality of rotor blades 211, one airbag 310 contacts the airbag 310 before the plurality of rotor blades 211 come into contact with the object, for example, when the unmanned aerial vehicle 100A falls rapidly. The possibility is high. Therefore, the unmanned aerial vehicle 100A can reduce the possibility that the object comes into contact with the plurality of rotating rotors 211, and can reduce the damage to the object by the rotating rotors 211.

Further, in the unmanned aerial vehicle 100A, by surrounding the entire rotor blades 211 with one airbag 310, it is possible to prevent the generation of airflow between the rotor blades 211. For example, it becomes easier to take a horizontal attitude and the flight attitude. It becomes easier to stabilize.

FIG. 18B is a front view showing a first example of the unmanned aerial vehicle 100A through which a part of the airbag 310 of FIG. 18A is seen through.

The UAV main body 102 has an upper housing 102a and a lower housing 102b. The upper housing 102a is located above the lower housing 102b. The lower housing 102b is located below the upper housing 102a. The upper housing 102a may have an opening 103. The opening 103 may be formed in the upper housing 102a at the central portion 102c of the cross section of the UAV main body 102 viewed from above. The UAV main body 102 may have an accommodating portion 104 for accommodating the contracted airbag 310 inside the UAV main body 102 connected to the opening 103. The shape of the accommodating portion 104 and the arrangement position in the UAV main body 102 are arbitrary. An accommodator (not shown) for accommodating the contracted airbag 310 may be provided separately from the UAV main body 102. In this case, the container may be provided near the opening 103.

When the airbag 310 receives gas from the gas generator 320 under the control of the deployment control unit 118, the airbag 310 is discharged from the contracted state housed in the storage unit 104 to the outside of the UAV main body 102 through the opening 103. It will be in the expanded state. In this case, the airbag 310 wraps around the plurality of rotary blades 211 and deploys. The airbag 310 first covers the side of each of the plurality of rotor blades 211 on the central portion 102c side of the upper housing 102a. The airbag 310 then covers above each of the plurality of rotors 211. Next, the airbag 310 covers the outer peripheral side (opposite side to the central portion 102c side) of each of the plurality of rotary blades 211. The airbag 310 may then cover at least a portion of the plurality of rotors 211 below each outer peripheral side.

In the unmanned aerial vehicle 100A, the airbag 310 wraps around from the opening 103 of the UAV main body 102 and surrounds at least a part (for example, upward and lateral) of the plurality of rotors 211 in the direction of gravity from the rotors 211 side. Even if it falls, it is possible to prevent the rotor blade 211 from coming into contact with an object. Therefore, even if the rotary blade 211 is rotating, damage to the object caused by the rotating rotary blade 211 can be reduced.

FIG. 18C is a front view showing a second example of the unmanned aerial vehicle 100A through which a part of the airbag 310 of FIG. 18A is seen through. FIG. 18D is a plan view of the unmanned aerial vehicle 100A of FIG. 18C as viewed from above.

The upper housing 102a and the lower housing 102b of the UAV main body may have an opening 105 at a lateral end. The opening 105 may be formed including the arrangement position of the rotary blade 211 in the cross section of the UAV main body 102 viewed from above. The UAV main body 102 may have an accommodating portion 106 for accommodating the contracted airbag 310 inside the UAV main body 102 connected to the opening 105. The shape of the accommodating portion 106 and the arrangement position in the UAV main body 102 are arbitrary.

When the airbag 310 receives gas from the gas generator 320 under the control of the deployment control unit 118, the airbag 310 is discharged from the contracted state accommodated in the accommodating unit 106 to the outside of the UAV main body 102 through the opening 105. It will be in the expanded state. In this case, the airbag 310 wraps around the plurality of rotary blades 211 and deploys. The airbag 310 first covers the lower side of each of the plurality of rotary blades 211 on the outer peripheral side. Next, the airbag 310 covers the outer peripheral side of each of the plurality of rotary blades 211. The airbag 310 may then cover at least a portion above each of the plurality of rotors 211.

In the unmanned aerial vehicle 100A, the airbag 310 wraps around from the opening 105 of the UAV main body 102 and surrounds at least a part (for example, downward and lateral) of the plurality of rotors 211 in the direction of gravity from the image pickup device 220 side. Even if it falls, it is possible to prevent the rotor blade 211 from coming into contact with an object. Therefore, even if the rotary blade 211 is rotating, damage to the object caused by the rotating rotary blade 211 can be reduced.

Further, in the unmanned aerial vehicle 100A, even if an airflow is generated due to the descent of the unmanned aerial vehicle 100A, the airflow tends to apply a force to the airbag 310 in the direction opposite to the direction of gravity. Therefore, in the unmanned aerial vehicle 100A, the lower side and the side surface of the rotary blade 211 are easily covered by the airbag 310. Therefore, the unmanned aerial vehicle 100A has a high probability that the airbag 310 can preferably surround the rotor blade 211 even for a short time immediately before the ground falls.

FIG. 19A is a front view showing an example of an unmanned aerial vehicle 100A in a state where the airbags 310 are deployed when the four rotors 310 cover the four rotor blades 211.

The unmanned aerial vehicle 100A may have a plurality of (eg, 4) airbags 310 and a plurality of (eg, 4) rotors 211. Each of the plurality of airbags 310 may surround at least a part of the circumference of each of the plurality of rotary blades 211 in the deployed state.

Each of the plurality of airbags 310 surrounds the outer periphery of each of the plurality of rotors 211, so that, for example, when the unmanned aerial vehicle 100A falls rapidly, the airbags 211 before the plurality of rotors 211 come into contact with an object. It is more likely to come into contact with 310. Therefore, the unmanned aerial vehicle 100A can reduce the possibility that the object comes into contact with the plurality of rotating rotors 211, and can reduce the damage to the object by the rotating rotors 211.

Further, since it is sufficient for one airbag 310 to surround one rotor blade 211, the size of one airbag 310 can be reduced. Therefore, the storage space of the airbag 310 is reduced, and the space inside the main body of the unmanned aerial vehicle 100A can be effectively used. Further, since the size of the airbag 310 is small, the unmanned aerial vehicle 100A can shorten the time from the deployment command of the airbag 310 to the completion of deployment, and can improve the safety around the rotor blade 211 at an early stage.

FIG. 19B is a front view showing an example of an unmanned aerial vehicle 100A through which a part of the airbag 310 of FIG. 19A is seen through. FIG. 19C is a plan view of the unmanned aerial vehicle 100A of FIG. 19B as viewed from above.

The upper housing 102a and the lower housing 102b of the UAV main body 102 may have a plurality (for example, four) openings 107 at the lateral ends. Each of the plurality of openings 107 may be formed around the respective arrangement positions of the rotary blades 211 in the cross section of the UAV main body 102 viewed from above.

The UAV main body 102 may be connected to each of the plurality of openings 107 and may have a plurality of (for example, four) accommodating portions 108 for accommodating the contracted airbag 310 inside the UAV main body 102. The shape of the plurality of accommodating portions 108 and the arrangement position in the UAV main body 102 are arbitrary. Further, a plurality of accommodators (not shown) for accommodating the contracted airbag 310 may be provided separately from the UAV main body 102. In this case, each of the plurality of containers may be provided in the vicinity of each of the plurality of openings 107.

When each airbag 310 receives gas from the gas generator 320 under the control of the deployment control unit 118, each airbag 310 is accommodated in each of the plurality of accommodating units 108 from a contracted state through each of the plurality of openings 107. Then, it is released to the outside of the UAV main body 102 and becomes a deployed state. In this case, each airbag 310 wraps around and deploys around each rotor 211. Each airbag 310 first covers the bottom of each rotor 211. Next, each airbag 310 covers the outer peripheral side and the central portion 201c side of each rotary blade 211. Each airbag 310 may then cover at least a portion above each rotor 211.

In the unmanned aerial vehicle 100A, each of the plurality of airbags 310 wraps around from each of the openings 105 of the UAV body 102 and surrounds at least a portion (eg, downward and lateral) of each of the plurality of rotors 211. As a result, the unmanned aerial vehicle 100A can prevent the rotary blade 211 from coming into contact with the object even when the unmanned aerial vehicle 100A falls from the image pickup device 220 side in the direction of gravity. Therefore, even if the rotary blade 211 is rotating, damage to the object caused by the rotating rotary blade 211 can be reduced.

Further, in the unmanned aerial vehicle 100A, even if an airflow is generated due to the descent of the unmanned aerial vehicle 100A, the airflow tends to apply a force to the airbag 310 in the direction opposite to the direction of gravity. Therefore, in the unmanned aerial vehicle 100A, the lower side and the side surface of the rotary blade 211 are easily covered by the airbag 310. Therefore, the unmanned aerial vehicle 100A has a high probability that the airbag 310 can preferably surround the rotor blade 211 even for a short time immediately before the ground falls.

Next, an operation example of the unmanned aerial vehicle 100A will be described.

FIG. 20 is a flowchart showing an operation example of the unmanned aerial vehicle 100A. In FIG. 20, the same step numbers are assigned to the same processes as those shown in FIGS. 14A and 14B, and the description thereof will be omitted or simplified.

First, although not shown, the unmanned aerial vehicle 100A executes the processes of S11 to S19 of FIG. 14A in the same manner as in the first embodiment. By the process of S19, the control mode of the unmanned aerial vehicle 100A shifts to the fourth safety control mode, which is one of the safety control modes. Upon transition to the fourth safety control mode, the unmanned aerial vehicle 100A performs the processes S21 to S24.

When the rotation of the rotary blade 211 is stopped in S24, the deployment control unit 118 deploys the airbag 310 (S31).

According to the process of FIG. 20, since at least a part around the rotary blade 211 is covered with the airbag 310, the unmanned aerial vehicle 100A can prevent the airbag 310 from coming into direct contact with the object.

Further, the deployment control unit 118 may deploy the airbag 310 when the rotation of the rotary blade 211 is stopped. Whether or not the rotation of the rotary blade 211 is stopped may be determined by the rotary blade control unit 116. The rotor blade control unit 116 acquires detection information from, for example, an infrared sensor (not shown) or a magnetic force sensor (not shown) included in the unmanned aerial vehicle 100A, and based on this detection information, whether or not the rotation of the rotor blade 211 is stopped. May be determined. The rotor blade control unit 116 is an example of a second determination unit.

In the unmanned aerial vehicle 100A, when the rotation of the rotary blade 211 is stopped, the airbag 310 can be deployed to prevent the airbag 310 from being damaged by the rotation of the rotary blade 211. Therefore, there is a high possibility that the rotor blade 211 is protected by the undamaged airbag 310, and the unmanned aerial vehicle 100A can reduce the damage to the object.

Although the present disclosure has been described above using the embodiments, the technical scope of the present disclosure is not limited to the scope described in the above-described embodiments. It will be apparent to those skilled in the art to make various changes or improvements to the embodiments described above. It is clear from the description of the claims that the form with such changes or improvements may be included in the technical scope of the present disclosure.

The execution order of each process such as operation, procedure, step, and step in the device, system, program, and method shown in the claims, the specification, and the drawing is particularly "before" and "prior to". As long as the output of the previous process is not used in the subsequent process, it can be realized in any order. Even if the scope of claims, the specification, and the operation flow in the drawings are explained using "first", "next", etc. for convenience, it means that it is essential to carry out in this order. is not it.

10 Flight system 50 Transmitter 50B Housing 53L Left control rod 53R Right control rod 61 Transmitter control unit 63 Wireless communication unit 100, 100A Unmanned aerial vehicle 102 UAV body 102a Upper housing 102b Lower housing 103, 105, 107 Opening 104 , 106, 108 Accommodating unit 110, 110A UAV control unit 111 Abnormality processing unit 112 Signal judgment unit 113 Control mode change unit 114 Altimeter acquisition unit 115 Drive current setting unit 116 Rotating blade control unit 117 Voice control unit 118 Deployment control unit 150 Communication interface 160 Memory 200 Gimbal 210 Rotating wing mechanism 211 Rotating wing 212 Drive motor 213 Current sensor 220, 230 Imaging device 240 GPS receiver 250 Inertial measurement unit 260 Magnetic compass 270 Atmospheric altimeter 280 Ultrasonic altimeter 290 Speaker 310 Airbag 320 Gas generator AN1 , AN2 Antenna B1 Power button B2 RTH button DP Display L1 Remote status display L2 Battery level display L3 Abnormality display OPS Operation unit set

Claims (31)

A flight control method that controls the control mode of an unmanned aerial vehicle during flight.
The step of detecting an abnormality in the flight state of the unmanned aerial vehicle and
When the abnormality of the flight state is detected, the step of changing the control mode to the safety control mode and
Have a,
In the safety control mode,
The step of detecting the flight altitude of the unmanned aerial vehicle and
When the flight altitude is equal to or lower than the first predetermined altitude, the step of stopping the rotation of the rotor blades of the unmanned aerial vehicle and
The step of determining whether or not the rotation of the rotor blade of the unmanned aerial vehicle has stopped, and
A flight control method comprising a step of deploying a cushioning material surrounding the rotor blades of the unmanned aerial vehicle when the rotation of the rotor blades of the unmanned aerial vehicle is stopped. Further including, when an abnormality in the flight state is detected, a step of transmitting information on the abnormality to an operating device instructing control of the unmanned aerial vehicle is included.
The flight control method according to claim 1. The step of detecting the abnormality in the flight state is
The step of acquiring the acceleration in the direction of gravity of the unmanned aerial vehicle and
When the acceleration in the gravity direction of the unmanned aerial vehicle is equal to or higher than a predetermined value, the step of determining the flight state as abnormal and
The flight control method according to claim 1 or 2. The step of detecting the abnormality in the flight state is
The step of acquiring the acceleration in the direction of gravity of the unmanned aerial vehicle and
When the state in which the acceleration in the gravity direction of the unmanned aerial vehicle is equal to or higher than a predetermined value continues for a predetermined time, the step of determining the flight state as abnormal and
The flight control method according to claim 1 or 2. Further including a step of determining the presence / absence of an operation input signal from the operation device instructing the control of the unmanned aerial vehicle.
The step of changing to the safety control mode includes a step of changing the control mode to the safety control mode in the absence of the operation input signal.
The flight control method according to any one of claims 1 to 4. The step of detecting the abnormality in the flight state is
When there is the operation input signal, a step of acquiring a command value of a parameter indicating the flight state based on the operation input signal, and
The step of acquiring the measured value of the parameter and
When the measured value of the parameter with respect to the command value of the parameter is out of the predetermined range, the step of changing the control mode to the safety control mode is included.
The flight control method according to claim 5. The parameter includes at least one of the drive current of the rotorcraft of the unmanned aerial vehicle, the acceleration of the unmanned aerial vehicle, and the speed of the unmanned aerial vehicle.
The flight control method according to claim 6. The command value of the parameter is acquired from the operating device instructing the control of the unmanned aerial vehicle.
The flight control method according to claim 6 or 7. The command value of the parameter is included in the setting information held in the memory of the unmanned aerial vehicle.
The flight control method according to claim 6 or 7. The safety control mode further includes a step of setting a drive current for driving the rotor blades of the unmanned aerial vehicle to a predetermined current larger than the drive current.
The flight control method according to any one of claims 1 to 9. Wherein in the safety control mode, if the previous SL altitude becomes the second predetermined altitude below further comprising the step of outputting the alarm sound indicating the abnormality of the flight conditions,
The flight control method according to any one of claims 1 to 9. The cushioning material is in the expanded state of the cushioning material, surrounding the outer periphery of the plurality of rotor blades of the unmanned aerial vehicle,
The flight control method according to any one of claims 1 to 11. The cushioning material is deployed so as to cover at least below and to the side of the rotor blade.
The flight control method according to claim 12. The unmanned aerial vehicle includes a plurality of rotor blades and a plurality of cushioning materials.
Each of the buffer material is in the deployed state of the buffer material, surrounding each of the ambient of the rotor blade,
The flight control method according to any one of claims 1 to 11. An unmanned aerial vehicle that controls the control mode during flight
A detection unit that detects abnormal flight conditions of the unmanned aerial vehicle,
When the abnormality of the flight state is detected, the change part for changing the control mode to the safety control mode, and
In the safety control mode, the acquisition unit for acquiring the flight altitude of the unmanned aerial vehicle and
In the safety control mode, when the flight altitude becomes equal to or lower than the first predetermined altitude, the first control unit that stops the rotation of the rotor blades of the unmanned aerial vehicle and the first control unit.
In the safety control mode, a first determination unit for determining whether or not the rotation of the rotor blades of the unmanned aerial vehicle has stopped, and
In the safety control mode, when the rotation of the rotor blades of the unmanned aerial vehicle is stopped, a second control unit that deploys a cushioning material surrounding the rotor blades of the unmanned aerial vehicle, and
Unmanned aerial vehicle equipped with. When an abnormality in the flight state is detected, a communication unit for transmitting information on the abnormality to an operating device instructing control of the unmanned aerial vehicle is further provided.
The unmanned aerial vehicle according to claim 15. The detection unit
Obtaining the acceleration in the direction of gravity of the unmanned aerial vehicle,
When the acceleration in the gravity direction of the unmanned aerial vehicle is equal to or higher than a predetermined value, the flight state is determined to be abnormal.
The unmanned aerial vehicle according to claim 15 or 16. The detection unit
Obtaining the acceleration in the direction of gravity of the unmanned aerial vehicle,
When the state in which the acceleration in the gravity direction of the unmanned aerial vehicle is equal to or higher than a predetermined value continues for a predetermined time, the flight state is determined to be abnormal.
The unmanned aerial vehicle according to claim 15 or 16. Further, a second determination unit for determining the presence / absence of an operation input signal from the operation device for instructing the control of the unmanned aerial vehicle is provided.
When there is no operation input signal, the changing unit changes the control mode to the safety control mode.
The unmanned aerial vehicle according to any one of claims 15 to 18. The detection unit
When there is the operation input signal, the command value of the parameter indicating the flight state based on the operation input signal is acquired.
Obtain the measured values of the above parameters
When the measured value of the parameter with respect to the command value of the parameter is out of the predetermined range, the changing unit changes the control mode to the safety control mode.
The unmanned aerial vehicle according to claim 19. The parameter includes at least one of the drive current of the rotorcraft of the unmanned aerial vehicle, the acceleration of the unmanned aerial vehicle, and the speed of the unmanned aerial vehicle.
The unmanned aerial vehicle according to claim 20. The command value of the parameter is acquired from the operating device instructing the control of the unmanned aerial vehicle.
The unmanned aerial vehicle according to claim 20 or 21. The command value of the parameter is included in the setting information held in the memory of the unmanned aerial vehicle.
The unmanned aerial vehicle according to claim 20 or 21. The safety control mode further includes a setting unit for setting a drive current for driving the rotor blades of the unmanned aerial vehicle to a predetermined current larger than the drive current.
The unmanned aerial vehicle according to any one of claims 15 to 23. In the safety control mode,
Further includes an output unit that outputs a warning sound indicating an abnormality in the flight state when the flight altitude becomes equal to or lower than the second predetermined altitude.
The unmanned aerial vehicle according to any one of claims 15 to 23. The cushioning material is in the expanded state of the cushioning material, surrounding the outer periphery of the plurality of rotor blades of the unmanned aerial vehicle,
The unmanned aerial vehicle according to any one of claims 15 to 25. The cushioning material is deployed so as to cover at least below and to the side of the rotor blade.
The unmanned aerial vehicle according to claim 26. Further equipped with multiple rotor blades and multiple cushioning materials,
Each of the buffer material is in the deployed state of the buffer material, surrounding each of the ambient of the rotor blade,
The unmanned aerial vehicle according to any one of claims 15 to 25. A flight system including an unmanned aerial vehicle that controls a control mode during flight and an operating device that instructs control of the unmanned aerial vehicle.
The unmanned aerial vehicle
Detecting anomalies in the flight status of the unmanned aerial vehicle,
When the abnormality of the flight state is detected, the control mode is changed to the safety control mode.
When an abnormality in the flight state is detected, information regarding the abnormality is transmitted to the operating device, and the information is transmitted to the operating device.
In the safety control mode,
Detecting the flight altitude of the unmanned aerial vehicle,
When the flight altitude becomes equal to or lower than the first predetermined altitude, the rotation of the rotor blades of the unmanned aerial vehicle is stopped.
It is determined whether or not the rotation of the rotor blades of the unmanned aerial vehicle has stopped, and
When the rotation of the rotor of the unmanned aerial vehicle stops, the cushioning material surrounding the rotor of the unmanned aerial vehicle is deployed.
The operating device is
Received information about the anomaly
Based on the information regarding the abnormality, it is presented that there is an abnormality in the flight state of the unmanned aerial vehicle.
Flight system. A program for causing an unmanned aerial vehicle, which is a computer that controls a control mode during flight of an unmanned aerial vehicle, to execute each step of a flight control method.
The flight control method is
The step of detecting an abnormality in the flight state of the unmanned aerial vehicle and
When the abnormality of the flight state is detected, the step of changing the control mode to the safety control mode and
Have,
In the safety control mode,
The step of detecting the flight altitude of the unmanned aerial vehicle and
When the flight altitude is equal to or lower than the first predetermined altitude, the step of stopping the rotation of the rotor blades of the unmanned aerial vehicle and
The step of determining whether or not the rotation of the rotor blade of the unmanned aerial vehicle has stopped, and
When the rotation of the rotor blade of the unmanned aerial vehicle is stopped, the step includes a step of deploying a cushioning material surrounding the rotor blade of the unmanned aerial vehicle.
program. A computer-readable recording medium that records a program for an unmanned aerial vehicle, which is a computer that controls the control mode of the unmanned aerial vehicle in flight, to execute each step of the flight control method.
The flight control method is
The step of detecting an abnormality in the flight state of the unmanned aerial vehicle and
When the abnormality of the flight state is detected, the step of changing the control mode to the safety control mode and
Have,
In the safety control mode,
The step of detecting the flight altitude of the unmanned aerial vehicle and
When the flight altitude is equal to or lower than the first predetermined altitude, the step of stopping the rotation of the rotor blades of the unmanned aerial vehicle and
The step of determining whether or not the rotation of the rotor blade of the unmanned aerial vehicle has stopped, and
When the rotation of the rotor blade of the unmanned aerial vehicle is stopped, the step includes a step of deploying a cushioning material surrounding the rotor blade of the unmanned aerial vehicle.
recoding media.

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