JPH0717492A - Remote controller type unmanned helicopter mechanism - Google Patents

Abstract

PURPOSE:To offer a remote controlled type unmanned helicopter mechanism requiring no flight control operation to keep the airframe stabilized and having a self-flight control function and making it possible to fly freely and continuously even when the airframe is beyond the visual range. CONSTITUTION:An airframe mechanism carried on the airframe is composed of a flight control signal receiving set 1, a flight control device 2 to form a signal for controlling the airframe, a servo actuator 3, an electric power supply device 6, a rotation sensor 5, a fuel sensor 5, a position measuring device 7, a maneuver measuring device 8, a height finder 9, a telemeter signal sending set 10 outputting a flight control system telemeter signal, and the like. On the other hand, the flight control system on the pilot side is composed of a remote control device, a telemeter signal receiving set, a flight control display control device for giving the pilot such information as airframe maneuvering state signals and the operating state of the airframe system by displaying them on a flight control display screen.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a remote control type unmanned helicopter system, and more particularly to a remote control type unmanned helicopter system capable of flying outside the field of view, which was conventionally impossible to control. .

[0002]

2. Description of the Related Art A remote-controlled industrial unmanned helicopter system conventionally used for spraying pesticides is shown in FIG.
4 and FIG. 25. FIG. 24 is a block diagram showing a configuration of an airframe system as an example of a remote control type industrial unmanned helicopter system, and FIG.
FIG. 5 is a block diagram showing a configuration of a control system which is also an example of the unmanned helicopter system. It should be noted that these drawings show only typical components.

As shown in the figure, the airframe system mounted on the airframe of the unmanned helicopter receives a control signal transmitted from the operator 24 via the remote control device 23 and the antenna 25T via the antenna 25R. Control signal receiving device 1, flight control device 2 that receives a signal from the control signal receiving device 1 to generate a servo actuator signal for controlling the airframe, and controls the airframe by the signal from the flight control device 2. The servo actuator 3 that operates as described above, the power supply device 6 that supplies power to the flight control device 2, and the like. Therefore, although it has a means for directly controlling the airframe, it does have a means for letting the operator directly and objectively know the motion state of the airframe (for example, speed, attitude angle, nose azimuth angle, etc.) during flight. There wasn't.

For this reason, the maneuvering operation of such an airframe is performed by the operator by reading the motion state such as the attitude angle and the nose azimuth angle, which changes variously during flight, by the operator's own eyes.
In addition to controlling the azimuth angle, especially for altitude control of the aircraft, in addition to visually reading the vertical movement and flight altitude status, you can also listen to the engine sound during flight and the rotation sound of the rotor with your own ear at the same time. It was limited to the method of maneuvering only within the visual field while comprehensively judging the condition. Therefore, in the unlikely event that the aircraft flies out of sight, or if you lose sight of it, or if you want to fly beyond the limit that can be confirmed with the naked eye, you should be aware of the aircraft's motion during flight. Since I could not confirm it, I could not understand the motion state of the aircraft, and eventually it was impossible to fly the aircraft.

Further, as shown in FIGS. 26 and 27, a flight control device having an action of improving attitude stability, for example, a remote control type industrial unmanned helicopter system in which a gyro 13 is added to an airframe system has been proposed. There is. However, the purpose itself is to stabilize the unstable flight characteristics peculiar to the helicopter and improve the attitude stability of the aircraft,
The emphasis is on reducing the number of maneuvering operations involved in airframe maneuvering performed by a conventional pilot to facilitate maneuvering (ease of maneuvering). For this reason, the pilot needs at least some maneuvering operation to stabilize the attitude of the aircraft, and therefore even when using such an aircraft to fly out of sight. , As above,
It was not possible to fly the aircraft out of sight because it had no structure to inform the pilot of the motion state of the aircraft.

Further, the conventional remote control type unmanned helicopter is not limited to the motion state of the airframe, but also the state of fuel during flight, the state of power supply required for operation of the airframe system, the operating state of each component, etc. Since the structure did not have a means to detect the operating state of the airframe system and notify the operator directly, for example, a flight that occurred in the airframe due to a power failure, short circuit, insufficient fuel, abnormal operation of each component or single failure. The pilot was unable to grasp the above-mentioned serious obstacles and the conditions indispensable for maintaining the flight.Therefore, even if the above situation was reached, the pilot would fly without noticing it and eventually crashed the aircraft. There is also a very high risk of loss.

Further, as a method of operating an unmanned helicopter outside the visual field, the hardware and method disclosed in Japanese Patent Laid-Open No. 60-263929 are used, and a television camera is mounted on the machine body to be sent. There is also a method of manipulating while watching the incoming TV image, but with this method, the pilot subjectively relies on the horizon displayed on the screen and some target object as a guide, Since the aircraft will be maneuvered by reading the heading and flight altitude, the TV image will be stable if, for example, the aircraft shakes significantly due to external disturbance, or if the television camera picks up vibrations of the aircraft and causes blurring. Therefore, the motion state of the aircraft may be erroneously recognized, or it may not be read depending on the flight state. Furthermore, since the pilot must always follow the unstable image with his own eyes, it causes a situation just like sea sickness, it is not possible to continue maneuvering, and as a result, flight maintenance is continued. It is not suitable for maneuvering outside the visual field, and there are many problems.

[0008]

As described above, in the conventional remote control type industrial unmanned helicopter system, the unmanned helicopter has a structure for informing the operator of the motion state of the aircraft during flight. Therefore, there is a drawback that (A) the operator cannot know the motion state of the airframe necessary for the operation outside the visual field. In addition, even if the remote unmanned industrial unmanned helicopter is equipped with a flight control device that has the effect of improving attitude stability such as a gyro, the purpose itself is to improve the unstable flight characteristics peculiar to the helicopter and Because it ensures ease of use,
(B) There is a drawback that at least the operator needs to perform some kind of maneuvering operation to stabilize the attitude of the machine body.

Further, since the conventional remote-controlled industrial unmanned helicopter has a structure that does not have means for informing the operator of the operating state of the airframe system during flight,
(C) There is a drawback that the operator does not know the operating state of the airframe system at all, such as an abnormal state or a failure content that occurred during flight. Further, the conventional remote control type unmanned helicopter has a drawback that it does not have a protection means for preventing an abnormal state (D) from affecting other components. Furthermore, in the control method by the image of the TV camera,
(E) The drawback is that the motion state of the aircraft in flight cannot be objectively and accurately recognized, thus causing misidentification and misjudgment, and (F) the pilot is required to operate in order to cause a state close to seasickness. There is a drawback that cannot be maintained.

Further, there is a drawback that if the steering control becomes impossible due to (G) communication failure, communication system failure, etc., the hand cannot be applied. Therefore, one of the objects of the present invention is to have the above-mentioned drawbacks (A) of the prior art.
In order to eliminate (C), (E) and (F), the airframe is provided with means for measuring the motion state of the airframe in flight and means for detecting the operating state of the system, and for the operator to monitor those states in real time. By providing a means to inform the aircraft accurately and objectively, it is possible for the operator to fully know the motion state of the aircraft even if the aircraft is out of sight. It is to provide a remote-controlled unmanned helicopter system that enables free and continuous flight even outside the field of view.

Another object of the present invention is to eliminate the drawback (B) of the above-mentioned prior art by maintaining the attitude of the machine body such as stable attitude angle maintenance of pitch attitude angle and roll attitude angle, and stable attitude maintenance of the nose azimuth angle. Stabilize the angle and heading so that it does not diverge,
In addition, control to maintain the attitude angle and nose azimuth of the aircraft constant, and to maintain stable flight speeds such as vertical speed (up / down rate), lateral speed and longitudinal speed, ensure that the flight speed does not change due to external disturbances. Control for stabilizing and maintaining a constant flight speed, control for maintaining and stabilizing the aircraft position altitude, such as flight altitude stable maintenance and flight course (position) stable maintenance, and engine output. All of these control processes are automatically performed on the machine system side, such as control related to stabilization and constant maintenance of the rotor speed, and the process of constantly monitoring the operating status of the machine system to detect abnormal conditions and performing fault diagnosis. Means to enable the aircraft itself to have the function and ability to maintain and maintain its own flight state, and it is not necessary to control the aircraft to stabilize it. To provide a unmanned helicopter system remote control system having a flight control functions and capabilities.

Still another object of the present invention is to provide means for resetting a component having an abnormal condition or automatically disconnecting a failed portion in order to eliminate the above-mentioned drawback (D) of the prior art. , To provide a remote-controlled unmanned helicopter system that can ensure flight safety outside the visual field. Yet another object of the present invention is to provide a means for performing guided flight control when control is not possible in order to eliminate the above-mentioned drawback (G) of the prior art. It is to provide a remote-controlled unmanned helicopter system that can ensure safety.

[0013]

According to the present invention, a control signal receiving device, a flight control device, a servo actuator, a rotation sensor, a fuel sensor, an electric power supply device, a position measuring device, a motion measuring device, and an altitude are provided on the body side. A fuselage system consisting of a measuring device, a telemeter signal transmitting device, etc. is provided,
From the measured aircraft motion state, such as posture angle stable hold, nose azimuth stable hold, flight speed stable hold, flight altitude stable hold, flight course (position) stable hold, engine output stable hold and rotor speed stable hold. It has a self-supporting flight control function and ability so as to eliminate the need for maneuvering operations to stabilize the aircraft by performing arithmetic processing related to flight control of the aircraft, and also relates to self-diagnosis functions such as the above-mentioned abnormal state detection and failure diagnosis. System management arithmetic processing is executed to constantly monitor the operating status of the airframe system, reset components and automatically disconnect faulty parts as necessary, and use the above results as recording data in a memory or data recording device. Then, convert the signals and information related to the aircraft, such as the above-mentioned aircraft motion state and system operation state, into telemeter signals (the Operation is thereby to meter signal conversion process) to be sent to the operator side.

Further, when the flight control cannot be performed, the flight control system is automatically switched to the program flight, and the program flight calculation process for performing the guided flight control is executed on the airframe system side to perform the self-contained navigation. On the other hand, on the pilot side, a pilot system consisting of a telemeter signal receiving device, a pilot display display control device, a pilot display, a remote pilot device, etc. is configured to receive and demodulate the telemeter signal transmitted from the aircraft side. Furthermore, after performing the necessary processing for display, finally display the information such as the motion state signal of the aircraft and the operating state of the aircraft system on the screen of the control display to inform the operator, Based on the aircraft's flight speed and altitude, flight course (position)
And the like are accurately controlled by using a remote control device. Thus, it is possible to obtain a remote-controlled unmanned helicopter system capable of free flight outside the visual field, which eliminates the above-mentioned drawbacks of the prior art.

[0015]

According to the structure of the present invention, since it is possible to measure the motion state of the airframe during flight, flight control calculation processing is executed by this measurement signal, and the airframe system is automatically controlled according to the obtained command signal. By doing so, the maneuvering operation for stabilizing the airframe becomes unnecessary, and the airframe can be provided with the independent flight control function and ability.
In addition, since it is possible to detect the operating state of the airframe system during flight, the system management arithmetic processing is executed by the detected operating state signal to detect the abnormal state of the airframe system during flight and self-diagnosis such as failure diagnosis. The machine can have a diagnostic function, and when a failure occurs, it is possible to reset the components and automatically disconnect the failed part. As a result, the reliability of the entire system is improved, malfunctions and accidents during operation can be prevented, flight safety can be ensured, and the results of the system management arithmetic processing described above can be stored in the aircraft system. It is also possible to record it in a storage device and reproduce it after the flight is finished to use it for maintenance and maintenance work.

Further, by executing the program flight calculation process when the steering control is impossible, the self-contained navigation can be performed, and the flight safety in the operation outside the visual field can be secured. In addition, even if the aircraft is out of sight, the operator can objectively and accurately and easily know in real time the airframe motion state and the airframe system operation state in flight, and the unmanned helicopter system can be seen visually. It is possible to fly freely and continuously without causing a condition such as sea sickness that occurs when a television image is viewed and piloted outside. Furthermore, by providing a control system with an independent power supply capability such as a generator and power supply device, and by having a structure that can be transported, it is not limited to an operation site and can be installed anywhere and out of sight. It is possible to provide an unmanned helicopter system of a remote control system capable of controlling flight control in the air.

[0017]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram showing a configuration of an airframe system of an embodiment of a remote control type unmanned helicopter system according to the present invention, and FIG. 2 is a block showing a configuration of a control system of an embodiment of an unmanned helicopter system of the same. It is a figure.

As shown in the figure, in the present embodiment, the airframe system mounted on the airframe of the unmanned helicopter is from the operator 24 to the remote control device 23 and the antenna 25.
A flight control signal receiving apparatus 1 that receives a flight control signal transmitted via T via an antenna 25R, and a flight control apparatus that receives a signal from the flight control signal receiving apparatus 1 and generates a signal for controlling the airframe. 2. Servo actuator 3 that operates to control the airframe by a signal from this flight control device 2, power supply device 6 that supplies power to flight control device 2, flight control by detecting rotor speed or engine speed The rotation sensor 4 which outputs to the device 2, the fuel sensor 5 which detects the fuel state and outputs to the flight control device 2, the position measuring device 7 which measures the flight position of the aircraft and outputs it to the flight control device 2, Aircraft attitude angle, nose azimuth angle, angular velocity,
It is output from the flight control device 2 and the motion measurement device 8 that measures the motion state such as acceleration and flight speed and outputs it to the flight control device 2, the altitude measurement device 9 that measures the altitude of the aircraft and outputs it to the flight control device 2. Telemeter signal transmitter 10 for outputting various data relating to an unmanned helicopter as a telemeter signal to the ground control system via the antenna 26T.
It is composed of

Further, in this embodiment, the ground control system transmits the telemeter signal transmitted from the remote control device 23 controlled by the operator 24 and the telemeter signal transmitting device 10 of the airframe system via the antenna 26R in this embodiment. The received telemeter signal receiving device 20, the demodulated telemeter signal from the telemeter signal receiving device 20 and the output signal from the remote control device 23 are input, and the motion state signal of the above-mentioned aircraft is displayed on the display screen of the control display 22. And a display control device 21 for operation for displaying information such as the operating state of the airframe system to inform the operator 24.

In addition to the above-mentioned components, the airframe includes control linkages, swash plates, main rotors, tail rotors, transmissions, engines, fuel supply devices, generators (electric power generators), etc. which are not directly related to the present invention. Although there are components, it is assumed that these components are already attached to the airframe (body) and are not particularly described in FIG. 1. Further, in the control system, in addition to the above-described components, there are components such as a generator and a power supply device that are not directly related to the present invention, but these components are not shown in FIG. Further, since the electric power supplied from each of these components is indispensable, it is not shown in FIG.

In the above configuration, when the operator 24 controls the aircraft in flight, first, the remote control device 23 of the control system is operated to generate a control signal for performing the intended motion. Then, it is subjected to processing such as coding conversion processing and modulation in a predetermined format and is subjected to transmission processing, and the above-mentioned control signal is transmitted to the airframe side. It should be noted that when controlling the mounted products such as a still camera, a light, a video camera, etc. mounted on the aircraft, the initial setting signal and the components such as the position measuring device 7, the motion measuring device 8 and the altitude measuring device 9 are controlled. When transmitting a correction signal such as a position signal or an altitude signal measured externally, the on-board control signal, the initial setting signal, the correction signal, and other signals are also included in the above-mentioned steering signal and output.

On the other hand, in the airframe system, the above-mentioned transmitted steering signal is received by the steering signal receiving device 1, demodulated and output to the flight control device 2. It should be noted that the steering signal receiving apparatus 1 also detects the above-mentioned reception state of the steering signal at the same time, and when the reception signal is interrupted due to communication failure or the like, the flight control apparatus 2 outputs a receiving state signal (defective signal) from the steering signal receiving apparatus 1. To a telemeter signal, and the telemeter signal transmitter 10 transmits the telemeter signal to the operator side. Therefore, the pilot 24 receives and demodulates the above-mentioned reception status signal in the pilot system, and sees the reception status signal displayed on the screen of the pilot display 22 to accurately and easily determine the reception status of the pilot signal on the aircraft side. I can know.

In consideration of problems such as communication failure and fault tolerance of the communication system, in order to safely and reliably fly a remote-controlled unmanned helicopter out of sight, a control signal or a telemeter signal described later is used. It is desirable to multiplex the communication system, and an example of the steering signal receiving device 1 having a structure in which each communication system is automatically switched when reception failure occurs is shown in a block diagram of FIG.

As shown in FIG. 4, the flight control device 2 is composed of a signal processing section 2a, a detection section 2b and a control section 2c, and as shown in FIG. The unit 2a includes a flight control arithmetic processing unit, a system management arithmetic processing unit, a telemeter signal conversion processing unit, a program flight arithmetic processing unit, and a data input / output control processing unit, and the system management arithmetic processing unit is mainly used. It is composed of a status monitor processing section and a failure diagnosis processing section.

As shown in FIG. 4, the received signals such as the steering signals output from the steering signal receiving device 1 to the flight control device 2 are the rotor rotation speed or engine rotation speed input from the rotation sensor 4 and the position measurement. Position signals in the three-dimensional space during flight input from the device 7 (see FIG. 6) and attitude angle, nose azimuth angle, angular velocity, acceleration, and flight speed of the aircraft in flight input from the motion state measuring device 8. And the motion state signal (see FIG. 7) and the altitude signal of the aircraft input from the altitude measuring device 9 (see FIG. 8) together with the flight control calculation process that constitutes the signal processing unit 2a of the flight control device 2. In the section, the arithmetic processing of the functions related to flight control as described below is performed.

That is, in order to stabilize the attitude angle change and the heading azimuth angle change due to disturbance or steering so that the rate becomes constant, and to maintain the attitude angle and the heading azimuth angle during flight at constant angles. Attitude angle stable hold control and nose azimuth angle stable hold control, and constant speed changes due to disturbances and steering during aircraft motion conditions such as ascending / descending, forward / backward flight, and lateral flight, and during hovering To stabilize the flight speed, or to maintain the flight speed at a constant value or to keep the speed at zero, and suppress flight altitude deviation and vertical movement due to disturbance or steering. To stabilize and control the flight altitude to maintain the desired flight altitude, and to suppress and stabilize the deviation from the desired flight course and hovering position to move the aircraft to the specified flight course. Or stable flight course (position) hold control to perform fixed point hovering at a fixed position, and stabilize the engine output that fluctuates due to changes in the external environment such as airframe control and temperature and humidity described above for each flight state. Stabilization control of engine output for optimal output control and rotor speed for stabilizing the main rotor speed that changes with the above-mentioned machine control and engine output fluctuation to obtain a constant speed. Performs various calculation processes such as stable hold control.

FIGS. 9 to 13 are block diagrams showing an example of the configuration of each control system of the flight control calculation processing section performed by the flight control device 2. FIG. 9 shows the case of the pitch control system and roll control. FIG. 10 shows the case of the system, FIG. 11 shows the case of the yaw control system, FIG. 12 shows the case of the advanced control system, and FIG. 13 shows the case of the engine control system. As shown in FIG. 9, the pitch control system includes an elevator steering signal, a pitch attitude angle signal, a pitch attitude angle holding signal, an attitude angle stable holding switching signal, a pitch angular velocity signal, a longitudinal flight speed signal, a longitudinal flight speed holding signal, and a flight speed. Compensation calculation processing and amplification calculation processing as shown in the figure based on signals such as stable holding switching signal, longitudinal acceleration signal, longitudinal position signal, longitudinal position holding signal, flight course (position) stable holding switching signal , Limit calculation processing, sample hold calculation processing, switching calculation processing, etc., to perform posture angle stable hold control,
An elevator command signal required for each control of flight speed stable hold control and flight course (position) stable hold control is obtained.

Further, as shown in FIG. 10, the roll control system includes an aileron control signal, a roll attitude angle signal, a roll attitude angle holding signal, a attitude angle stable holding switching signal, a roll angular velocity signal, a left and right flight speed signal, and a left and right flight speed. Hold signal, flight speed stable hold switching signal, left / right acceleration signal, left / right position signal,
Based on each signal such as left and right position hold signal, flight course (position) stable hold switching signal, etc., the same arithmetic processing as the pitch control system shown in the figure is executed to perform attitude angle stable hold control and flight. Obtains the aileron command signal required for each control of speed stable control and flight course (position) stable control.

Further, as shown in FIG. 11, the yaw control system outputs various signals such as a rudder steering signal, a nose azimuth angle signal, a nose azimuth angle hold signal, a nose azimuth angle stable hold switching signal, and a yaw angular velocity signal. Based on this, arithmetic processing similar to that of the pitch control system shown in the figure is executed to obtain a ladder command signal required for stable heading azimuth angle stable control. In addition, as shown in FIG. 12, the altitude control system has a collective pitch control signal,
Altitude signal, altitude hold signal, flight altitude stable hold switching signal,
Based on each signal such as vertical flight speed signal, vertical flight speed hold signal, flight speed stable hold switching signal, vertical acceleration signal, etc., the same arithmetic processing as the pitch control system shown in the figure is executed, Obtain the collective pitch command signal required for each control of flight altitude stable control and flight speed stable control.

Finally, as shown in FIG. 13, the engine control system is shown in the figure based on the throttle control signal, the engine rotation signal, the engine rotation hold signal, the engine output stable hold switching signal and the like. In addition to such differential calculation processing, the same calculation processing as in the pitch control system is executed to obtain the throttle command signal necessary for each control of the engine output stable holding control and the rotor speed stable holding control. In addition,
Although the engine rotation signal is used in the arithmetic processing of the engine output stable holding control of FIG. 13, this is because the output characteristic of the engine is in a proportional relationship with the engine rotation speed. As a result, as shown in FIG. In the engine output stability maintaining control calculation process described above, the same effect can be obtained by using the torque signal obtained by measuring the engine output with the torque sensor instead of the engine rotation signal described above.

On the other hand, FIG. 15 is a block diagram showing an example of the configuration of the rotor control system of the flight control arithmetic processing unit executed by the flight control device 2. The throttle control signal, the rotor rotation signal, the rotor rotation holding signal, and the rotor rotation. In addition to the differential calculation processing shown in the figure based on each signal such as the number stable hold switching signal, the same calculation processing as the pitch control system is executed to execute the throttle command necessary for rotor speed stable hold control. Get the signal.

Normally, since the reduction ratio between the engine and the rotor is fixed to a constant gear ratio, the fluctuation of the rotor speed directly appears as the fluctuation of the engine speed. Furthermore, as described above, since the engine output and the engine speed are in a proportional relationship, the engine output stable holding control also brings about the effect of maintaining the rotor rotational speed stable at the same time. Even if a rotor control system is adopted, the same effect can be obtained.

The above is the content of the arithmetic processing of the function relating to flight control performed in the signal processing section of the flight control device 2, and the servo actuator of each control system of the machine is driven according to each command signal obtained as a result. By transmitting the generated steering force to the main rotor and tail rotor via the control linkage and automatically controlling the aircraft, the maneuvering operation for stabilizing the aircraft is not necessary, and the self-supporting flight control function and ability are not required. Can be given to unmanned helicopters.

Next, the arithmetic processing relating to the system management function performed in the signal processing section of the flight control device 2 will be described. The flight control device 2 also receives a reception status signal and a reception system switching signal from the control signal receiving device 1, and a status signal related to the reliability of each output signal from the position measuring device 7, the motion measuring device 8, and the altitude measuring device 9. In addition to the operation state signals of the respective devices, a fuel state signal such as a level signal and a flow rate signal from the fuel sensor 5 (see FIG. 18) and an input signal from the power supply device 6 (see FIG. 16) are included. 5 signal processing unit 2a
In the system management arithmetic processing unit constituting the above, system management arithmetic processing relating to self-diagnosis functions such as abnormal state detection and failure diagnosis as described below is performed. As shown in FIG. 5, the system management arithmetic processing unit mainly includes a state monitor processing unit and a failure diagnosis processing unit.

The state monitor processing section monitors the operation state signal detected and output by each component. In the failure diagnosis processing unit, based on the result obtained by the status monitoring processing unit and the signals input from each component such as the power supply status signal, a more detailed self-diagnosis about the trouble situation and the failure state of the airframe system. Diagnosis processing and determination processing are performed.

The following Table 1 is an example of the contents of the monitor of the operating state of the airframe system and the contents of the failure diagnosis performed by the system management arithmetic processing section of the flight control device 2, and is indispensable for the flight outside the visual field on the airframe system. The above arithmetic processing is performed on the constituent elements.

[0037]

[Table 1] For example, regarding the reception state of the control signal, the reception state signal output from the control signal receiving device 1, the reception system switching signal, etc. (see FIG. 3) are monitored to check whether there is a reception failure (communication failure) and its state. In addition to making a determination and converting / transmitting to a telemeter signal, automatic switching of the receiving system and recording of the status in the memory are performed as necessary.

Further, regarding the power supply state of the machine body, the power supply state signal and the power supply switching signal (see FIG. 16) output from the power supply device 6 are monitored and the power generation failure of the generator, the consumption of the battery, the generator and the battery, and the like. In addition to determining the switching status of the power source such as power supply from the outside of the machine, converting and transmitting it to a telemeter signal, automatic switching of the power system and recording of the status in memory are performed as necessary. In particular, the state of the power supply distributed to each component is monitored for each system, and as a result, for example, as shown in FIG. 17, there is an adverse effect on each component such as a momentary interruption phenomenon, fluctuations in power supply that deviates from the permissible specifications, or a short circuit. In the event that a trouble such as this occurs, a safety measure will be provided in the flight control device to cut off the supply at a breaker such as a breaker so that the faulty system can be shut down (the faulty part can be cut off).

FIG. 18 shows the fuel state of the airframe.
As shown in, the fuel status signals such as the fuel flow rate, the fuel consumption rate, and the remaining fuel capacity detected by the fuel sensor such as the level sensor and the flow rate sensor provided in the fuel tank and the fuel supply system are monitored to check the empty fuel. Status and supply failure below the specified level, supply failure status such as fuel leak, and convert / transmit to telemeter signal.If necessary, record status in memory, monitor lamp, signal lamp, etc. In the case where the information transmission means is provided to the outside of the fuselage, the monitor lamp control signal is output to operate so as to turn on, blink, and turn off, and inform the outside directly within a range where the fuel state can be visually confirmed. You may

Further, regarding each of the position measuring device 7, the motion measuring device 8 and the altitude measuring device 9 which are indispensable in the flight outside the visual field, the accuracy and variation of the output signal output by each device, the detection failure and the internal measurement. Status signals (operation status signals), which are mainly related to signal reliability such as switching of arithmetic processing, are constantly monitored by the status monitor processing section of the system management arithmetic processing section to prevent deterioration of signal accuracy and expansion of variations. The above-described measures are taken, and the correction signals necessary for the correction calculation processing performed by each device are supplied to each other as necessary.

Further, in the case of a device using a microprocessor as a method of monitoring the operating state of each constituent element of the airframe system, first, a part of the arithmetic processing software of the main body is a processing software for monitoring the operating state. Is executed and output, and the obtained operating state signal is output to the flight control device 2. On the other hand, in the flight control device 2, the status monitor processing unit of the system management arithmetic processing unit collates and compares whether or not the above-described arithmetic processing is performed according to a predetermined arithmetic rule to detect an abnormality in each device. The presence or absence of is determined. This makes it possible to easily monitor the operating state of the arithmetic processing software of each device. Further, in the case of a device having no microprocessor, a watchdog timer circuit is provided in a part of the main body arithmetic processing circuit, and a watchdog timer signal (WDT signal) is output to the flight control device 2.
On the other hand, in the flight control device 2, the WDT signal is collated and compared and detected by the state monitor processing unit to determine whether or not there is an abnormality in each device, and a WDT reset signal or an initial setting signal for restarting is output.

Further, the processing data such as the judgment result and the diagnosis result obtained by the above-mentioned system management arithmetic processing are treated as the record data together with the signal used for the state monitor processing and the detection judgment result, and the flight control device 2 The data is output to a storage device such as a non-volatile semiconductor memory or a data recording device provided therein to perform a recording process. As a result, during maintenance work such as inspection and maintenance after the flight ends, it is possible to reproduce the above-mentioned recorded data and use it for checking the existence and contents of trouble that occurred in the airframe system, analyzing and examining failure conditions, etc. it can.

FIG. 19 shows a data input / output display device 31 provided on a body 30 for reproducing the above-mentioned recorded data.
FIG. 20 is a schematic diagram showing an example of a connection form when recording data is transferred to an external processing device 33 or an external storage device 34 via a cable 32 connected to the recording device. Further, FIG. An example of a display when it is displayed on the data display unit of the output display device 31 or an external processing device is shown.
Reference numeral 35 is a connection cable for the data input / output device 31, but in the case of an unmanned helicopter without the data input / output display device 31, it is directly connected to the flight control device 2.

Note that it is not always necessary to execute all the arithmetic processing performed by the system management arithmetic processing unit on the side of the aircraft, and depending on the processing content, the signals and information used for the above arithmetic processing may be placed on the telemeter signal to control. It may be sent to the system side and executed inside the display control device for steering 21. The above processing is the content of the system management calculation processing performed by the signal processing unit 2a of the flight control device 2. By converting the above processing result into a telemeter signal and transmitting it to the pilot side, the pilot 24 can Accurately grasp various troubles such as abnormal conditions and failures related to the aircraft system that occurred during remote control out of sight and the state of warning alerts, and take appropriate measures such as operation suspension and return to home.

Next, the arithmetic processing relating to the telemeter signal conversion processing performed in the signal processing section 2a of the flight control device 2 will be described. The flight control device 2 also receives the signals relating to the motion state of the airframe input from the position measuring device 7, the motion measuring device 8, the altitude measuring device 9, etc., and the operation of the airframe system obtained by the above-mentioned system management arithmetic processing. The telemeter signal conversion processing unit provided in the signal processing unit 2a in the flight control device 2 transmits a predetermined telemeter to the information and the information related to the airframe system such as the command information and the switching signal obtained by the flight control arithmetic processing. It reconstructs the telemeter signal in the format format and performs the coding conversion process. The telemeter signal obtained as a result is output to the telemeter signal transmitter 1.

Table 2 below shows an example of the contents of the telemeter signal transmitted after the code conversion processing. The transmitted signal is the attitude angle, nose azimuth angle, angular velocity, and flight speed measured on the aircraft side. Flight signals such as acceleration, position, altitude, etc., mainly related to aircraft motion status, as well as signals related to system operating status such as power supply status signal, fuel status signal, alarm warning signal, etc. The target is the signal that is indispensable for the purpose. Note that the format format used for the coding conversion processing of the telemeter signal is the telemeter format having the error correction capability in consideration of communication failure and the like as in the case of the above-mentioned control signal receiving apparatus 1.

[0047]

[Table 2] The above processing is performed by the signal processing unit 2a of the flight control device 2, and the contents of the telemeter signal conversion process, and the flight control device 2
The data input / output control processing unit in FIG. 5 functions as an interface for managing and controlling the exchange of input / output signals between the flight control device 2 and external components. To have.

Further, in the program flight calculation processing section of FIG. 5, the unmanned helicopter is caused to automatically fly by arbitrary control from the flight control system, and the flight control is disabled due to communication failure or communication system failure. In this case, the control system may be operated to automatically switch to the arithmetic processing unit to perform, for example, a fixed-position hover flight, or the position (position signal) of the own device obtained from the airframe system and the memory or data recording device. Guided flight control is performed by calculating the flight route of the aircraft from the past flight data recorded in and automatically returning.

Returning to FIGS. 1 and 2, the telemeter signal output from the flight control device 2 is input to the telemeter signal transmitting device 10. Telemeter signal transmitter 10
Then, apply conversion processing such as modulation to the above-mentioned telemeter signal,
The transmission process transmits (outputs) the above telemeter signal to the operator side. On the other hand, on the pilot side, the telemeter signal receiving device 20 of the control system receives the above-mentioned telemeter signal, and the telemeter signal conversion processing unit in this device performs decoding conversion processing, which can be input to the steering display display control device 21. The signal is processed into a signal format and then output to the steering display display control device 21 via the input / output interface of this device. At this time, the telemeter signal receiving device 20 also detects the receiving state of the telemeter signal at the same time, generates a telemeter signal receiving state signal according to the receiving state, and outputs it to the steering display display control device 21, and when the communication system is multiplex. Generates and outputs a reception system switching signal according to the above-mentioned reception state to automatically switch the reception system of the telemeter signal. FIG. 21 shows an example of a specific configuration of the telemeter signal receiving device 20. In this example, the communication system is multiplexed in order to further improve the reliability for safely and reliably flying the unmanned helicopter out of sight, but the present invention is not limited to this.

In addition to the telemeter signal reception / conversion processing, the telemeter signal reception apparatus 20 monitors the above-mentioned telemeter signal reception status signal and reception system switching signal in the telemeter signal reception status display section provided in this apparatus. Then, the reception state of the telemeter signal sent from the aircraft side is displayed on the lamp of the display unit or the display screen so that the operator 24 can accurately grasp the reception state. Furthermore, the above-mentioned telemeter signal is output to another control display control device for control via the input / output interface of this device to be used as a monitor-dedicated display for a third party, and also external to the device other than this device. You may make it output to a processor and perform more detailed system management on the ground. The control display display control device 21 takes out signals and information related to the aircraft such as the motion state signal of the aircraft and the operation state signal of the aircraft system from the above-mentioned telemeter signal, and performs various display related operations such as scale factor conversion processing and drawing display control processing. After performing a calculation process to generate a display control signal for displaying on the steering display, the display control signal is output to the steering display 22. The operation display control device 21 for operation has a configuration including a data input device such as a keyboard and a data storage device in addition to the signal processing unit that performs the above-described arithmetic processing, and inputs such as initial setting information and input data and display control. Used for recording and reproducing signals.

The control screen 22 is controlled in accordance with the above-mentioned display control signals on the control display 22 so that the operator 24 can recognize the motion state signal during flight, the operating state of the airframe system, and the alarm warning most correctly. It is displayed on the screen by a method to provide information necessary for controlling the operation of the operator 24. As a method of screen display, graphs, figures, lines and symbols, characters (characters), numerical values, and many display colors are used.

FIG. 22 is an example of the control screen displayed on the control display 22 described above. In the case where the information shown in the following Table 3 is selected from the telemeter signals shown in the above Table 2 and displayed. Is an example. The information displayed on the screen includes signals sent by telemeter signals such as the attitude angle and flight speed of the aircraft, and detection processing and logic processing based on the sent signals. Next processing information is included. FIG. 23 is an example of a display screen for providing the operator 24 with information such as the position of the aircraft during flight and the operating state of the aircraft system. The telemeter signals shown in Table 2 above are shown in Table 4 below. It is an example of a case where information to be displayed is selected and displayed. It should be noted that each display screen may use a different screen according to the operator, and the operator 24 switches the display screens by an instruction operation of the data input device of the display control device 21 for controlling, or the screens are divided at the same time. It may be displayed. If necessary, a telemeter signal or data input from the outside is recorded in a data storage device in this apparatus and is reproduced and used when necessary.

On the other hand, the operator 24 operates the display 2 for operation.
While viewing the display screen of No. 2, the remote control device 23 is operated to control the aircraft. Further, the mounted components such as a still camera, a light, and a video camera are also controlled by the remote control device 23.

[0054]

[Table 3]

[0055]

[Table 4] Next, FIG. 22 corresponding to the above Table 3 will be described. In FIG. 22, the portion indicated by the alternate long and short dash line (1) represents the pitch angle of the aircraft with a figure (a symbol similar to an arrow), and has a function of notifying the operator 24 of the vertical posture state of the aircraft. In the figure, a horizontal line intersecting with the figure indicates a horizontal reference line, and the figure operates so as to rotate around a point where the figure intersects with the horizontal line. The direction indicated by the figure indicates the nose direction of the aircraft. Therefore, when the nose goes up, the figure correspondingly rotates upward by the same angle as when the nose went up, and when the nose goes down, the figure correspondingly goes at the same angle as when the nose goes down. Only works to rotate downwards. Since this display follows the operation of the aircraft, the change in pitch angle, that is, the pitch rate can be read from the rotational speed of the figure.

The portion indicated by the alternate long and short dash line (2) in FIG. 22 shows the roll angle of the machine body by a figure (symbol) simulating the shape of the machine body, and informs the operator 24 of the lateral posture state of the machine body. Have an effect. In the figure, a horizontal line intersecting with the figure indicates a horizontal reference line, and the figure operates so as to rotate with respect to the center point of the figure on the horizontal line. Therefore, for example, when the aircraft leans to the right, the figure correspondingly rotates by the same angle as the aircraft leans clockwise, while when the aircraft leans to the left, the figure tilts counterclockwise correspondingly. It works by turning the same angle as. Further, since this display follows the operation of the machine body, it is possible to read the change rate of the roll angle, that is, the roll rate from the rotational speed of the figure.

The greatest feature of the display screen for operating the unmanned helicopter is that the display of the pitch angle and the display of the roll angle are separated. The portion indicated by the alternate long and short dash line (3) in Fig. 22 is a bar graph showing the flight speed of the aircraft in the front-rear direction, and the forward and backward speeds during flight with the nose direction of the aircraft as the positive side It has the effect of informing 24.
In the figure, the center of the horizontal bar is a state where the forward and backward flight speeds are zero, and the bar graph operates so as to extend in the left and right directions around this center. Therefore, for example, when the aircraft is moving forward, the scale corresponding to the speed at that time fills the bar graph in the right direction of the screen, while when the aircraft is moving backward, the scale corresponding to the speed at that time is filled. It operates to fill the bar graph in the left direction of the screen with the amount. Further, since this display follows the movement of the aircraft, it is possible to read the longitudinal acceleration acting on the aircraft from the moving direction of the bar graph.

It should be noted that, although positive and negative polarities are not added to the scale amount of the display, this is because the operator judges that the display is not necessary, and the polarities may be displayed if necessary. The same applies to other data displays. The part indicated by the alternate long and short dash line (4) in Fig. 22 is a numerical display of the composite flight speed of the aircraft. If you want to know the change of the composite flight speed that is difficult to understand in the above bar graph or you want to know the accurate speed with a numerical value Specifically, it has a function of notifying the operator 24 by digital display. The numerical display may be changed to the flight speed of each axis as necessary.

The portion indicated by the alternate long and short dash line (5) in FIG. 22 is a bar graph showing the flight speed of the aircraft in the left-right direction. The rightward direction with respect to the nose direction of the aircraft is the plus side and the leftward direction. Is a minus side, and has a function of informing the operator 24 of the left and right flight speed during flight. In the figure, the center of the horizontal bar is a state where the left and right flight speeds are zero, and the bar graph operates so as to extend in the left and right directions around this center. Therefore, for example, when the aircraft is moving to the right, the bar graph is filled in the right direction of the screen with the scale amount corresponding to the flight speed at that time, and conversely, when the aircraft is moving to the left, It operates so that the bar graph is filled to the left of the screen with a scale amount corresponding to the flight speed. Further, since this display follows the movement of the aircraft, it is possible to read the acceleration in the left-right direction acting on the aircraft from the moving direction of the bar graph.

The portion indicated by the alternate long and short dash line (6) in FIG. 22 is a bar graph showing the vertical flight speed of the machine body, and has the same operation as an elevating meter for displaying the elevation rate. In other words, it has a function of notifying the operator 24 of the ascending speed and the descending speed during the flight, with the ascending flight speed of the machine body on the plus side. In the drawing, the center of the vertical bar is a state where the vertical flight speed is zero, and the bar graph operates so as to extend upward or downward around this center. Therefore, for example, if the aircraft is climbing, the inside of the bar graph is filled with the scale amount corresponding to the ascent speed at that time, and if the aircraft is descending, the descent speed at that time is corresponding. It operates so that the inside of the bar graph is filled in the lower direction of the screen with the scale amount. Further, since this display follows the operation of the machine body, it is possible to read the vertical acceleration acting on the machine body from the moving direction of the bar graph.

The portion indicated by the alternate long and short dash line (7) in FIG. 22 is a bar graph showing the flight altitude of the aircraft, and has a function of informing the operator 24 of the flight altitude. In the figure, the bottom part of the vertical bar graph is in a state where the flight altitude is zero, and the bar graph operates so as to extend upward around this. Since this display follows the operation of the aircraft,
It is possible to read the up-and-down rate of the aircraft from the moving direction of the bar graph, but it is easy to read only when the altitude difference is large, and conversely, when the altitude difference is small, as shown in FIG.
The vertical flight speed displayed in part (6) can better read the ascent and descent rate.

The portion indicated by the alternate long and short dash line (8) in FIG. 22 is a display of various modes of the aircraft, and when the operator 24 switches the mode or the aircraft system automatically switches to a certain mode. Has a function of notifying the operator 24 of the states such as the mode. In the figure, an example that operates to display the mode state with a symbol with letters in a square frame is shown, but as another example, it is displayed in a different color or only when the mode is turned on. Alternatively, if there is a limit to the elapsed time after the mode switching, it is possible to blink the display itself after a certain period of time to give a warning display action.

If necessary, the warning content may be directly displayed in this portion. For example, when the flight altitude drops below the specified altitude, the warning message "ALT LOW" is displayed. May be. The part indicated by the alternate long and short dash line (9) in Fig. 22 is a bar graph showing the forward and backward flight speeds and the left and right flight speeds of the aircraft described above, and is displayed by overlapping with the figure (symbol) simulating the aircraft. , Has a function of relatively informing the operator 24 of the ratio of each flight speed. In the figure, the operation and the operating principle are the same as those described above. Since this display can read the flight speed direction with respect to the aircraft, the relative ratio of each flight speed may be displayed as a vector (arrow) as necessary.

The portion indicated by the alternate long and short dash line (10) in FIG. 22 displays the position, altitude and track of the aircraft in flight.
Position and flight altitude are figures, wakes are lines,
It operates so as to be displayed in a rectangular frame, and has a function of informing the operator 24 of the body data. It should be noted that the track operates so as to display a track within some elapsed time, and the track having a further elapsed time operates so as to disappear the display. The elapsed time can be arbitrarily set by the data input device at the time of initial setting. The underlined part in the square frame is in the state where the flight altitude is zero, and as the flight altitude rises, the figure moves in conjunction with the above-mentioned flight altitude display part (part (7) in Fig. 22) to move upward. To do. Further, in the display area of the rectangular frame, when the flight distance is known in advance, data necessary for display from the data input device at the time of initial setting (for example, S position data, T position data, display magnification, etc. in the figure). The display area can be set arbitrarily by inputting.

The portion indicated by the alternate long and short dash line (11) in FIG.
The position and nose azimuth of the aircraft are displayed in the shape (symbol) that imitates the aircraft, the track is displayed as a line, and the flight display area is displayed as a grid (grid). It has the effect of informing 24. In the figure, the orientation of the figure indicates the nose azimuth angle, and the figure operates so as to rotate around a point indicating the position of the airframe as the nose azimuth angle changes. On the other hand, the movement of the aircraft operates so as to display a track within some elapsed time, and a track with a further elapsed time operates such that the display disappears. Therefore, for example, as shown in the figure, the takeoff position of the aircraft is S
Assuming that the target point or the reference point is displayed as T, the figure of the aircraft is displayed overlapping with the display of S immediately after takeoff, and the figure moves upward on the screen when the aircraft makes a forward flight. At this time, the track after flight is displayed in different colors as the figure moves.

The elapsed time of track display, takeoff position, target point or reference point, grid display scale, etc.
The data necessary for displaying this part is input from the data input device at the time of initial setting and can be set arbitrarily. In addition, if necessary, the operator can automatically switch the display scale of the grid when approaching the target point or the reference point T to a certain distance and operate so as to display a more precise aircraft position. It is possible to give a more effective notification function.

When the aircraft jumps out of the flight display area, the display scale of the grid may be automatically switched or the display may be automatically scrolled. This is the same for the part of the chain line (10). In addition, a figure without a wake is displayed in the figure,
This is an example of displaying the position and nose azimuth of other aircraft other than the own aircraft. When displaying a plurality of aircraft, a plurality of aircraft data are input to the steering display display control device 21, By inputting the initial setting data for a plurality of aircraft from the data input device and performing the same processing as the display control processing of the aircraft itself, it is also possible to operate so as to arbitrarily display in the flight display area. (Visibility is further improved by displaying both machines in different colors.) One-dot chain line (1
The part indicated by 2) is the digital display of the heading azimuth, and it is difficult to understand the heading azimuth display by the figure of the part (11) in Fig. 22. When the operator wants to know the nose azimuth angle, he / she has a function to inform the operator 24 in an easy-to-understand manner. Therefore, the digital value in the figure operates so as to interlock with the direction (rotation) of the figure in (11), and the display changes within the range of 0 to 360 degrees. The full scale of the display can be changed according to the preference of the operator 24 by selecting either 0-360 degree display or -180- + 180 degree display at the time of initial setting as required.

The part indicated by the alternate long and short dash line (13) in FIG.
1) Indicates the display scale value of the grid of the part, and operates so as to be updated and displayed in conjunction with the switching of the grid display scale. The display of "400 m / div" in the figure indicates that one side of the grid is displayed in units of 400 m. The above is the description of the operation and action on the screen when the information regarding the motion state of the airframe in Table 3 above is displayed. Next, FIG. 23 corresponding to Table 4 above will be described.

Note that FIG. 23 is an example of the information displayed on the screen of the pilot display when the information about the operating state of the airframe system of each unmanned helicopter is set as shown in Table 4 above when operating a plurality of unmanned helicopters. , (A) and (B) in the figure show an example of displaying information on the operating status of each aircraft in order from the top to the most important and deeply related, and also in (C) of the figure. Figure is part 22
This is an example in which the nose azimuth angle, position, etc. of each aircraft are relatively displayed by the same method as in the case of the display screen of the information regarding the motion state of the aircraft.

The part indicated by (1) in FIG. 23 is a display of the reception state of the telemeter signal sent from the machine body. When reception is not successful, the character "Fail" is displayed and the reception is performed. When it is in good condition, it operates so as not to be displayed, and has a function of informing the operator 24 of the in-flight state. In addition,
If necessary, characters such as "Good" are displayed during normal operation, and when an error occurs, the color of the character display such as "Fail" is changed to flashing (flashing), and a sound alarm is also used. The settings may be changed as shown below, and other information (such as the part indicated by (2) to (9) in the example of FIG. 23)
Is also the same. This makes it very easy for the operator 24 to monitor the condition during flight outside the visual field.

The part indicated by (2) in FIG. 23 is a display of the power supply state of the machine. When an abnormality occurs, "Fail" is displayed.
It operates so that it is displayed by the character of "," and is not displayed in the normal state, and has a function of notifying the operator 24 of the state during flight. The part indicated by (3) and (4) in FIG. 23 is the display of the main and backup control signal reception status of the aircraft when the communication means is multiplexed, and when the reception is poor, it is indicated by the word "Fail". It operates so as to display and when the reception is good, it has no function to inform the operator 24 of the in-flight state.

The portion indicated by (5) in FIG. 23 is a display of the remaining fuel of the airframe.
By operating to display characters such as "l", "1/2", "Empty", etc., it has a function of informing the operator 24 of the fuel state during flight. It should be noted that, if necessary, by changing the setting so that the remaining fuel is displayed in a numerical value (liter) display or the like, it is possible to have a function of informing the operator 24 of the more detailed state of the remaining fuel.

The portions designated by (6) and (7) in FIG. 23 operate so as to display the operating states of the work equipment, auxiliary equipment, etc. mounted on the machine by the letters "ON" and "OFF". And has a function of informing the operator 24 of the situation during flight. The equipment to be installed is a still camera, a light,
In addition to the video camera, lead rope towing device, drop-and-discard control device, etc., the setting may be changed to be used as an auxiliary display of data regarding the system, if necessary.

The portion designated by (8) in FIG. 23 is for displaying information relating to the airframe system, and has an action of displaying the system status in flight by characters to inform the operator 24. Further, if necessary, by changing the setting so that the statuses and modes of important devices in the system are displayed in order of priority, the operator 24 can be more effectively notified of the system status.

The part indicated by (9) in FIG. 23 is a display of the mode of the flight control device mounted on the aircraft, and the driver operates by displaying the mode state during flight in characters. Has the effect of informing. As shown in FIG.
The groups (1) to (9) are a collection of information on the operating status of the airframe system, other than the flight position of the airframe.

The portions designated by (10), (11), and (12) in FIG. 23 are the data of the speed, altitude, and nose azimuth of the aircraft, which are displayed as numerical values. Then, it has a function of informing the operator 24 in more detail and accuracy of speed / altitude data that cannot be read by the data displayed in the part (C) in the figure or head azimuth data that is difficult to read.

The portions designated by (13) and (14) in FIG. 23 represent the takeoff position of the airframe and the distance from the target point to the position of the airframe in flight, respectively. Among the position data displayed in the part (C) in the drawing, the data is most necessary and has an effect of notifying the operator 24 efficiently and accurately as data that cannot be read immediately and accurately from the drawing.

The part indicated by (15) in FIG. 23 is the position of the No. 1 machine displayed in latitude and longitude as data that cannot be read in the part (C) in the figure, and operates so as to be displayed as numerical values. It has a function of informing the operator 24 of the accurate position of the aircraft. The above is an outline of the information displayed in the part (A) of FIG. 23. When operating a plurality of unmanned helicopters, the information of the second machine should be displayed in the part (B) of the figure. If it is operated on, it becomes possible to monitor on one screen at the same time. In addition, even when operating three or more unmanned helicopters, similar monitoring can be performed by switching screens, dividing and scrolling.

The portions designated by (16) and (17) in FIG. 23 display the position and track of each aircraft during operation of a plurality of unmanned helicopters. The aircraft is a symbol (symbol), and the trajectory is It operates so as to display each by a line, and has an action of more accurately informing the operator 24 of the relative positional relationship with the airframe, the target object, etc. The display color of the machine body is changed for each machine body, and the display effect is further improved by changing the direction of the figure (symbol) according to the nose azimuth angle of the machine body.

The portions designated by (18), (19) and (20) in FIG. 23 represent the takeoff position, the target point and the monitor position of the aircraft, respectively, and the figures S, T and M (symbol ) Has a function of informing the operator 24 of the relative positional relationship with the airframe. The part indicated by (21) in FIG. 23 is a grid display scale of the flight display area, and it operates so as to display numerical values, and when the setting of the flight display area is changed, it is linked to it. It works as if the display changes.

The portion designated by (22) in FIG. 23 is a display of the map orientation of the flight display area, and operates so as to be displayed as a figure (symbol). The portion indicated by (23) in FIG. 23 is a display of the flight display area of the aircraft similar to the portion indicated by the alternate long and short dash line (11) in FIG. 22, and operates so as to be displayed in a grid frame. The display area can be changed or arbitrarily set by an operation from the data input device.

The above is the information on the position data of the information on the operating state displayed in the portion (C) of FIG. 23. However, if the display is difficult to see or if more detailed display is desired, the data input If the display unit of (C) is separated into another screen and is switched and displayed by an operation from the device, more accurate and complete position data can be provided to the operator 24.

The above-mentioned display screen is merely one example of the present invention. Therefore, it goes without saying that the configuration of the airframe system and the number of unmanned helicopters can be variously modified and changed as necessary. Thereby, the layout of the display screen may be changed according to the preference of the operator 24. In addition, by adding a power supply device including a dedicated generator and battery to the control system that constitutes the unmanned helicopter system of the present invention, this control system has an independent power supply structure, so that it is not restricted to the operating location. This unmanned helicopter system can be operated in any place.

The above is the operation and action of the entire remote control type unmanned helicopter system according to the present invention. next,
An operation example of the remote control type unmanned helicopter system according to the present invention will be described. The steering system of one embodiment of the present invention has the structure shown in FIG. 2 described above. First, the steering system is started up by electric power supplied from a generator, an electric power supply device or the like. The operator 24 operates the program in the display control device for operation 21 after startup to input the initial setting information required for the calculation automatically or manually, and at the same time, the signal sent from the telemeter signal receiving device 20. For example, the control display control device 21 for operation is operated. At this time, whether or not the control system is operating normally is checked by displaying a self-diagnosis on the control display 22. Also, by operating the airframe system at the same time, and confirming the operating state of the entire system including the telemeter signal reception state and the operating state of the control system such as the remote control device 23 by the self-diagnosis function described above. For example, it is possible to obtain an important effect in terms of safety that prevents loss of function outside the visual field during operation and accidents caused by the system.

On the other hand, the airframe system of one embodiment of the present invention has a structure as shown in FIG. 1 described above. Normally, the airframe system is started up by the electric power from the generator or the power supply device 6, but it is not necessary. Accordingly, the power consumption of the battery in the power supply device 6 may be suppressed by receiving the power supply from an external outlet or the like. In addition, the aircraft system checks the operating state of the aircraft system by the self-diagnosis function of the flight control device 2 after startup. At this time, for example, when a failure is detected in a part of the airframe system, the state is displayed on the steering display display control device 21, and
It is recorded in the memory inside the flight control device 2 and the recorded data is output to the outside of the aircraft for maintenance later.
In addition, safety measures may be taken so that the system cannot be operated in the fault state due to flight safety problems.

Next, the flight procedure of the remote control type unmanned helicopter system according to the present invention will be described. First, the operator 24 operates the aircraft by the remote control device 23 while taking off the motion state of the aircraft with his / her own eyes within the visual field and takes off. After takeoff, hover the aircraft so that it is held at one point in the air, and check if there are any abnormalities in the aircraft's condition and whether or not the operator 24 can move to the intended mission through visual and system management functions. Check thoroughly and prepare the airframe system and control system. When it is determined that there is no particular problem in the hovering state, the operator 24 operates the remote control device 23 and immediately shifts to the intended mission.

Generally, the operation within the visual field is generally carried out by the above-mentioned setup. However, when the aircraft is flown out of the visual field, from this state or the above visual control state. Since it is necessary to shift to the post control by the control system of the helicopter system according to the present invention, first, the pilot 24 makes an effort to visually grasp the motion state of the airframe in preparation for the shift. Next, when the operation state of the aircraft is sufficiently grasped on the control display 22, and when the vehicle is stable, the operator 24 gradually shifts his / her eyes to the control display 22 and moves the vehicle on the screen. Try to become accustomed to instrument control while confirming that the state matches the state of the aircraft movement that you know.
Finally, from the visual control to the control display 22
The aircraft motion state during flight is read out from the information displayed on the screen to control the operation, and the operation is shifted to the instrument operation to realize the flight of the unmanned helicopter outside the visual field.

The above embodiment is merely an example of the present invention. Therefore, it goes without saying that the configuration of the entire system and the more detailed configuration of each component can be variously added, modified and changed as required. .

[0089]

As described above, according to the present invention, the motion state of the airframe during flight is measured, and the flight control arithmetic processing provided in the flight control device is executed by this measurement signal, which is obtained. Since the aircraft system is automatically controlled according to the command signal, there is no need for maneuvering operations to stabilize the aircraft, and attitude angle stable hold, heading azimuth stable hold, flight speed stable hold, flight altitude stable hold, flight There is an effect that the fuselage can be provided with the self-sustaining flight control capability having the functions such as stable course (position) stable maintenance, engine output stable maintenance, and rotor speed stable maintenance. It also detects the fuel status of the airframe system during flight, the power supply status, the operating status of the hardware and software of each component, the data communication status of control signals and telemeter signals between the airframe system and the control system, and A status signal related to the reliability of the output signal of the device is output, and the system management arithmetic processing provided in the flight control device can be executed based on the obtained operating state information. There is an effect that the machine body can have a self-diagnosis function such as a state detection and a failure diagnosis, and when a failure occurs, the components can be reset and the failure part can be automatically separated. As a result, the reliability of the entire system is improved, and it is possible to prevent failures and accidents during operation.

Further, the above-mentioned system management calculation processing result is recorded as recording data in the storage device in the airframe system and can be reproduced after the end of the flight, so that it can be used for maintenance and maintenance work. There is also. In addition, since it is possible to execute program flight calculation processing when control is impossible, there is an effect that self-contained navigation such as fixed position hovering and automatic return flight can be performed.
It also has the effect of ensuring operational flight safety outside the visual field.

Furthermore, since the signal relating to the motion state of the body and the information relating to the operating state of the body system can be objectively and accurately displayed in real time on the screen of the control display of the control system, the operator can visually check the body. Even outside the field of view, it is possible to accurately and easily know the motion state of the airframe and the operating state of the airframe system during flight, and therefore, even outside the field of view, freely and continuously without causing a sickness-like condition. It has the effect of being able to fly to. In addition, by providing the control system with an independent power supply capability such as a generator and power supply device, and by having a structure that can be carried, it can be installed anywhere in the visual field, not limited to the operation site. There is also an effect that flight control can be performed outside.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of an airframe system of an embodiment of a remote control unmanned helicopter system according to the present invention.

FIG. 2 is a block diagram showing a configuration of a control system of an embodiment of a remote control type unmanned helicopter system according to the present invention.

FIG. 3 is a block diagram showing a specific example of a control signal receiving device in the airframe system of FIG.

4 is a block diagram showing a specific example of a flight control device in the airframe system of FIG.

5 is a block diagram showing a specific example of a signal processing unit in the flight control device of FIG.

6 is a block diagram showing a specific example of a position measuring device in the airframe system of FIG.

7 is a block diagram showing a specific example of a motion measuring device in the airframe system of FIG.

8 is a block diagram showing a specific example of an altitude measuring device in the airframe system of FIG.

9 is a block diagram showing a specific example of a flight control calculation processing section of the pitch control system of the flight control device in the airframe system of FIG.

10 is a block diagram showing a specific example of a flight control calculation processing section of a roll control system of the flight control device in the airframe system of FIG.

11 is a block diagram showing a specific example of a flight control calculation processing section of a yaw control system of the flight control device in the airframe system of FIG.

12 is a block diagram showing a specific example of a flight control calculation processing section of an altitude control system of the flight control device in the airframe system of FIG.

13 is a block diagram showing a specific example of a flight control calculation processing section of the engine control system of the flight control device in the airframe system of FIG.

FIG. 14 is a block diagram showing another specific example of the flight control calculation processing section of the engine control system of the flight control device in the airframe system of FIG. 1.

15 is a block diagram showing a specific example of a flight control calculation processing section of a rotor control system of the flight control device in the airframe system of FIG.

16 is a block diagram showing a specific example of a power supply device in the airframe system of FIG.

17 is a block diagram showing a specific example of power supply control of a system management arithmetic processing unit of the flight control device in the airframe system of FIG.

FIG. 18 is a block diagram showing a specific example of a fuel supply system in a remote control unmanned helicopter system according to the present invention.

19 is a schematic diagram showing an example of a case where data recorded in a storage device provided in the flight control device in the airframe system of FIG. 1 is reproduced and transferred.

FIG. 20 is a diagram showing a display example of reproduced recorded data on a screen.

FIG. 21 is a block diagram showing a specific example of a telemeter signal receiving device in the control system of FIG.

22 is a diagram showing a specific example of a control screen displayed on the control display in the control system of FIG.

FIG. 23 is a diagram showing a specific example of a display screen of the steering display in the steering system of FIG. 2 for providing the operator with information such as the position of the aircraft during flight and the operating state of the aircraft system.

FIG. 24 is a block diagram showing an example of the configuration of a conventional remote control type unmanned helicopter system used for pesticide spraying.

FIG. 25 is a block diagram showing an example of the configuration of a control system of a conventional remote control type unmanned helicopter system used for pesticide spraying.

FIG. 26 is a block diagram showing an example of a configuration of a conventional remote control type unmanned helicopter system equipped with a gyro.

FIG. 27 is a block diagram showing an example of the configuration of a control system of a conventional remote control type unmanned helicopter system equipped with a gyro.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Control signal receiving device 2 Flight control device 2a Signal processing part of flight control device 3 Servo actuator 4 Rotation sensor 5 Fuel sensor 6 Power supply device 7 Position measuring device 8 Motion measuring device 9 Advanced measuring device 10 Telemeter signal transmitting device 20 Telemeter signal Receiving device 21 Control display display control device 22 Control display 23 Remote control device 24 Operator 25R, 25T antenna 26R, 26T antenna 30 Airframe (body) 31 Data input / output display device 33 External processing device 34 External storage device

Claims (4)

[Claims] 1. A remote-controlled unmanned helicopter body having at least a control signal receiving device, a flight control device, a servo actuator, a rotation sensor, a fuel sensor, an electric power supply device, a position measuring device, and a motion measuring device which form a body system. , Equipped with an altitude measurement device and a telemeter signal transmission device to provide self-sustaining flight control capability so as to eliminate the need for maneuvering operations to stabilize the airframe, and at the operator side, various flights sent from at least an unmanned helicopter A telemeter signal receiving device for receiving and demodulating a telemeter signal containing data, a steering display display control device to which a telemeter signal from the telemeter data signal receiving device is input, and a display screen controlled by the steering display display control device Control display and control the unmanned helicopter For this purpose, a remote control unmanned helicopter system is characterized in that a control system comprising a remote control device operated by the pilot is configured so that the remote control device can freely fly even outside the visual field. 2. A self-diagnosis function such as an abnormal state detection and a fault diagnosis is provided by detecting an operating state of the airframe system in flight and performing system management arithmetic processing on the detection signal, and a component is provided when a fault occurs. Flight safety is ensured by resetting or automatically disconnecting the faulty part, and the obtained processing result is recorded as recording data in the storage device in the airframe system, and after the flight is completed, the recording data is reproduced to be exclusively used. The display device is capable of displaying and outputting to the outside of the machine.
Remotely controlled unmanned helicopter system described in. 3. A pilot through the telemeter signal transmission device of the fuselage system by converting a signal relating to a motion state of the fuselage and information relating to an operation state of the fuselage system, which are measured during flight in the fuselage system, into a telemeter signal, respectively. To the operation side, and the operator side receives and demodulates the telemeter signal in the operation system and performs processing necessary for display, and then displays it on the screen of the operation display of the operation system to display the motion of the aircraft. The pilot provides the operator with various information about the aircraft such as the status and the operating state of the aircraft system, and the operator reads the required information from the display screen of the pilot display and reads the aircraft with the remote control device of the pilot system. Post and control the aircraft to the desired flight position / altitude and flight course by controlling it arbitrarily. The unmanned helicopter system of the remote control system according to claim 1, wherein the guidance control can be performed easily and accurately by means of. 4. A program flight calculation process is performed in the airframe system so that the airframe system can independently perform a guided flight even when it is not controlled by the flight control system. The unmanned helicopter system of the remote control system according to claim 1.