CN109803887B - Control system of multi-axis aircraft - Google Patents
Control system of multi-axis aircraft Download PDFInfo
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- CN109803887B CN109803887B CN201780059672.1A CN201780059672A CN109803887B CN 109803887 B CN109803887 B CN 109803887B CN 201780059672 A CN201780059672 A CN 201780059672A CN 109803887 B CN109803887 B CN 109803887B
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- 230000008569 process Effects 0.000 description 47
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- 238000012986 modification Methods 0.000 description 7
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- 239000004973 liquid crystal related substance Substances 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
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- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U50/00—Propulsion; Power supply
- B64U50/30—Supply or distribution of electrical power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U10/00—Type of UAV
- B64U10/10—Rotorcrafts
- B64U10/13—Flying platforms
- B64U10/14—Flying platforms with four distinct rotor axes, e.g. quadcopters
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Abstract
An exemplary control system of the present invention is a control system of a multi-axis aircraft, having: a plurality of motors that rotate the propeller; and a control unit that reads drive information of the motor, the control unit including: a calculation unit that calculates an accumulated load amount of the motor based on a drive time of the motor; and a signal output unit that outputs an alarm signal when the calculated cumulative load amount is equal to or greater than a 1 st set load amount.
Description
Technical Field
The invention relates to a control system for a multi-axis aircraft.
Background
Recently, development and popularization of a flying body called a multi-axis aircraft (unmanned aerial vehicle) have been prevalent. The multi-axis aircraft has a plurality of propellers rotated by a motor, and can perform operations such as ascending, descending, lateral movement, and rotation in the air. For example, a conventional multi-axis aircraft having four propellers is disclosed in japanese laid-open patent publication No. 2016-88121.
As described above, the multi-axis aircraft has a motor that rotates a propeller, but the motor has a life limit. The life of the motor varies depending on the use conditions. For example, if the motor is continuously driven at a high rotation speed, the load applied to the motor increases, and the lifetime becomes short.
Conventionally, there have been the following problems: if the motor of the multi-axis aircraft approaches the lifetime without the user's knowledge, the output of the motor decreases and the multi-axis aircraft cannot obtain sufficient lift.
Disclosure of Invention
In view of the above circumstances, an object of the present invention is to provide a control system for a multi-axis aircraft capable of sufficiently maintaining a flight function of the multi-axis aircraft.
The control system of the multi-axis aircraft exemplified by the present invention is configured to include: a plurality of motors that rotate the propeller; and a control unit that reads drive information of the motor. The control unit includes: a calculation section that calculates an accumulated load amount of the motor according to a driving time of the motor; and a signal output unit that outputs an alarm signal when the calculated cumulative load amount is equal to or greater than a 1 st set load amount.
In addition, an exemplary control system for a multi-axis aircraft according to another aspect of the present invention includes: a multi-axis aircraft body having a plurality of motors that rotate propellers; a control unit that reads drive information of the motor; a positioning system that determines a current position of the multi-axis aircraft body; a destination setting portion that sets a destination of the multi-axis aircraft body; and a cumulative load amount inference section that calculates an inferred cumulative load amount that the multi-axis aircraft body is inferred to be subjected to when flying from the current position to the destination. The control unit includes: a calculation section that calculates an accumulated load amount of the motor according to a driving time of the motor; and a signal output unit that outputs an alarm signal when the calculated cumulative load amount is equal to or greater than a 1 st set load amount. The signal output unit outputs an alarm signal when the cumulative load amount is lower than the 1 st set load amount and a sum of the cumulative load amount and the estimated cumulative load amount is equal to or greater than the 1 st set load amount.
According to the control system of the multi-axis aircraft, the flight function of the multi-axis aircraft can be fully maintained.
The above and other features, elements, steps, features and advantages of the present invention will be more clearly understood from the following detailed description of preferred embodiments of the present invention taken in conjunction with the accompanying drawings.
Drawings
Fig. 1 is a schematic perspective view showing the appearance of a multi-axis aircraft body of embodiment 1.
Fig. 2 is a block diagram showing a control system of the multi-axis aircraft according to embodiment 1.
Fig. 3 is a flowchart of the process at startup according to embodiment 1.
Fig. 4 is a flowchart of the post-startup processing according to embodiment 1.
Fig. 5 is a graph showing an example of the relationship between the accumulated load amount and the driving time.
Fig. 6 is a block diagram of the structure of a multi-axis aircraft body in the control system for a multi-axis aircraft according to modification 1 of embodiment 1.
Fig. 7 is a block diagram showing a control system of a multi-axis aircraft according to variation 2 of embodiment 1.
Fig. 8 is a block diagram of a control system of the multi-axis aircraft according to embodiment 2.
Fig. 9 is a flowchart of the process at startup according to embodiment 2.
Fig. 10 is a flowchart of the process after startup according to embodiment 2.
Detailed Description
Hereinafter, exemplary embodiments of the present invention will be described with reference to the drawings.
Here, a control system for a multi-axis aircraft according to embodiment 1 of the present invention will be described.
Fig. 1 is a schematic perspective view showing an appearance of a multi-axis aircraft body 10 of embodiment 1. The multi-axis aircraft body 10 has a main body portion 100, a 1 st motor 101A, a 2 nd motor 101B, a 3 rd motor 101C, a 4 th motor 101D, a 1 st propeller 102A, a 2 nd propeller 102B, a 3 rd propeller 102C, and a 4 th propeller 102D.
The body 100 has a shape branched in four directions from the center, and has arms 100A to 100D. The 1 st motor 101A, the 2 nd motor 101B, the 3 rd motor 101C, and the 4 th motor 101D are supported by the respective distal end portions of the arms 100A to 100D. A 1 st propeller 102A to a 4 th propeller 102D are fixed to rotors of the 1 st motor 101A to the 4 th motor 101D, respectively. That is, in the multi-axis aircraft 10, the four propellers are rotated by the four motors. The number of motors and propellers is not limited to four, and at least two motors and propellers may be used.
Fig. 2 is a block diagram showing a control system 30 of the multi-axis aircraft according to embodiment 1. As shown in fig. 2, the control system 30 of the multi-axis aircraft has a multi-axis aircraft body 10 and a controller 20.
The multi-axis aircraft body 10 includes 1 st to 4 th motors 101A to 101D, drive circuits 103A to 103D, a control unit 104, a sensor group 105, an operation unit 106, a communication unit 107, a power supply circuit 108, a battery 109, and a display unit 110.
The 1 st motor 101A to the 4 th motor 101D are configured by a DC brushless motor, a DC brush motor, or the like, and have windings L1 to L4, respectively. The 1 st motor 101A to the 4 th motor 101D have temperature sensors T1 to T4, respectively. The temperature sensors T1 to T4 detect the temperatures of the windings L1 to L4, respectively. As a method for detecting the winding temperature, for example, a temperature measurement method by a resistance method is employed.
The drive circuits 103A to 103D for driving the 1 st to 4 th motors 101A to 101D respectively include a microcomputer, a PWM (Pulse Width Modulation) output circuit, and the like, which are not shown.
The control unit 104 is a unit that performs unified control of the multi-axis aircraft body 10, and is constituted by a microcomputer, for example. The control unit 104 includes a calculation unit 104A, a signal output unit 104B, a command unit 104C, and a storage unit 104D, which will be described later.
The sensor group 105 includes, for example, a three-axis gyro sensor, a three-axis acceleration sensor, an air pressure sensor, a magnetic sensor, an ultrasonic sensor, and the like.
The three-axis gyro sensor detects the front-back inclination, the left-right inclination, and the rotational angular velocity of the multi-axis aircraft body 10, thereby detecting the posture and the motion of the body. The triaxial acceleration sensor detects acceleration in the front-rear direction, the left-right direction, and the up-down direction of the multi-axis aircraft body 10. The air pressure sensor is used for grasping the height of the machine body. The magnetic sensor detects the orientation. The ultrasonic sensor detects a distance to the ground by transmitting ultrasonic waves to the ground and detecting a reflected signal.
The operation section 106 has, for example, hard keys (power supply buttons and the like) for operating the multi-axis aircraft body 10. The communication unit 107 performs wireless communication with the controller 20 described later. The wireless communication is, for example, communication using the Wi-Fi standard.
The power supply circuit 108 is a circuit that supplies power to each part of the multi-axis aircraft body 10 in accordance with power supplied from the battery 109. Battery 109 is, for example, a lithium polymer secondary battery. The display unit 110 is constituted by, for example, a liquid crystal display unit, an LED display unit, or the like.
The controller 20 for operating the multi-axis aircraft body 10 has a control section 201, a communication section 202, a display section 203, and an operation section 204.
The control unit 201 is a unit that collectively controls the respective units of the controller 20, and is constituted by a microcomputer, for example. The communication section 202 performs wireless communication with the communication section 107 of the multi-axis aircraft body 10. The display portion 203 is constituted by, for example, a liquid crystal display portion, an LED display portion, or the like. The operation section 204 has, for example, a stick or the like for operating the multi-axis aircraft body 10.
In the control system 30 of the multi-axis aircraft having such a configuration, the user holds the controller 30 with his/her hand and operates the multi-axis aircraft body 10 through the operation unit 204. The operations of the body include, for example, lifting, rotating, moving forward and backward, and moving left and right. In accordance with the operation of the operation section 204 by the user, the control section 201 wirelessly transmits an operation signal to the communication section 107 of the multi-axis aircraft body 10 via the communication section 202.
The operation signal received by the communication unit 107 is transmitted to the control unit 104. The control unit 104 outputs motor control signals to the drive circuits 103A to 103D in accordance with the received operation signals. The drive circuits 103A to 103D output drive currents to the 1 st motor 101A to the 4 th motor 101D in accordance with the received motor control signals, respectively, to drive and control the motors. Specifically, the airframe of the multi-axis aircraft body 10 is operated by controlling the rotational speed (rotational speed) of the motor. The drive circuits 103A to 103D can detect the rotation speeds of the motors from the current signals or voltage signals generated in the 1 st to 4 th motors 101A to 101D.
Detection signals from the sensor group 105 are always input to the control unit 104, and the control unit 104 outputs appropriate motor control signals to the drive circuits 103A to 103D based on the acquired detection signals.
The control system 30 of the multi-axis aircraft according to the present embodiment has a function of detecting that the motor is approaching the lifetime limit and notifying a user of an alarm, and the function will be described below using flowcharts shown in fig. 3 and 4.
Here, the calculation unit 104A included in the control unit 104 calculates, for each of the 1 st to 4 th motors 101A to 101D, an accumulated load amount indicating an amount by which the load applied to the motor is accumulated over time. The calculated cumulative load amount is stored in the storage unit 104D included in the control unit 104.
The control unit 104 calculates the cumulative load amount by accumulating the product value of the rotation speed of the motor detected by each of the drive circuits 103A to 103D and the winding temperature of each of the windings L1 to L4 detected by each of the temperature sensors T1 to T4 over time. Alternatively, the cumulative load amount may be calculated by accumulating the rotation speed of the motor or the detection value of the temperature sensor over time.
For example, the life of a motor is determined by the life of grease contained in the bearings of the motor. The life of the grease depends on the rotational speed of the bearing and the temperature of the bearing. Therefore, by calculating the accumulated load amount from the rotation speed of the motor and the winding temperature as described above, the life of the motor can be grasped.
A large load is applied to the motor mounted on the multi-axis aircraft by maintaining the lift force, the directional deployment, the attitude, and the like of the multi-axis aircraft. For example, as one element for estimating the life of a motor using a ball bearing, the following numerical expression can be generally used. The following formula represents the life of the grease.
log t＝f1-f2(n/Nmax)-(f3-f4(n/Nmax))T
t: average life of grease
f1, f2, f3, f4: constant determined by grease
n: rotational speed of bearing
Nmax: permissible rotational speed of grease lubrication
T: temperature of bearing
As the above mathematical expression, the average life of the grease changes mainly due to the rotational speed and temperature of the bearing. The life of the grease is determined particularly by the temperature, and the life of the motor can be estimated by calculating the cumulative load amount accompanying the temperature change.
In the present embodiment, the lifetime of the motor can be grasped by calculating the cumulative load amount over time. That is, the life of the motor can be grasped by calculating the accumulated load amount corresponding to the use condition of the user.
Here, fig. 5 shows an example of two patterns (solid line and one-dot chain line) of the cumulative load amount. In the solid-line and one-dot-chain-line patterns, the load conditions based on the motor rotation speed and the winding temperature are different, and the load of the solid line is larger than that of the one-dot-chain-line pattern, so the cumulative load amount rises faster, and the cumulative load amount reaches the 1 st set load amount and the 2 nd set load amount before the one-dot-chain-line pattern.
The 2 nd set load amount is a predetermined load amount corresponding to the vicinity of the lifetime of the motor, and the 1 st set load amount is a predetermined load amount set to be lower than the 2 nd set load amount. That is, the 1 st set load amount is an index indicating that the motor is close to the life limit. Therefore, in fig. 5, the life of the solid line is shorter than that of the one-dot chain line pattern depending on the load condition.
For example, when there is a start instruction by the operation of the operation section 106 of the multi-axis aircraft body 10 (turning on of the power button, etc.), the flowchart shown in fig. 3 starts. First, in step S1 of fig. 3, the control unit 104 checks the cumulative load amount of the target motor among the cumulative load amounts of the 1 st to 4 th motors 101A to 101D stored in the storage unit 104D, and determines whether or not the cumulative load amount is equal to or greater than the 1 st set load amount. If the load is not equal to or greater than the 1 st set load amount (no in step S1), the process proceeds to step S11.
In step S11, the control unit 104 determines whether or not the confirmation of the accumulated load amount is completed for all the motors, and if not (no in step S11), the control unit 104 changes the target motor (step S12) and returns to step S1.
If the accumulated load amount is equal to or greater than the 1 st set load amount in step S1 (yes in step S1), the process proceeds to step S2, and the control unit 104 determines whether or not the accumulated load amount is equal to or greater than the 2 nd set load amount. If the load is not equal to or greater than the 2 nd set load amount (no in step S2), it is considered that the target motor is approaching the lifetime, and the process proceeds to step S7.
In step S7, the control unit 104 determines whether or not the target motor is replaced with a new motor. The determination of the motor replacement is performed by, for example, reading an ID or the like stored in the motor and confirming whether the ID or the like is changed.
If the motor is not replaced (no in step S7), the process proceeds to step S9, and the signal output unit 104B included in the control unit 104 outputs a display control signal, which is an alarm signal, to the display unit 110. Thereby, the display unit 110 displays a message urging the user to replace the target motor. When the display unit 110 is, for example, a liquid crystal display unit, the user can be prompted to replace the motor by displaying characters or the like, and when the display unit 110 is, for example, an LED display unit, the user can be prompted to replace the target motor by lighting the corresponding LED according to the lighting color. The signal output unit 104B may transmit a display control signal to the controller 20 side using the communication unit 107, and may cause the display unit 203 of the controller 20 to display an alarm.
After step S9, the process proceeds to step S10, and the control unit 104 sets a low-speed rotation mode in which the 1 st motor 101A to the 4 th motor 101D are rotated at a low speed, and then the process proceeds to step S11.
On the other hand, when it is determined in step S7 that the target motor has been replaced with a new motor (yes in step S7), the process proceeds to step S8, and the control unit 104 resets the cumulative load amount of the target to the zero load amount. After step S8, the process proceeds to step S11.
In step S2, when the cumulative load amount is equal to or greater than the 2 nd set load amount (yes in step S2), it is assumed that the target motor has reached the lifetime or is very close to the lifetime, and the process proceeds to step S3. In step S3, the control unit 104 determines whether or not the target motor is replaced with a new motor. If the replacement is not performed (no in step S3), the signal output unit 104B outputs a display control signal as an alarm signal to the display unit 110. Thereby, the display unit 110 displays a message urging the user to replace the target motor. In contrast to the display in step S9, the display here may employ a display for conveying to the user the urgency of replacement.
Then, the process proceeds to step S6, and the control unit 104 controls the power supply circuit 108 so that at least the drive circuits 103A to 103D are not supplied with power. That is, the energization of the 1 st motor 101A to the 4 th motor 101D is stopped, and the multi-axis aircraft body 10 is not started.
On the other hand, when the motor is replaced in step S3 (yes in step S3), the process proceeds to step S4, and the control unit 104 resets the cumulative load amount of the object to the zero load amount. After step S4, the process proceeds to step S11.
If all of the 1 st to 4 th motors 101A to 101D have completed the confirmation of the accumulated load amount in step S11 (yes in step S11), the process proceeds to step S13. In step S13, the control unit 104 controls the power supply circuit 108 so that power is supplied to each portion including the drive circuits 103A to 103D, thereby allowing the 1 st to 4 th motors 101A to 101D to be energized. I.e. the multi-axis aircraft body 10 is started. Thereafter, the flight of the multi-axis aircraft body 10 can be controlled by the operation of the controller 20.
Here, when the low-speed rotation mode has been set in step S10, the command unit 104C included in the control unit 104 transmits a motor control signal for driving the 1 st motor 101A to the 4 th motor 101D while limiting the rotation speed to the drive circuits 103A to 103D. That is, the command unit 104C performs a command for driving the motor in the low-speed rotation mode.
When the multi-axis aircraft body 10 is started in step S13, it proceeds to the flowchart shown in fig. 4. In fig. 4, first, in step S21, the calculation unit 104A included in the control unit 104 calculates the cumulative load amount for the target motor among the 1 st motor 101A to the 4 th motor 101D.
Then, the process proceeds to step S22, and the control unit 104 determines whether or not the calculated cumulative load amount is equal to or greater than the 1 st set load amount. If the load is not equal to or greater than the 1 st set load (no in step S22), the process proceeds to step S28, the target motor is changed, and the process returns to step S21.
On the other hand, when the cumulative load amount is equal to or greater than the 1 st set load amount (yes in step S22), the process proceeds to step S23, and the control unit 104 determines whether or not the cumulative load amount is equal to or greater than the 2 nd set load amount. If the set load amount is not more than the 2 nd set load amount (no in step S23), the process proceeds to step S25.
In step S25, the signal output unit 104B included in the control unit 104 outputs a display control signal, which is an alarm signal, to the communication unit 107. Thereby, the display control signal is transmitted from the communication unit 107 to the controller 20 side, and the display unit 203 in the controller 20 performs a display urging the user to replace the target motor based on the display control signal. Thus, the user can confirm the alert with the controller 20 at hand while the multi-axis aircraft body 10 is in flight.
Then, the process proceeds to step S26, and the control unit 104 determines whether or not the low-speed rotation mode is set, and if it is the set mode (yes in step S26), the process proceeds to step S28. On the other hand, if the low-speed rotation mode is not set (no in step S26), the process proceeds to step S27, and the control unit 104 sets the low-speed rotation mode. After that, the command unit 104C performs a command for driving the motor in the low-speed rotation mode. After step 27, the process proceeds to step S28.
Further, in step S23, when the accumulated load amount is equal to or larger than the 2 nd set load amount (yes in step SS 23), the process proceeds to step S24, and the signal output unit 104B included in the control unit 104 outputs the display control signal as the alarm signal to the communication unit 107. Thereby, the display control signal is transmitted from the communication unit 107 to the controller 20 side, and the display unit 203 in the controller 20 performs a display urging the user to replace the target motor in accordance with the display control signal. The display at this time may be a display indicating that the urgency of motor replacement is high, as compared with the display at step S25. Then, the process proceeds to step S28.
The process shown in fig. 4 is continued while the multi-axis aircraft body 10 is started while the change of the target motor in step S28 is repeated. Here, the cumulative load amount calculated and stored in the storage section 104D is used for determination in the process at the time of startup shown in fig. 3.
In this way, the control system of the multi-axis aircraft of the present embodiment, which performs the processing shown in fig. 3 and 4, includes: a plurality of motors (101A-101D) that rotate propellers (102A-102D); and a control unit (104) for reading the drive information of the motor,
the control unit includes: a calculation unit (104A) that calculates the cumulative load amount of the motor from the drive time of the motor; and a signal output unit (104B) that outputs an alarm signal when the calculated cumulative load amount is equal to or greater than a 1 st set load amount.
According to such a configuration, the user can be urged to replace the motor when the motor approaches the lifetime, and the multi-axis aircraft can obtain sufficient lift force by replacing the motor. That is, the flight function of the multi-axis aircraft can be sufficiently maintained.
In the present embodiment, when the motor is replaced with a motor different from the motor, the calculation unit resets the cumulative load amount to a zero load amount. Thus, when the motor is replaced, a new cumulative load amount can be calculated from the reset value.
In the present embodiment, the control unit further includes a command unit (104C), and the command unit (104C) performs a command to drive the motor in a low-speed rotation mode in which the motor is driven by limiting the rotation speed of the motor when the cumulative load amount is equal to or greater than the 1 st set load amount. This makes it possible to extend the life of the motor when the motor is near the life.
In the present embodiment, the command unit cancels the low-speed rotation mode when the motor is replaced with a different motor. Thus, the motor can be driven in a normal state by replacing the motor.
In the present embodiment, the controller stops the energization of the motor when the cumulative load amount is equal to or greater than a 2 nd set load amount that is greater than the 1 st set load amount. Thereby, it is possible to prohibit the multi-axis aircraft body from flying in the case where the motor has reached the lifetime or is closer to the lifetime.
In the present embodiment, when the motor is replaced with a motor different from the motor, the control unit cancels the stop of the energization of the motor. This enables the multi-axis aircraft body to fly with the motor replaced.
Further, the control system 30 of the multi-axis aircraft of the present embodiment includes: a multi-axis aircraft body (10); and a controller (20) for operating the multi-axis aircraft body,
the multi-axis aircraft body has a communication unit (107) that transmits the alarm signal to the controller. Thus, a user can confirm an alert with the controller at hand while the multi-axis aircraft body is in flight.
In the present embodiment, the calculation unit calculates the cumulative load amount by multiplying the driving time by at least one of the rotational speed information of the motor and the temperature information of the motor. Thereby, the cumulative load amount can be calculated in consideration of the rotation speed and the temperature associated with the life of the motor.
The control system 30 for a multi-axis aircraft further includes temperature sensors (T1 to T4) for detecting the winding temperature of the motor, and the temperature information of the motor is the temperature detected by the temperature sensors. Thereby, the accumulated load amount can be calculated from the winding temperature, which is particularly relevant to the lifetime of the motor.
In the present embodiment, the cumulative load amount is calculated for each of the plurality of motors, and it is determined whether or not each of the calculated cumulative load amounts is equal to or greater than the 1 st set load amount. Thus, the user can confirm whether or not any motor should be replaced based on the alarm signal.
Fig. 6 is a block diagram showing the structure of a multi-axis aircraft body 10a in the control system for a multi-axis aircraft according to modification 1 of the above embodiment.
The multi-axis aircraft body 10a shown in fig. 6 includes temperature sensors T1a to T4a as structural differences from embodiment 1 described above. The temperature sensors T1A to T4a are fixed to the outer wall surfaces of the housings of the 1 st to 4 th motors 101A to 101D, respectively. The control unit 104 calculates an accumulated load amount from the detection signals of the temperature sensors T1a to T4a. According to such an embodiment, the cumulative load amount can also be calculated in consideration of the motor temperature related to the lifetime.
Fig. 7 is a block diagram showing a control system of a multi-axis aircraft according to modification 2 of the above embodiment. The control system of the multi-axis aircraft shown in fig. 7 has a multi-axis aircraft body 10b and a controller 20a.
In the present modification, the control unit 1201 included in the controller 20a includes a calculation unit 1201A, a signal output unit 1201B, an instruction unit 1201C, and a storage unit 1201D. That is, the control unit may be disposed in either the multi-axis aircraft body (embodiment 1) or the controller (this modification).
The control system for a multi-axis aircraft according to this modification also performs the processing shown in fig. 3 and 4, but differs from the processing shown below.
In step S21 of fig. 4, the calculation unit 1201A calculates the cumulative load amount. At this time, the calculation unit 1201A requests the control unit 104a of the multi-axis aircraft body to acquire information of the rotation speed of the motor and the winding temperature by communication using the communication unit 202. The calculated cumulative load amount is stored in the storage unit 1201D.
The determination processing in steps S22 and S23 is performed by the control unit 1201. The signal output unit 1201B of the control unit 1201 causes the display unit 203 to perform the alarm display of steps S24 and S25. The determination processing in step S26 is performed by the control unit 1201, and in step S27, the instruction unit 1201C of the control unit 1201 causes the control unit 104a to set the low-speed rotation mode by communication using the communication unit 202.
In steps S1 and S2 in fig. 3, the control unit 1201 makes a determination based on the accumulated load amount stored in the storage unit 1201D. In steps S3 and S7, the control unit 1201 determines whether or not the motor replacement is completed. At this time, the control unit 1201 requests the control unit 104a, for example, the ID of the motor.
In steps S4 and S8, the control unit 1201 resets the accumulated load amount to a zero load amount. In steps S5 and S9, signal output unit 1201B of control unit 1201 causes display unit 203 or display unit 110 to display an alarm. In step S6, the control unit 1201 causes the control unit 104a to stop energization of the motor. In step S10, the command unit 1201C of the control unit 1201 causes the control unit 104a to set the low-speed rotation mode by communication using the communication unit 202. Then, in step S13, the control section 1201 instructs the control section 104a to start.
As another modification of embodiment 1 described above, the control unit 104 of the multi-axis aircraft body 10 may transmit the data of the cumulative load amount calculated by the calculation unit 104A to the control unit 201 of the controller 20 using the communication of the communication unit 107. That is, the multi-axis aircraft body (10) may have a communication unit (107) that transmits the calculated data of the cumulative load amount to the controller (20).
Thus, during the flight of the multi-axis aircraft body, the data of the accumulated load amount is transmitted to the controller at the hand of the user, and the controller can grasp the accumulated load amount.
In embodiment 1, the cumulative load amounts are calculated for the 1 st motor 101A to the 4 th motor 101D, respectively, but may be calculated as an average value of the cumulative load amounts calculated for the respective motors. That is, the cumulative load amount may be calculated as an average value of a plurality of motors.
This can simplify the comparison determination process between the accumulated load amount and the 1 st set load amount.
Next, embodiment 2 of the present invention will be explained. Fig. 8 is a block diagram showing a control system 60 of a multi-axis aircraft according to embodiment 2 of the present invention.
The control system 60 of the multi-axis aircraft of the present embodiment has a multi-axis aircraft body 40 and a controller 50. The multi-axis aircraft main body 40 is different from the embodiment 1 in that it includes a control unit 1041 and a positioning system 111. The position determination system 111 determines the current position of the multi-axis aircraft body 40.
The controller 50 is different from the embodiment 1 in that it includes a control unit 2011. The control unit 2011 includes a calculation unit 2011A, an accumulated load amount estimation unit 2011B, a command unit 2011C, a storage unit 2011D, a signal output unit 2011E, and a destination setting unit 2011F.
The lifetime warning function in the control system 60 of the multi-axis aircraft of such a structure will be described using the flowcharts of fig. 9 and 10.
When the destination of multi-axis aircraft body 40 is set and a start instruction is issued by destination setting unit 2011F by the operation of operation unit 204, the flowchart shown in fig. 9 starts. First, in step S31 in fig. 9, the cumulative load amount estimation unit 2011B calculates, for the target motor among the 1 st to 4 th motors 101A to 101D, an estimated cumulative load amount that the multi-axis aircraft body 40 is estimated to receive when flying from the current position to the destination.
For example, the cumulative load amount estimation unit 2011B calculates an estimated cumulative load amount from the scheduled flight path determined by the current position measured by the position measurement system 111 and the destination set by the destination setting unit 2011F, the cumulative load amount of the amount accumulated during the last start of the multi-axis aircraft body 40, and the actual flight path of the last multi-axis aircraft body 40. In addition, data of the cumulative load amount of the amount accumulated during the previous startup period can be stored in the storage unit 2011D. The actual flight path of the multi-axis aircraft body 40 in the previous time can be grasped by sequentially storing data of the current position measured by the positioning system 111 in the storage unit 2011D during the previous startup.
Next, in step S32, the control unit 2011 determines whether or not the sum of the accumulated load amount stored in the storage unit 2011D and the estimated accumulated load amount calculated as described above is equal to or greater than the 1 st set load amount. If the load is not equal to or greater than the 1 st set load amount (no in step S32), the process proceeds to step S37. In step S37, the control unit 2011 checks whether or not all motors have been determined, and if all motors have not been determined (no in step S37), the process proceeds to step S38, the target motor is changed, and the process returns to step S31.
On the other hand, when the load amount is equal to or larger than the 1 st set load amount in step S32 (yes in step S32), the process proceeds to step S33, and the control unit 2011 determines whether or not the target motor has been replaced with a new motor. If the replacement is not performed (no in step S33), the process proceeds to step S34, and the signal output unit 2011E outputs a display control signal, which is an alarm signal, to the display unit 203. Thereby, the display unit 203 performs display urging the user to replace the target motor in accordance with the display control signal.
In this case, the process proceeds to step S35, and since control unit 2011 does not instruct activation of control unit 1041 of multi-axis aircraft body 40, multi-axis aircraft body 40 is not activated.
When the motor has been replaced in step S33 (yes in step S33), the process proceeds to step S36, and the control unit 2011 resets the cumulative load amount stored in the storage unit 2011D to a zero load amount. Then, the process proceeds to step S37.
If the determination is completed for all the motors in step S37 (yes in step S37), the process proceeds to step S39, and the control unit 2011 instructs the control unit 1041 of the multi-axis aircraft body 40 to start the multi-axis aircraft body 40 by the communication of the communication unit 202. Thus, the control unit 1041 controls the power supply circuit 108 so that power is supplied to each part including the drive circuits 103A to 103D, thereby allowing the 1 st to 4 th motors 101A to 101D to be energized. I.e. the multi-axis aircraft body 40 is started.
After that, for example, based on the data of the planned flight path determined by the control unit 2011 from the current position and the destination and transmitted to the control unit 1041, the control unit 1041 controls the driving of the 1 st motor 101A to the 4 th motor 101D via the driving circuits 103A to 103D so as to guide the multi-axis aircraft body 40 to the destination.
The flowchart shown in fig. 10 begins when multi-axis vehicle body 40 is started. First, in step S41 of fig. 10, the calculation unit 2011A calculates the cumulative load amount for the target motor. The accumulated load amount is calculated from the motor rotation speed data and the winding temperature data transmitted from the control unit 1041 through communication by the communication unit 107.
Then, in step S42, the control unit 2011 determines whether the calculated accumulated load amount is equal to or greater than the 1 st set load amount, and if the calculated accumulated load amount is not equal to or greater than the 1 st set load amount (no in step S42), the process proceeds to step S46, the target motor is changed, and the process returns to step S41.
If the cumulative load amount is equal to or greater than the 1 st set load amount in step S42 (in the case of step S42), the process proceeds to step S43, and the signal output unit 2011E outputs a display control signal, which is an alarm signal, to the display unit 203. Thereby, the display unit 203 performs display urging the user to replace the target motor in accordance with the display control signal.
Next, in step S44, control unit 2011 determines whether the low-speed rotation mode is set in multi-axis aircraft body 40, and if not (no in step S44), proceeds to step S45. In step S45, the command unit 2011C causes the control unit 1041 to set the low-speed rotation mode by the communication of the communication unit 202. Thereby, the multi-axis aircraft body 40 shifts to the action in the low-speed rotation mode. Then, the process proceeds to step S46.
On the other hand, when the low-speed rotation mode is set in step S44 (yes in step S44), the process proceeds to step S46.
The process shown in fig. 10 is continued while the multi-axis aircraft body 40 is started while the change of the target motor in step S46 is repeated. Here, the cumulative load amount calculated and stored in the storage section 104D is used for determination in the process at the time of startup shown in fig. 9.
As described above, the control system of the multi-axis aircraft according to the present embodiment, which performs the processing shown in fig. 9 and 10, includes:
a multi-axis aircraft body (40) having a plurality of motors (101A-101D) that rotate propellers;
a control unit (2011) that reads drive information of the motor;
a positioning system (111) that measures the current position of the multi-axis aircraft body;
a destination setting unit (2011F) that sets a destination of the multi-axis aircraft body; and
a cumulative load amount estimation unit (2011B) that calculates an estimated cumulative load amount that the multi-axis aircraft body is estimated to be subjected to when flying from the current position to the destination,
the control unit includes:
a calculation unit (2011A) that calculates an accumulated load amount of the motor based on a drive time of the motor; and
a signal output unit (2011E) for outputting an alarm signal when the calculated accumulated load amount is greater than or equal to a 1 st set load amount,
the signal output part outputs an alarm signal when the accumulated load amount is lower than the 1 st set load amount and the sum of the accumulated load amount and the estimated accumulated load amount is greater than or equal to the 1 st set load amount.
With such a configuration, even if the current cumulative load amount is lower than the 1 st set load amount, it is possible to notify the user of the warning in advance before the flight if the cumulative load amount expected from the load of the flight from the current position to the destination is equal to or greater than the 1 st set load amount, while enjoying the same effect as in embodiment 1.
In the present embodiment, when the motor is replaced with a motor different from the motor, the calculation unit resets the cumulative load amount to a zero load amount. Thus, if the user who is urged to replace the motor by the alarm replaces the motor, the new cumulative load amount can be calculated from the reset value.
In the present embodiment, the cumulative load amount and the estimated cumulative load amount are calculated for each of the plurality of motors, and it is determined whether or not the sum of the calculated cumulative load amount and the estimated cumulative load amount for each of the plurality of motors is equal to or greater than the 1 st set load amount. This makes it possible to output an alarm to each of the plurality of motors and to transmit information to the user as to which motor should be replaced.
The cumulative load amount and the estimated cumulative load amount may be calculated as an average value of values calculated for each of the 1 st motor 101A to the 4 th motor 101D. That is, the cumulative load amount and the estimated cumulative load amount may be calculated as an average value of a plurality of the motors. Thus, the determination process for the sum of the accumulated load amount and the inferred accumulated load amount is simplified.
While the embodiments of the present invention have been described above, the embodiments can be variously modified within the scope of the present invention.
For example, the signal output unit may output an audio signal as the alarm signal. That is, the user may be prompted to replace the motor by sound.
The present invention can be preferably used for multi-axis aircrafts for hobby use, commercial use, and the like.
Claims (15)
1. A control system for a multi-axis aircraft, having:
a plurality of motors that rotate the propeller; and
a control unit for reading the drive information of the motor,
it is characterized in that the preparation method is characterized in that,
the control unit includes:
a calculation section that calculates an accumulated load amount of the motor according to a driving time of the motor; and
a signal output part which outputs an alarm signal when the calculated accumulated load amount is more than a 1 st set load amount,
the control unit further includes a command unit that performs a command to drive the motor in a low-speed rotation mode in which the motor is driven while the rotation speed of the motor is limited, when the cumulative load amount is equal to or greater than the 1 st set load amount,
the control unit stops the energization of the motor when the cumulative load amount is equal to or more than a 2 nd set load amount that is larger than the 1 st set load amount,
the 2 nd set load amount is a predetermined load amount corresponding to a vicinity of a lifetime of the motor.
2. The control system for a multi-axis aircraft as claimed in claim 1,
when the motor is replaced with another motor different from the motor, the calculation unit resets the cumulative load amount to a zero load amount.
3. The control system for a multi-axis aircraft as defined in claim 2,
the command unit cancels the low-speed rotation mode when the motor is replaced with another motor different from the motor.
4. The control system for a multi-axis aircraft as claimed in claim 3,
when the motor is replaced with another motor different from the motor, the control unit cancels the stop of the energization of the motor.
5. The control system of a multi-axis aircraft as claimed in any one of claims 1 to 4,
the control system of the multi-axis aircraft comprises:
a multi-axis aircraft body; and
a controller that operates the multi-axis aircraft body,
the multi-axis aircraft body has a communication section that transmits the alarm signal to the controller.
6. The control system of a multi-axis aircraft as claimed in any one of claims 1 to 4,
the control system of the multi-axis aircraft comprises:
a multi-axis aircraft body; and
a controller that operates the multi-axis aircraft body,
the multi-axis aircraft body has a communication section that transmits the calculated data of the cumulative load amount to the controller.
7. Control system of a multi-axis aircraft according to any one of claims 1 to 4,
the calculation unit calculates the cumulative load amount by multiplying the drive time by at least one of rotational speed information of the motor and temperature information of the motor.
8. The control system for a multi-axis aircraft as claimed in claim 7,
the control system of the multi-axis aircraft also has a temperature sensor that detects the temperature of the windings of the motor,
the temperature information of the motor is a temperature detected by the temperature sensor.
9. The control system of a multi-axis aircraft as claimed in any one of claims 1 to 4,
the cumulative load amounts are respectively calculated for a plurality of the motors,
determining whether or not each of the calculated cumulative load amounts is equal to or greater than the 1 st set load amount.
10. Control system of a multi-axis aircraft according to any one of claims 1 to 4,
the cumulative load amount is calculated as an average value of a plurality of the motors.
11. Control system of a multi-axis aircraft according to any one of claims 1 to 4,
the control system of the multi-axis aircraft comprises:
a multi-axis aircraft body; and
a controller that operates the multi-axis aircraft body,
the control unit is disposed on either the multi-axis aircraft body or the controller.
12. A control system for a multi-axis aircraft, having:
a multi-axis aircraft body having a plurality of motors that rotate propellers;
a control unit that reads drive information of the motor;
a positioning system that determines a current position of the multi-axis aircraft body;
a destination setting section that sets a destination of the multi-axis aircraft body; and
an accumulated load amount inference section that calculates an inferred accumulated load amount that the motor may be subjected to, based on a predetermined flight path when the multi-axis aircraft body flies from the current position to the destination, a last accumulated load amount accumulated during a last startup of the multi-axis aircraft body, and a last actual flight path of the multi-axis aircraft body,
it is characterized in that the preparation method is characterized in that,
the control unit includes:
a calculation section that calculates an accumulated load amount of the motor according to a driving time of the motor; and
a signal output part which outputs an alarm signal when the calculated accumulated load amount is more than a 1 st set load amount,
the signal output part outputs an alarm signal when the accumulated load amount is lower than the 1 st set load amount and a sum of the accumulated load amount and the estimated accumulated load amount is equal to or greater than the 1 st set load amount.
13. The control system for a multi-axis aircraft as defined in claim 12,
when the motor is replaced with another motor different from the motor, the calculation unit resets the cumulative load amount to a zero load amount.
14. Control system of a multi-axis aircraft according to claim 12 or 13,
calculating the accumulated load amount and the inferred accumulated load amount for a plurality of the motors respectively,
determining whether or not the sum of each of the calculated accumulated load amounts and the estimated accumulated load amount is equal to or greater than the 1 st set load amount.
15. Control system of a multi-axis aircraft according to claim 12 or 13,
the accumulated load amount and the inferred accumulated load amount are calculated as an average of a plurality of the motors.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
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| JP2016-192706 | 2016-09-30 | ||
| JP2016192706 | 2016-09-30 | ||
| PCT/JP2017/033422 WO2018061823A1 (en) | 2016-09-30 | 2017-09-15 | Multi-copter control system |
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| CN109803887A CN109803887A (en) | 2019-05-24 |
| CN109803887B true CN109803887B (en) | 2022-10-04 |
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| JP (1) | JP7040450B2 (en) |
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| JP2020084834A (en) * | 2018-11-19 | 2020-06-04 | トヨタ自動車株式会社 | Electric oil pump system |
| JP7164480B2 (en) * | 2019-03-29 | 2022-11-01 | 株式会社日立製作所 | Grease deterioration diagnostic device and its method |
| CN114286782A (en) * | 2019-08-28 | 2022-04-05 | 株式会社电装 | Control device of electric vertical take-off and landing machine |
| EP4023550A4 (en) * | 2019-08-28 | 2022-10-19 | Denso Corporation | Electric vertical takeoff and landing aircraft and control device for electric vertical takeoff and landing aircraft |
| WO2021070308A1 (en) * | 2019-10-09 | 2021-04-15 | 日本電信電話株式会社 | Unmanned aircraft, and method for controlling unmanned aircraft |
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| JP7040450B2 (en) | 2022-03-23 |
| CN109803887A (en) | 2019-05-24 |
| JPWO2018061823A1 (en) | 2019-07-18 |
| WO2018061823A1 (en) | 2018-04-05 |
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