JP2019505902A - System and method for operating an automated aircraft system - Google Patents

Abstract

A method of controlling an aircraft system having a rotor surrounded by a housing comprising: operating the rotor in flight mode; detecting a grab event indicating that the aircraft system is being grabbed; A step of operating in standby mode. A method of controlling an aircraft system comprising a central axis extending perpendicular to an outer surface of an aircraft system, the method comprising: generating a first aerodynamic force in a rotor set surrounded by a housing; a central axis and a gravity vector; Detecting that the acute angle between is greater than a threshold angle, wherein each rotor of the rotor set cooperates to generate a second aerodynamic force that is less than the first aerodynamic force by the rotor set. ,Method. [Selection] Figure 1

Description

  The present invention relates generally to the field of aircraft systems, and more particularly to new and useful systems and methods for automated aircraft system operation in the field of aircraft systems.

Cross-reference of related applications This application includes international patent applications PCT / CN2015 / 099339 filed on December 29, 2015, PCT / CN2016 / 070579 filed on January 11, 2016, January 11, 2016. PCT / CN2016 / 070583, filed on January 11, 2016, and PCT / CN2016 / 070581 filed on January 11, 2016. All of which are incorporated herein by reference.

  This application claims the benefit of US Provisional Application No. 62 / 353,337, filed June 22, 2016, and US Provisional Application No. 62 / 326,600, filed April 22, 2016. Both of these are incorporated herein by reference in their entirety.

FIG. 1 is a flowchart of an automated aircraft system operating method. FIG. 2 is a flowchart of a modified example of the automatic aircraft system operation method. FIG. 3 shows a first example of detection of a change in an orientation sensor signal representing an imminent operation event and automatic operation of the lift mechanism based on the detected change. FIG. 4 shows a second example of detection of a change in the direction sensor signal representing an imminent operation event and automatic operation of the lift mechanism based on the detected change. FIG. 5 is a diagram illustrating a modification of the aircraft system. FIG. 6 shows an aircraft system and a system comprising a remote computer system. FIG. 7 is a diagram showing a first modification example of the operation of the automatic aircraft system including a change in the detected sensor signal representing a natural fall and a specific example of lift mechanism control according to the change in the detected sensor signal. FIG. 8 shows a second modification example of the operation of the automatic aircraft system, including the detection of the force applied along the second axis, the natural fall, and the specific example of the lift mechanism control according to the detected change of the sensor signal. FIG. FIG. 9 is a diagram showing a third modification of the operation of the automated aircraft system, where the aircraft system is automatically lifted from the support surface. FIG. 10 is a diagram illustrating a fourth modification of the operation of the automated aircraft system, where the aircraft system is automatically hovering when the support surface is removed. FIG. 11 is a diagram showing a first modified example in which the standby event is detected and the aircraft system in the standby mode is operated. The specific example of the detected unexpected sensor signal change and the lift corresponding to the detected standby event are shown. Includes specific examples of mechanism control. FIG. 12 illustrates a second variation of detecting a standby event and operating an aircraft system in standby mode, including detection of an open user hand under the aircraft system when in a standby event. . A specific example of the detected unexpected sensor signal change and a specific example of the lift mechanism control according to the detected standby event are included. FIG. 13 is a diagram showing a third modified example in which a standby event is detected and an aircraft system in a standby mode is operated, and a user who is in a “grasping” mode next to the aircraft system when in a standby event. Including detecting the hand.

  The following description of the preferred embodiments of the present invention is not intended to limit the present invention to these preferred embodiments, but rather allows those skilled in the art to make and use the present invention. Is.

1. Overview As shown in FIG. 1, an automated aircraft system operating method 100 includes: step S120 for operating an aircraft system in flight mode; step S150 for detecting a standby event; and step S160 for operating an aircraft system in standby mode. Yeah. The method 100 further includes step S110 for detecting a flight event, step S130 for receiving a control instruction, and / or step S140 for operating the aircraft system in response to the control instruction.

  This method functions to automatically cease flight of the aircraft system regardless of receipt of control instructions. In a first variation, the aircraft system automatically detects that the aircraft system is blocked during the flight and automatically operates in standby mode in response to detection of the aircraft system being blocked. In a particular example, the aircraft system slows or stops its lift mechanism when the user knows that the aircraft system is in flight or in the air (eg, as shown in FIG. 2). In the second modification, the aircraft system automatically recognizes the landing point and automatically operates to land at the landing point. In a first specific example, the aircraft system automatically detects the user's hand under the aircraft system (eg, using a camera with a field of view facing downwards and visual analysis) and determines the speed of the propeller. Gradually drop and land the aircraft system on the user's hand. In the second specific example, the aircraft system automatically detects a landing point in front of the aircraft system, automatically flies toward the landing point, and automatically controls the lift mechanism to land at the landing point. . However, this method can abort the flight of the aircraft system in other ways.

  The method further functions to automatically fly the aircraft system regardless of receiving control instructions. In a first variation, when the aircraft system is released (eg, from the user's hand), the aircraft system automatically hovers (eg, in place). In a second variant, the aircraft system will automatically fly along the force vector, stop and hover depending on the aircraft system being thrown or pushed along the force vector. In a third variation, the aircraft system can automatically take off from the user's hand. However, this method can fly the aircraft system in other ways.

2. Advantages This method can provide a number of advantages over conventional systems. First, by automatically entering the standby mode of the aircraft system, automatically flying in response to the startup of the aircraft system, and / or automatically landing at the user's hand or landing point specified by the user, This method allows for a more user-friendly interaction between the user and the aircraft system. Second, by operating automatically regardless of receiving external control instructions, this method eliminates the need for the user to control these aspects of the aircraft system flight. This allows the user to control auxiliary systems (eg, camera systems), minimize multitasking, or reduce user interaction required for aircraft system flights. However, this method can provide other suitable sets of benefits.

3. System As shown in FIG. 5, the method is preferably used in one or more aircraft systems 1, optionally with a remote computer system (example shown in FIG. 6), or other suitable system. Can be used with. The aircraft system 1 functions to fly and further functions to take pictures, deliver cargo, and / or relay wireless communications. The aircraft system 1 is preferably a rotary wing aircraft (eg, quadcopter, helicopter, cyclocopter, etc.), but may alternatively be a fixed wing aircraft, a light aircraft, or other suitable aircraft The system 1 may be used. The aircraft system 1 includes a lift mechanism, a power source, a sensor, a processing system, a communication system, a main body, and / or other appropriate equipment.

  The lift mechanism of an aircraft system functions to provide a lift and preferably comprises a rotor set (individually or entirely) driven by one or more motors. Each rotor is preferably configured to rotate about a corresponding rotor axis, define a corresponding rotor surface perpendicular to the rotor axis, and sweep a wind receiving area on the rotor surface. The motor is preferably configured to provide sufficient power to the rotor to fly the aircraft system, more preferably it can be operated in two or more modes, at least one of which is A mode that provides sufficient power for flight, and at least one of them provides a mode that provides less power than required for flight (eg, provides 10% of minimum flight power, etc.) Prepare. The power provided by the motor preferably affects the angular speed at which the rotor rotates about its rotor axis. During flight of the aircraft system, the rotor set is capable of nearly all of the total aerodynamic forces generated by the aircraft system 1 (except perhaps the tractive forces generated by the body, such as when flying at high airspeeds). , 99% or more, 95% or more, 90% or more, or 75% or more) is preferably generated in cooperation or individually. Alternatively or additionally, the aircraft system 1 functions to generate forces for flight of the aircraft system, such as jet engines, rocket engines, wings, solar sails, and / or other suitable force generating equipment, etc. May be equipped with suitable flight equipment.

  In one variant, the aircraft system 1 comprises four rotors, each rotor being arranged at a corner of the aircraft system body. The four rotors are preferably distributed substantially evenly around the aircraft system body, and each rotor surface is preferably substantially parallel to the outer surface (eg, including the vertical and horizontal axes) of the aircraft system body (eg, 10 ° or less). The rotor is preferably a relatively large portion of the entire aircraft system 1 (eg, 90%, 80%, 75%, or a majority of the footprint of the aircraft system, or other suitable proportion of the aircraft system 1). Accounted for. For example, the square of the diameter of each rotor may be greater than the convex hull threshold of the projection of the aircraft system 1 on the main plane of the system (eg, the outer surface) (eg, 10%, 50%, 75%, 90%, 110%). However, the rotor can be arranged in other ways.

  Aircraft system power supplies provide power to aircraft system dynamic equipment (eg, lift mechanism motors, power supplies, etc.). The power source can be attached to the body and connected to a dynamic device, or it can be arranged in another way. The power source is a rechargeable battery, secondary battery, primary battery, fuel cell, or other suitable power source.

  Aircraft system sensors function to obtain signals representative of the ambient environment of the aircraft system and / or aircraft system operation. The sensor is preferably mounted on the body, but can alternatively be mounted on other suitable equipment. The sensor is preferably powered by a power source and controlled by a processor, but may be connected to and interact with other suitable equipment. Sensors: cameras (eg, CCD, CMOS, multispectral, visual field, hyperspectral, stereoscopic, etc.), orientation sensors (eg, inertial measurement sensors, accelerometers, gyroscopes, altimeters, magnetometers, etc.), acoustic sensors (Eg, transducer, microphone, etc.), barometer, light sensor, temperature sensor, current sensor (eg, Hall effect sensor), air flow meter, voltmeter, touch sensor (eg, resistance, capacitance, etc.), proximity sensor, force Comprising one or more sensors (eg strain gauges, load cells), vibration sensors, chemical sensors, solar sensors, position sensors (eg GPS, GNSS, triangulation, etc.) or other suitable sensors It may be. In one variation, the aircraft system 1 includes a first camera mounted along the first end of the aircraft system body (eg, statically or rotatably) and having a field of view that intersects the outer surface of the body. A second camera mounted along the bottom of the aircraft system body and having a field of view substantially parallel to the outer surface; and an azimuth sensor set such as an altimeter and an accelerometer. However, the system may include any other suitable number of sensor types.

  The processing system of the aircraft system functions to control aircraft system operation. The processing system can perform the following methods: stabilize the aircraft system during flight (eg, selectively operate the rotor to minimize swinging of the aircraft system during flight); receive remote control instructions; Analyze and operate aircraft system 1 based on it; or otherwise control aircraft system operation. The processing system is preferably configured to receive and analyze measurements sampled by sensors, more preferably combinations of measurements sampled by heterogeneous sensors (eg, combining camera and accelerometer data). ing. The aircraft system 1 includes one or more processing systems, and different processors may perform the same function (eg, function as a multi-core system) or may be specialized. The processing system may comprise one or more of: a processor (eg, CPU, GPU, microprocessor, etc.), memory (eg, flash, RAM, etc.), or other suitable equipment. The processing system is preferably mounted on the main body, but may alternatively be attached to other suitable equipment. The processing system is preferably powered by a power source, but may be powered by other methods. The processing system is preferably connected to and controls sensors, communication systems, and lift mechanisms, but additionally or alternatively, connects to and interacts with other suitable equipment. Also good.

  The communication system of the aircraft system functions to communicate with one or more remote computer systems. The communication module is a long distance communication module, a short distance communication module, or other suitable communication module. The communication module facilitates wired / wireless communication. Examples of communication modules include 802.11x, Wi-Fi, Wi-Max, NFC, RFID, Bluetooth, Bluetooth Low Energy, ZigBee, Cellular Telecommunications Industry Association (eg 2G, 3G, 4G, LTE, etc.), radio (RF), wired connection (eg, USB), or other suitable communication module or combination thereof. The communication system is preferably powered from a power source, but may be powered in other ways. The communication system is preferably connected to the processing system, but can additionally or alternatively connect to and interact with other suitable equipment.

  The body of the aircraft system functions to support the aircraft system equipment. The main body also has a function of protecting aircraft system equipment. The body preferably substantially encloses the communication system, power source, and processing system, but may be configured in other ways. The body includes a platform, a housing, or other suitable structure. In one variation, the main body is a communication system, a power source, a main body that protects the processing system, a first main body that extends parallel to the rotor rotation surface, and is disposed along the first and second sides of the main body. One and a second frame (eg, a cage) may be provided. These frames function as an intermediate device between the rotating rotor and a holding mechanism (for example, a holding mechanism such as a user's hand). The frame may be along a single side of the body (eg, along the bottom of the rotor, along the top of the rotor), along the first and second sides of the body (eg, top and bottom of the rotor). May extend around, surround the rotor (eg, extend along all sides of the rotor), or may be otherwise configured. The frame is statically or operably attached to the main body.

  The frame may include one or more openings (eg, air flow openings) that connect one or more rotors in fluid communication with the surrounding environment. This opening functions to allow air to flow between the ambient environment and the rotor and / or other suitable fluid (e.g., the aerodynamic forces that cause the rotor to move the aircraft system through the ambient environment). Can be made). The opening may be elongated or may have a considerable length and width. The openings may be substantially the same or different from each other. The opening is preferably small enough so that components of the retention mechanism (eg, fingers of the hand) do not pass through the opening. The geometric transparency of the frame in the vicinity of the rotor (eg, the ratio of the open area to the total area) is preferably large enough so that the aircraft system can fly, more preferably high performance flight maneuvers. For example, each opening may be smaller than a threshold size (e.g., an elongate slot that is smaller than the threshold size in all dimensions, narrower than the threshold size but significantly longer, etc.). In a specific example, the frame has 80% and 90% geometric transparency, and the openings (eg, circles, polygons such as regular pentagons, etc.) each form a localized circle with a diameter of 12-16 mm. Stipulate. However, the body can be configured in other ways.

  The body (and / or other suitable aircraft system equipment) can define a holding area that can be held by a holding mechanism (eg, a human hand, aircraft system dock, claw, etc.). This holding area preferably surrounds part of one or more rotors, more preferably completely surrounds all rotors, so that the rotor and the holding mechanism or other object in the vicinity of the aircraft system 1 can be Preventing unintended interactions between them. For example, the projection of the holding area onto an aircraft system surface (eg, outer surface, rotor surface, etc.) may result in one or more rotor sweep regions (eg, one rotor sweep region, rotor) on the same aircraft system surface. It may overlap the projection of the entire sweep area of the set, etc. (eg, partially, completely, mostly, at least 90%, etc.).

  The aircraft system 1 may further comprise an input (eg, a microphone, a camera, etc.), an output (eg, a display, a speaker, a light emitting element, etc.), or other suitable equipment.

  The remote computer system functions to receive auxiliary user input, and further automatically generates control instructions for the aircraft system 1 and transmits the control instructions to the aircraft system 1. Each aircraft system 1 can be controlled by one or more remote computer systems. The remote computer system preferably controls the aircraft system 1 via a client (eg, native application, browser application, etc.), but may be controlled in other ways. The remote computer system may be a user device, a remote server system, a connection device, or any other suitable system. Examples of user devices are tablets, smart phones, mobile phones, laptops, watches, wearable devices (eg glasses), or other suitable user devices. User devices include power storage systems (eg, batteries), processing systems (eg, CPU, GPU, memory, etc.), user outputs (eg, displays, speakers, vibration mechanisms, etc.), user inputs (eg, keyboards, touches) Screens, microphones, etc.), position measurement systems (eg, GPS systems), sensors (eg, optical sensors such as optical sensors and cameras, orientation sensors such as accelerometers, gyroscopes, and altimeters), acoustic sensors such as microphones, etc. ), Data communication system (eg, WiFi module, BLE, cellular module, etc.), or other suitable equipment.

4). Method The step S110 of detecting a flight event functions to detect a request for an impending operational event, or a request related to the flight of another aircraft system. Imminent operational events include natural fall (eg, movement of the aircraft system along a first axis parallel to the gravity vector), emergency drop, placement of the aircraft system within a predetermined orientation (eg, 0.5 seconds) Main aircraft plane arrangement within a predetermined range from a direction orthogonal to the gravity vector for a given time), based on manual support of aircraft system in the air (eg acceleration pattern, rotation pattern, vibration pattern, temperature pattern, etc. ), Or any other suitable imminent operational event. Step S110 preferably comprises detecting a change in sensor signal associated with the impending operation. This change is preferably detected by the processing system based on a signal received from an onboard sensor (eg, an orientation sensor), but alternatively, a remote computer system (eg, a sensor signal is transmitted to the remote computer system). Or may be detected by other suitable systems. The predetermined change can be set by the manufacturer, received from a client running a remote computer system, received from a user, or otherwise determined. This change can be determined: at a predetermined frequency, each time a new orientation sensor signal is received, or at any other suitable time. The predetermined change may be a signal change, a parameter change (eg, an acceleration change amount, a speed change amount, etc.), a change rate (eg, an acceleration change rate), or other suitable change.

  Changes that represent an impending operation may be received from the user, received from the client, automatically learned (eg, based on training training on a labeled accelerometer pattern), or other Can be determined by the method. An actual change is considered to be a change that represents an impending operation if the actual change substantially matches a predetermined change that represents the impending operation, and is classified as a change that represents an impending operation. And substantially matches the pattern parameter value representing the impending operation, or can be detected by other methods.

  The azimuth sensor signal periodically monitors a predetermined change, and monitoring the signal includes temporarily caching a previous azimuth sensor signal set, a cached azimuth sensor signal, and a new Determining a change from the orientation sensor signal. However, the orientation sensor signal may be monitored by other methods. In one embodiment (shown in FIG. 3), the predetermined change is acceleration (eg, correct acceleration) or substantially equal to zero (eg, less than 0.1 g, less than 0.3 g, Acceleration components (eg, along the axis associated with the gravity vector), descent towards zero, eg, 10% or 30% less than some of the typical acceleration thresholds observed in aircraft systems, It may be a drop towards zero above the threshold rate, or other suitable absolute value change, change pattern, or other change indication representing a natural fall. The axis associated with the gravity vector may be a parallel axis of the gravity vector, a predetermined aircraft system axis and / or orientation sensor axis (eg, a central axis orthogonal to the lateral side of the aircraft system), or Other suitable axes may be used. In a particular example, detecting the flight event S110 comprises detecting an appropriate acceleration substantially equal to zero with an accelerometer mounted on the aircraft system body.

  In a first variation of this embodiment, this axis is the axis orthogonal to the bottom of the aircraft system (eg, the bottom of the aircraft system housing). In the second variant, the aircraft system can recognize an axis parallel to the gravity vector. This includes the step of recognizing an axis whose measured acceleration is approximately the same as or higher than the magnitude of gravitational acceleration (eg, a predetermined time). In this variation, when determining that a predetermined change has occurred, the method additionally analyzes sensor readings from the other axes to determine whether the aircraft system is truly a natural fall ( For example, measurements from other axes are less than the magnitude of gravitational acceleration, or just rotation (eg, measurements from one or more other axes are Is greater than or equal to). Additionally or alternatively, in this variation, the method includes the step of associating acceleration measurements with disparate orientation information (eg, measurements from one or more sensors such as a gyroscope or a camera). It may be. The method may optionally selectively ignore or not take measurements on a predetermined axis (eg, the longitudinal axis of the aircraft system). However, this axis can be determined in other ways, or a single axis may not be used (for example, depending on the total size instead).

  In the second embodiment (shown in FIG. 4), the altimeter signal is periodically monitored to obtain a predetermined change. This predetermined change is a predetermined altitude drop, a predetermined altitude change rate, or any other suitable change.

  In a third embodiment, the accelerometer and / or gyroscope signal is periodically monitored to indicate that the aircraft system is supported in a substantially horizontal enclosure (eg, an axis perpendicular to the bottom of the aircraft system). Is within a threshold angle of 1 °, 5 °, 10 °, or 15 ° from the gravity vector). In one example, when the spatial sensor signal indicates that the aircraft system has been supported approximately horizontally for a time longer than a threshold time (eg, 100 ms, 350 ms, 1 s, 2 s, 5 s, etc.), a flight event is detected in step S110. Although detected, the aircraft system is in standby and sonar and light sensors are sampling valid data for flight control. However, changes representing an impending operation can be detected in other ways.

  Step S120 of operating the aircraft system in flight mode functions to fly the aircraft system. Step S120 preferably comprises the step of operating the lift mechanism in flight mode, but may additionally or alternatively include the step of operating other suitable aircraft system equipment in flight mode. The aircraft system is preferably operated automatically by the processing system, but may alternatively be operated automatically by a remote computer system or other suitable system. The aircraft system is preferably operated automatically in flight mode S120 in response to step S110 of detecting a flight event, but additionally or alternatively after a flight event detection S120, a predetermined time. After the elapse, the flight system altitude may change beyond a predetermined altitude change (e.g., detected by an altimeter), or may be operated at another appropriate time. The aircraft system is preferably operated according to a set of operating parameters, where the operating parameters are pre-determined and selected (eg, sensor measurements when a change is detected or before a change is detected). Based on the combination of the other, based on the classification or combination of the sensor measurement patterns, etc.), or otherwise. The operational parameters include power (eg, voltage, current, etc.) provided to the lift mechanism, speed or output of the lift mechanism, timing, target sensor measurements, or other suitable operational parameters.

  Aircraft systems can be forward-facing cameras, downward-facing cameras, orientation sensors, laser systems (eg, rangefinder, LIDAR), radar, stereo camera systems, time of flight, or other appropriate optical, acoustic, distance measurement, or other It can be operated in flight mode using signals from the system. The aircraft system can perform signal processing using RRT, SLAM, kinematics, optical flow, machine learning, rule-based algorithms, or other suitable methods. In a specific example, the path movement mode uses a step of sampling a series of images taken with a forward-facing camera, the series of images, and a positioning method (e.g., SLAM) installed and operating on an aircraft system. Automatically determining the physical position of the aircraft system in 3-D space. In a second particular example, the path movement mode includes sampling a series of images taken with a downward-facing camera (eg, sampling at 60 fps or other suitable frequency), and the position or motion of the aircraft system (eg, Automatically detect obvious movements between the aircraft system and the ground based on the sampled images (eg, using optical flow) that can help detect the velocity, acceleration), and the detected obvious movements Automatically correcting the balance or position of the aircraft system based on. In the third specific example, the position of the aircraft system determined using the first specific example and the movement of the aircraft system determined using the second specific example are sent to the flight control algorithm to be hovered, flying, or other aircraft The system can be controlled.

  The flight mode preferably comprises a hover mode in which the aircraft system's aerial position (eg, vertical position, horizontal position, etc.) is substantially maintained, but may alternatively be other suitable flight modes. . The flight mode preferably refers to the orientation of the aircraft system and the central axis perpendicular to the outer surface of the aircraft system is approximately parallel to the gravity vector (eg, within 20 °, within 10 °, within 3 °, within 1 °, etc.) Steps to keep to be. However, this central axis may be maintained in other ways. The flight mode preferably comprises a step of generating a force in the lift system (eg, in hovering) that is the same as or opposite to the force applied to the aircraft system by gravity, but alternatively in the longitudinal direction greater or less than gravity. Generating (e.g., raising or lowering altitude and / or preventing longitudinal movement of the aircraft system to place the aircraft system in a hovering state). The flight mode may additionally or alternatively generate non-vertical forces and / or torques (eg, replace the aircraft system with pitch or roll, move laterally or prevent lateral movement, etc.) You may have. For example, the flight mode may include detecting azimuth, position, and / or velocity changes, determining whether the change is due to wind and / or another external perturbation such as a collision (eg, wind Or classify the change as a collision event, determine the possibility of a wind perturbation, determine the possibility of a perturbation that is a grab event, etc.), and offset the lift mechanism to correct this change, Returning to the original or desired position, orientation, and / or speed may be included.

  The flight mode may additionally or alternatively be a path movement mode (eg, fly in a straight direction, fly along a predetermined route, etc.), a program mode (eg, dynamically based on a flight program) Flying along a determined path, tracking or turning around a person, or keeping a person's face within the camera's field of view, etc., flying based on face and / or body tracking) And / or other suitable modes. The flight mode may additionally include capturing an image using an aircraft camera attached to the body (or otherwise mechanically coupled) (eg, storing a single image, streaming video) ).

  The flight mode may additionally or alternatively comprise an imaging mode, in which the aircraft system automatically recognizes the imaging target (eg person, face, object, etc.) and passes through physical space. The flight is controlled to automatically track the imaging target. In one variation, the aircraft system may sample images (e.g., forward-facing) of object recognition and / or tracking methods, face recognition and / or tracking methods, body recognition and / or tracking methods, and / or other suitable methods. (Image from the camera) to recognize and track the imaging target. In a particular example, the aircraft system automatically images an approximately 360 ° region around the system itself (eg, rotating around a central axis and moving the camera around it to make a 360 ° camera Can be used to automatically recognize imaging targets from images and automatically track imaging targets (eg, automatically recognized or manually selected) around physical space be able to. However, the imaging mode can be executed in other ways. However, the flight mode may comprise other suitable operating mode sets.

  The aircraft system can be operated in a flight mode by independently controlling the angular velocity of each rotor and / or the power delivered to each rotor. However, the rotors can be controlled in groups or in any other suitable manner. Step S120 preferably includes generating an aerodynamic force in the rotor set that is approximately equal to the total aerodynamic force generated in the aircraft system, more preferably approximately equal to the net force applied to the aircraft system. (E.g., aircraft systems generate significant aerodynamic forces in the surrounding environment or do not have other equipment configured to apply significant forces).

  In one variation, an aircraft system in flight mode takes the rotor angular speed of each rotor and generates a standby rotor speed (eg, at this speed, the rotor set generates a standby aerodynamic force that is lower than the flying aerodynamic force). ) To the flight rotor speed (e.g., at this speed, the rotor set generates a flight aerodynamic force, such as a nearly zero force, or a fraction of the flight aerodynamic force). In this variation, the flight rotor speed is preferably the hovering rotor speed that the aircraft system will hover; alternatively, this speed may be any other suitable rotational speed. The flight speed can be preset (eg, by the manufacturer), received from the client, automatically determined (eg, based on the rate of signal change), or otherwise determined. The standby rotor speed may be low (eg, a percentage of hovering speed), the angular speed may be approximately zero (eg, the rotor is not rotating), or any other suitable speed. The standby rotor speed can be preset (eg, by the manufacturer), received from the client, or otherwise determined. The rotor speed can transition from standby rotor speed to flight rotor speed immediately, transition based on the signal change rate of the orientation sensor, transition at a predetermined rate, or transition in any other suitable manner.

  In the first example, the rotation speed first increases to a speed higher than the hovering speed, then decreases to the hovering speed, and the aircraft system stops the natural fall so that the hover is performed after the natural fall is detected. This functions to prevent natural fall of the aircraft system when the support surface is suddenly removed (see FIG. 10). In the second example, the rotation speed is proportional to the rate of change of acceleration. In a specific example, when the change in acceleration exceeds the rate of change associated with natural fall, the rotational speed is faster than the hovering speed (eg, when the aircraft system is thrown down). This functions to allow the aircraft system to recover faster or to recover the initial altitude (eg, measured before or after a change is detected). In the second specific example, the rotation speed increases in proportion to the amount of change in acceleration. During operation, this causes the rotor to gradually spool up as the aircraft system is gradually released from the user (see FIG. 7). In the third specific example, the speed of the rotor increases at a predetermined rate. During operation, this causes the rotor to gradually spool up and gradually lift the aircraft system from a support surface such as the user's hand (see FIG. 9). In this particular example, the method additionally comprises switching to the first example when the support surface is suddenly removed (e.g., determined from a sudden change in orientation sensor signal). The rotational speed can be selectively limited to prevent or minimize wake effects. However, the lift mechanism can be operated in other ways in response to detecting changes.

  The method optionally includes monitoring a sensor signal associated with the second axis, and operating parameters of the lift mechanism based on the sensor signal associated with the second axis (the lift mechanism in response to detection of an impending operation). A step of determining (for operation). This functions to select lift mechanism operating parameters that move the aircraft system laterally a distance along the second axis prior to stopping or hovering. The second axis is preferably different from an axis that is generally parallel to the gravity vector (eg, orthogonal to an axis that is approximately parallel to the gravity vector, a non-zero angle relative to this axis, etc.), but may alternatively be the same. These axes may be fixed with respect to the aircraft system or may be dynamically deformed (eg, with an accelerometer, gyroscope, camera, and / or other suitable sensor if possible). Based on sampled measurements, attempt to fix these axes to gravity and / or the surrounding environment). The sensor signal for the second axis, which is taken into consideration for determining the lift mechanism operation parameter, is the same as the sensor signal for the first axis, before the change of the impending operation is detected, and after the change of the imminent operation is detected. It may be a sensor signal (for example, in response to detection of a change) or other timely acquired sensor signal. This distance can be predetermined, based on time (eg, traversing along the second axis in the second second that the aircraft system is released), or based on the amount of force applied. Or may be determined by other suitable methods.

  In one variation shown in FIG. 8, the second axis may be parallel to the longitudinal axis of the body (eg, intersecting the camera field of view). In response to detecting the force along the second axis (eg, within a change detection time window), the aircraft system may automatically determine operational support for the lift mechanism to oppose the force. it can. This functions to allow the aircraft system to move a predetermined distance along the second axis before stopping further lateral movement. The applied force and / or magnitude of the applied force is determined along the surface of the aircraft system orthogonal to the second axis, as determined from the orientation sensor monitoring the second axis (eg, an accelerometer with respect to the second axis). It can be determined from the force sensor, or can be determined by other methods. The force to be countered is the instantaneous force on the second axis when a predetermined condition is met, the force measured within the time window for detecting an imminent operating event (eg, maximum force, minimum force, Other), a force measured simultaneously with the detection of an imminent operating event, or other force measured at another appropriate time. In one example, the lift maneuver instruction includes the steps of: hovering the aircraft system immediately after detecting an imminent operating event by taking the rotor and taking the rotor to hover the aircraft system immediately after detecting the imminent operating event. And a step to advance by inertia using a predetermined time force, and a further control along the second axis (or other axis) after meeting the predetermined condition by controlling the lift mechanism Stopping lateral movement and controlling the lift mechanism to hover the aircraft system (eg, controlling the lift mechanism to operate at a hover speed). In the second example, the lift operation instruction determines the resulting speed or acceleration of the aircraft system along the second axis due to the applied force, the speed or acceleration of the aircraft system along the second axis immediately after detection of an impending operating event The step of incorporating the rotor to maintain a predetermined condition until a predetermined condition is met, and stopping further lateral movement along the second axis (or other axis) when the predetermined condition is satisfied Controlling the lift mechanism and controlling the lift mechanism to hover the aircraft system (eg, controlling the lift mechanism to operate at a hover speed). The predetermined condition is determined in advance within the threshold time after the detection of the imminent operation event, after the imminent operation event is detected and after the predetermined condition is satisfied (for example, after lateral movement by a predetermined distance, It may be the detection of an impending operating event at another time after the time has passed (or other appropriate time) (eg, the instruction is executed immediately after detecting the imminent operating event). In one example, the predetermined condition is selected based on the magnitude of the applied force (for example, the magnitude of acceleration). The magnitude of the applied force may be the magnitude of the force applied along the second axis, the total magnitude of the force applied to the system (eg, less than the force applied by gravity), or It can be determined by other methods.

  In the first specific example, the delay in execution of this instruction is proportional to the amount of force applied, and further lateral movement of the aircraft system along the second axis is applied when a greater force is applied when the aircraft system is released. The aircraft system will fly further before it stops. In the second specific example, the instruction execution delay is inversely proportional to the amount of force applied, and a shorter distance aircraft system will fly before stopping when a greater force is applied when the aircraft system is opened. However, the aircraft system may be operated in other ways based on the sensor signal for the second axis.

  The method optionally includes monitoring sensor signals related to aircraft system altitude and determining lift mechanism operating parameters based on the altitude. In one variation, this functions to select lift mechanism operating parameters to regain initial aircraft system altitude (eg, to compensate for altitude loss due to natural fall prior to recovery). The altitude is determined based on the signal sampled by the altimeter, and / or the relative altitude is image analysis, distance measurement (eg, distance from the ground, floor, and / or ceiling using a longitudinal distance meter) can do. The altimeter signal (and / or other altitude data) taken into account for determining the lift mechanism operating parameters is detected simultaneously with the sensor signal for the first axis, before the impending operation change is detected. It may be an altimeter signal acquired after (for example, in response to detecting a change) or at some other suitable time. For example, this method can be used within a predetermined time window from imminent operational event detection (eg, based on altimeter measurements recorded prior to imminent operational event detection, prior to imminent operational event detection). Determining the initial aircraft system altitude, hoisting the rotor system immediately after detecting an impending operational event by rolling up the rotor, and the rotor system reaching the initial aircraft system altitude after the aircraft system has stabilized And increasing the speed of the rotor. However, the altimeter signal (and / or other altitude data) can be used in other suitable ways.

  The step S130 of receiving control instructions functions to allow the user to increase and / or override automatic aircraft system operation. Control instructions are preferably received during flight of the aircraft, but may additionally or alternatively be received before flight and / or at other suitable times. The processing system preferably receives the control instructions, but other suitable systems may receive the control instructions. Control instructions are preferably received from a user, from a user device, from a remote controller, and / or from a client (eg, running a user system) associated with an aircraft system, but alternatively, an aircraft system From a location associated with (e.g., from a device at that location), a sensor mounted on an aircraft system (e.g., analyzing hand or body signals), and / or other suitable systems. The user can be recognized by the aircraft system (eg, via optical recognition such as face or body recognition), can be recognized (eg, within the sensors of the aircraft system), or the aircraft It may be a system related or other suitable user. User devices and / or clients can be paired with an aircraft system (eg, paired dynamically at the start of the aircraft system, paired at a manufacturing facility, etc. via a Bluetooth connection) Can be associated with the same user account as the aircraft system, or otherwise associated with the aircraft system. Control instructions can be created by the user, created by the user device or client (eg, in response to receiving user input), or created by a device at a location associated with the aircraft system. It may be determined based on the characteristics of the aircraft (e.g., position appearance characteristics, ambient environmental acoustic characteristics, etc.), may be created on an aircraft system, or may be created or determined in any other suitable manner.

  In a variant, the control instruction comprises a landing instruction. In the first embodiment, step S130 includes a step of determining a landing point (for example, automatically recognizing the landing point). This can be done completely or partially by a processing system, a remote computer system, or other suitable system. Landing points can be automatically determined based on aircraft system sensor measurements, received from a control instruction transmitter, specified by a user (eg, to a client), or otherwise determined.

  In a first variation of this embodiment, based on the location, type, and / or structure of the retention mechanism, the retention mechanism (eg, human hand, docking station, capture device, etc.) is determined to be the landing point. . This variant preferably comprises the step of optically detecting the position, type and / or structure of the holding mechanism (eg image recognition technology, classification technology, regression technology, rule-based technology, pattern matching technology, etc. But may additionally or alternatively include determining the position, type, and / or structure in other suitable manners.

  For example, the holding mechanism may be a human hand. In the first specific example, the landing point is an open hand detected using an image from a downward camera (see FIG. 12). In the second specific example, the landing point is a hand in a “grabbable” structure (eg, as shown in FIG. 13). In the third specific example, the landing point is a hand making a beckoning gesture.

  This variation may include an aircraft system camera (e.g., the top, side, and / or of the aircraft system) for a holding mechanism of a predetermined structure type (e.g., open hand, "grasping" hand, etc.). Or periodically (for example using visual analysis techniques, image analysis techniques, etc.) sensor data such as images captured at the bottom, and parameters representing a predetermined structure type And a step of recognizing the holding mechanism as a landing point in response to the detection of.

  In a first example, the method determines the step of sampling an infrared image set, recognizing a region in the image having an infrared feature that exceeds a threshold, and the recognized region being a hand (e.g., Pattern matching, deterministic methods, classification, regression, probability theory, etc.). For example, when the periphery of the region substantially matches the reference pattern of the hand, the recognized region can be assumed to be a hand. In the second example, the method includes sampling a view image set, segmenting the background from the foreground of the image, determining that the foreground region is a hand (eg, using the method described above). And). However, human hands can be recognized in other ways.

  This variant optionally includes recognizing a user's hand from an image (eg, recorded by a down-facing camera) and that the hand is a particular user's hand associated with the aircraft system. Recognizing the hand as a landing point in accordance with the recognition (for example, using classification technology, regression technology, biometric data such as fingerprint, etc.). For example, the extracted biometric data can be compared to biometrics that can be stored on the aircraft system, on the user's device, or in a remote database. Here, the user may be rejected if the biometric data does not match over a threshold percentage and is received if the biometric data matches over a threshold percentage. This embodiment optionally includes ignoring a command received from the hand (eg, recognizing the hand as a non-landing point) if the detected hand is not associated with a user associated with the aircraft system. May be.

  In a second variant, the landing point is a substantially flat surface (eg perpendicular to the gravity vector) on the proximal side of the aircraft system (eg a visual image recorded with an up-facing camera or a down-facing camera). And / or recognizing based on image processing, recognizing with a beacon near the landing point, and specifying by an instruction received from the user device). In a third variation, the landing point is a predetermined structural docking point (eg, an optical pattern, a beacon signal, a predetermined geographical location, or otherwise recognized home base). However. The landing point may be another appropriate landing point or may be determined by other methods.

  In the second embodiment, the landing instruction includes time and / or period. For example, a landing instruction may include a landing time, a desired flight period (eg, measured from a flight event detection time, a stabilization time, a landing instruction reception time, etc.), and / or other suitable timing information. It may be.

  Additionally or alternatively, the control instructions may be flight instructions (eg, speed, altitude, orientation, flight pattern, destination, collision avoidance criteria, etc.), sensor instructions (eg, start of video streaming, zoom camera, etc.) , And / or other suitable instructions.

  Step S140 of operating the aircraft system according to the control instructions functions to execute the control instructions. Step S140 is preferably performed automatically in response to step S130 receiving the control instruction, but additionally or alternatively, it may be performed at an appropriate time after step S130 receiving the control instruction. May be. The processing system preferably operates the lift mechanism and / or other aircraft system modules based on the control instructions, but in addition or alternatively, other suitable systems can operate the aircraft system. In the first modification, the control instruction has priority over the automatic flight instruction. In the second variation, the control instruction is increased by an automatic flight instruction (for example, a third set of an automatic flight instruction determined by the processor based on the sensor data and a flight instruction based on the received control instruction). To generate). In the third modified example, the control instruction is executed after reaching a predetermined flight state. In one example of the third variation, the control instruction is executed after the aircraft system has stabilized (eg, when lateral movement has substantially stopped and / or when hovering). However, the control instruction can be executed at an appropriate time in an appropriate manner. After performing step S140, the aircraft system resumes operation in the previous mode (e.g., an operation mode immediately prior to performing step S140, such as a hover mode), enters operation in another flight mode, and enters standby mode. , And / or other suitable modes.

  In the first modification, the control instruction includes a flight instruction, and step S140 includes a step of operating according to the flight instruction. For example, in response to receiving a command to raise the altitude and pan the camera to the left, step S140 automatically operates the lift mechanism to follow this instruction and then initiates hovering of the aircraft system at the new position. With In the second example, step S140 includes a step of increasing the rotor speed in response to receiving a command to increase the rotor speed.

  In the second embodiment, the control instruction is a landing instruction including a landing point, and step S140 generates a flight path to the landing point, and generates a lift mechanism operation instruction according to the generated flight path. And executing these instructions. This functions to automatically land the lift mechanism. The flight path may generate a physical volume (eg, based on visual or image processing of images recorded by a forward-facing camera or a downward-facing camera) interposed between the aircraft system and the landing site. Yes, it can be a predetermined flight path or can be determined by other methods. In one example, the step of determining flight distance and / or lift mechanism operating instructions determines a distance between the aircraft system and the landing point (eg, based on LIDAR, a reference object in view, or a relative size of the reference point). And the like, and a step of determining a spool down rate of the rotor based on the instantaneous rotor speed, the standby rotor speed, and the distance. In the second example, the step of determining the flight path and / or the lift mechanism operation instruction tracks the landing point (tracks the flight progress toward the landing point, tracks the current position of the moving landing point) And the like) and automatically controlling the aircraft system to land at the landing point. However, the lift mechanism operation instruction can be generated by other methods.

  In the first specific example, the landing point is an open hand, and step 140 lands the aircraft system on the open hand in response to detecting the open hand (e.g., the lift mechanism is connected to the rotor). Automatically controlling the aircraft system to slowly descend onto the open hand, such as by slowing down. In the second specific example, the landing point is a “grasping” hand, and step S140 is a step of detecting this hand (the standby event S150 is detected at a certain time immediately after the hand is detected immediately after the hand is detected). Depending on the detecting and / or operating step in standby mode S160, etc., the aircraft system is allowed to fly close to this hand (eg, touching the hand within reach of the hand). Automatically control within a threshold distance from the hand, such as 1 inch, 3 inches, or 1 foot.

  Step S150 of detecting a standby event functions to indicate that the aircraft system should initiate a standby procedure. Standby events (eg, flight interruption events) are preferably detected while the aircraft system is operating in flight mode (eg, hovering mode, landing mode, etc.), but additionally or alternatively It may be detected while the system is operating in other suitable modes and / or at other suitable times. The standby event is preferably detected by a processing system (eg, an aircraft system processing system), but alternatively may be automatically detected by a remote computer system, user device, or other suitable system. Also good.

  The step S150 of detecting a standby event is preferably a grab indication (eg, an indication that the aircraft system has been captured or acquired by a holding mechanism such as a human hand) and / or a hold indication (eg, an aircraft system). Detecting an indication that the user has been in contact with the user for a long time, an indication that the aircraft system is in the docking station, and additionally or alternatively, a landing indication (eg, the aircraft system has landed at the landing point) And / or an indication of being supported at the landing point), proximity indication (eg, near the user, near the landing point, etc.), and / or other suitable standby indications. Good. The standby event is preferably detected based on data sampled by a sensor, more preferably by a sensor (eg, inertial measurement unit, camera, altimeter, GPS, temperature sensor, etc.) installed in the aircraft system. For example, a standby event may be based on an aircraft system's orientation (eg, orientation relative to gravity, orientation change, and / or rate of change, etc.), altitude (eg, altitude change, and / or rate of change, altimeter readings). , Determined based on image processing, etc.), temperature (eg, temperature increase of aircraft system, temperature difference between areas of aircraft system, etc.) and / or force (eg, compression of aircraft system) Detection can be based on values and / or other changes. However, a standby event may additionally or alternatively be detected based on a transmitted signal (eg, from a remote control, such as a user device client).

  Standby events can be detected using classification, regression, pattern matching, heuristics, neural networks, and / or other suitable techniques. The monitoring and analysis data for detecting standby events preferably includes the step of distinguishing standby events (eg, grab events, etc.) from other events (eg, wind events, crash events, etc.). For example, the method may include operating in flight mode while monitoring aircraft system sensor data and detecting an initial anomalous event and classifying it as a wind event (e.g., a wind-induced flight fault). And then detecting a second abnormal event and classifying it as a grab event.

  In the first modification, step S150 of detecting a standby event includes a step of detecting an unexpected change in the spatial sensor signal. Unexpected changes in the spatial sensor signal indicate that the user has grabbed the flying or airborne aircraft system, or other suitable event. An unexpected change in a spatial sensor signal is a change to another spatial sensor signal (eg, a previous signal from a spatial signal, a previous or current signal from another spatial sensor, etc.), an unexpected spatial sensor signal Changes to (e.g., based on lift mechanism control, etc., corresponding to the orientation, speed, and / or other spatial parameters of the target or desired aircraft system) and / or other suitable spatial sensor signal changes. It may be. In a first embodiment of this variant, the step of detecting an unexpected change in the spatial sensor signal is different from the expected spatial sensor signal determined based on automatically generated and / or remotely received control instructions. Detecting a change in a spatial sensor signal (eg, gyroscope signal change, accelerometer change, IMU change, altimeter change, etc.). In the first example of this embodiment, a standby event can be detected based on the sensor signal using a sensor fusion model (eg, an expanded Kalman filter, neural network model, regression model, classification model, etc.). The second embodiment of this modification includes the step of detecting a change in the spatial sensor signal (eg, a change in IMU) where an unexpected change in the spatial sensor signal exceeds a predetermined threshold. The spatial sensor signal represents acceleration along the axis, velocity along the axis, angular change (eg, yaw, pitch, roll, etc.) or other suitable aircraft system movement and / or position. Represent. In a first example of this embodiment (shown in FIG. 11), when the pitch of the aircraft system exceeds a threshold rate of change, or a threshold angle change (eg, determined from an accelerometer and / or gyroscope signal). In addition, an unexpected change in the orientation sensor signal has been detected. In the second example of this embodiment, an unexpected change in the first spatial sensor signal below a predetermined threshold is not recognized as a standby event, but rather as a wind perturbation event, and the lift mechanism is Controlled to correct perturbation. In this second example, an unexpected change in the second spatial sensor signal exceeds a predetermined threshold and is recognized as a standby event. In the third example of this embodiment, an unexpected change in the spatial sensor signal exceeding a predetermined threshold and an auxiliary signal (for example, a temperature exceeding the ambient temperature by the threshold, a body of the aircraft system exceeding the threshold force) A standby event is detected in step S150 based on the combination with the compression force, etc.). In the fourth example of this embodiment, the pattern of change of the spatial sensor signal substantially matches a predetermined pattern associated with the standby event and / or associated with other flight events (eg, wind perturbation). A standby event is detected in step S150 if it does not substantially match the predetermined pattern. However, the standby event may be detected in other ways.

  In a second variation, the step S150 of detecting a standby event may be performed when the aircraft system is from a gravity vector and / or an expected orientation vector (eg, 35 °, 45 °, 60 ° from the horizontal and / or from the expected aircraft system orientation). Detecting a remaining time within a threshold angle range (e.g., tilted), a predetermined time (e.g., 100 ms, 350 ms, 1 s, 2 s, etc.). For example, a standby event is detected when an aircraft system (e.g., the main plane of the aircraft system) is tilted from the horizontal and / or the target aircraft orientation by more than 45 degrees for more than 1 second. However, the standby event may be detected in other ways.

  In a third variant, the step S150 of detecting a standby event comprises the step of detecting the proximity of the holding mechanism to the user and / or the aircraft system (eg, indicating that the user has grabbed the airborne aircraft system, etc.). Prepare. Proximity of the user and / or holding mechanism may include proximity sensors, touch sensors, temperature sensors (eg, temperature rise), communication modules (eg, when a short-range connection is established between the aircraft system and the user device). , Using a switch, or other methods. For example, step S150 may comprise detecting the drive of a switch that is mechanically connected to the housing. This switch can be a button (for example, a button conveniently positioned on a holding mechanism, such as the top or bottom of the housing surface, near the periphery of the housing, or under the fingertip if the aircraft system is held in a human hand), holding mechanism It may be an electrical contact outside the body that can be electrically connected by other conductive elements and / or other suitable switches.

  In the fourth modified example, the step S150 of detecting a standby event includes a step of receiving an instruction (for example, a standby instruction) from a remote control (for example, a user device). However, the standby event can be detected in step S150 in any other suitable manner.

  Step S160 of operating the aircraft system in the standby mode functions to suspend flight control of the aircraft system. The aircraft system is preferably operated automatically in standby mode S160 in response to step S150 for detecting a standby event (eg, immediately after step S150 for detecting a standby event and after step S150 for detecting a standby event). At a given time, step S150 for detecting a standby event and after meeting additional criteria, etc.). Step S160 is preferably performed by the aircraft system processor, but additionally or alternatively, may be performed by other aircraft system equipment, remote computer systems, user devices, and / or other suitable devices. May be.

  Step S160 preferably reduces the aerodynamic force generated by the lift mechanism to a force less than that required for flight of the aircraft system (eg, zero force, 1%, 5%, 10% of the required force). , 50%, 75%, 1-10%, 5-25%, etc., reduce to a part of the required force, etc. In variants where the lift mechanism comprises a rotor set, the rotor is stopped or the output is increased (e.g., controlled to rotate at zero or minimum angular velocity, the motor driving the rotor provides zero or minimum output, etc. ) Rotate at a slower angular speed than when in flight mode (eg, 1%, 5%, 10%, 50%, 75%, 1-10%, 5-25%, etc.) Part, or the minimum angular velocity required for flight), otherwise in a coordinated manner to produce aerodynamic forces that are less than in flight mode (eg, reduce rotor blade angle), and / or otherwise With controlling step. For example, manipulating each rotor of a rotor set to cooperatively generate aerodynamic forces that are less than the aerodynamic force of the flight mode requires the power provided to each rotor to fly the aircraft system. Reducing to less than the output threshold (eg, part of the required output, such as 1%, 5%, 10%, 50%, 75%, 1-10%, 5-25%, etc.) Yeah. Additionally or alternatively, the aerodynamic force generated by the lift mechanism may be reduced, but not reduced, or modified in any other appropriate manner so that it does not fall below the force required to fly the aircraft system. Can do.

  Aircraft system equipment other than the lift mechanism preferably continues to operate in standby mode, but may alternatively be switched off (eg, does not output), operate in standby, or otherwise . For example, sensors and processors may detect and analyze aircraft system operating parameters and / or measure aircraft system operating conditions (spatial conditions, flight conditions, power conditions, etc.) (E.g., to a user device, remote computer system, etc.) can continue to transmit data (e.g., video stream, sensor data, aircraft system status, etc.). By continuing to detect and analyze the state of the aircraft system, the system can detect the flight event S110 while operating in the standby mode S160. For example, when this is released after the aircraft system has been grabbed and held (e.g., and entered standby mode accordingly), this method repeats (e.g., reenters the flight event, etc.) It becomes possible. In addition, this allows the flight mode to be recovered if the event is illegally recognized as a standby event. In a specific example, in a specific example where a wind or object collision was mistakenly recognized as a grab event, the aircraft system can enter standby mode and begin a natural fall (the aircraft system is actually supported by a holding mechanism). Since there is no). In this specific example, the natural fall is detected, and the aircraft system can resume the operation of the flight mode S120 in response to the detection of the natural fall. Alternatively, operating the aircraft system in standby mode S160 may include turning off and / or reducing power consumption of any or all of the other aircraft system equipment, powering the aircraft system equipment in a suitable manner. There may be the step of operating at the level and / or performing step S160 in any other suitable manner.

  Although omitted for the sake of brevity, the preferred embodiment includes various combinations and modifications of various system equipment and various method procedures, which can now be performed in the proper order, sequentially, or simultaneously.

  Those skilled in the art can make modifications and variations in the preferred embodiments of the present invention from the foregoing detailed description, drawings and claims without departing from the scope of the present invention as defined in the following claims. You will recognize that.

Claims (23)

In an aircraft system control method comprising a rotor:
Operating the rotor in flight mode, the rotor being surrounded by a housing of the aircraft system and configured to rotate about a rotor axis;
Detecting a grab event indicative of the aircraft system being grabbed while operating the rotor in flight mode;
Automatically operating the rotor in a standby mode in response to detection of the gripping event in a processor mounted in a housing of the aircraft system;
A method characterized by comprising.   The method of claim 1, further comprising detecting a start event representative of a natural fall of the aircraft system, wherein the flight mode is a hovering mode and operating the rotor in a hovering mode includes detecting a start event. A method characterized in that it is performed automatically according to the method.   The method of claim 2, further comprising the step of capturing an image with a camera mounted on the housing while operating the rotor in a hovering mode. The method of claim 1 further comprises:
Selectively detecting a holding mechanism while operating the rotor in a flight mode;
In the processor, in response to detecting the holding mechanism, automatically controlling the aircraft system to fly proximate to the holding mechanism before detecting the gripping event;
A method characterized by comprising.   The method of claim 1, wherein the grasp event is detected based on a measurement from a sensor mounted on the housing. The method of claim 5, wherein
The sensor comprises an inertial measurement unit;
The grab event comprises an orientation change of the aircraft system that is greater than an orientation change threshold, and the orientation change is sampled by the inertial measurement unit;
A method characterized by that.   The method according to claim 6, wherein the orientation change threshold is 35 °.   6. The method of claim 5, wherein operating the rotor in standby mode comprises stopping the rotation of the rotor. The method of claim 8, further comprising:
Operating the rotor in a second flight mode after operating the rotor in a standby mode;
Detecting operation of a switch mechanically attached to the housing while operating the rotor in a second flight mode;
Operating the rotor in a second standby mode in response to detecting the operation;
A method characterized by comprising.   6. The method of claim 5, wherein the step of detecting the grab event comprises the step of classifying the grab event as representing that the aircraft system is being grabbed based on the measurement. how to.   The method of claim 1, wherein the rotor defines a sweep region, the aircraft system defines a retention region, and the projection of the retention region onto the rotor surface perpendicular to the rotor axis is the A method that overlaps a majority of the projection of the sweep region onto the rotor surface. In a method for controlling an aircraft system comprising a central axis extending perpendicular to a lateral surface of the aircraft system:
Generating a first aerodynamic force using a rotor set of the aircraft system, wherein each rotor of the rotor set is surrounded by a housing of the aircraft system, wherein the first aerodynamic force is: Generating a first aerodynamic force substantially equal to a total aerodynamic force generated by the aircraft system;
After generating the first aerodynamic force, detecting in the aircraft system that an acute angle between the central axis and a gravity vector is greater than 35 °;
In response to detecting that the acute angle is greater than 35 °, each rotor of the rotor set is configured to cooperate with a second aerodynamic force that is less than a first aerodynamic force by the rotor set. Step to operate;
A method characterized by comprising.   13. The method of claim 12, wherein the step of cooperating each rotor of the rotor set to generate a second aerodynamic force provides power to the rotor set for flight of an aircraft system. A method comprising the step of reducing to less than a required power threshold.   13. The method of claim 12, further comprising detecting a start event representative of a natural fall of the aircraft system in the aircraft system, wherein the generating the first aerodynamic force comprises detecting the start event. A method characterized in that it is performed automatically in response.   15. The method of claim 14, wherein detecting the start event comprises detecting an appropriate acceleration having a magnitude approximately equal to zero in an accelerometer mechanically attached to the housing. how to. The method of claim 12 further in the aircraft system:
Selectively detecting a retention mechanism after generating the first aerodynamic force;
Automatically controlling the aircraft system to fly in close proximity to the holding mechanism prior to detecting that the acute angle is greater than 35 ° in response to detection of the holding mechanism;
A method characterized by comprising.   The method of claim 16, wherein the holding mechanism is a human hand.   13. The method of claim 12, wherein the sum of the squares of the diameters of the rotors of the rotor set is greater than 50% of the area of the convex hull of the aircraft system projection on the lateral surface.   19. The method of claim 18, wherein the aircraft system comprises a holding area, and the projection of the total sweep area of the rotor set onto the outer surface overlaps the projection of the holding area onto the outer surface. And how to.   13. The method of claim 12, wherein the housing comprises a plurality of air flow openings that fluidly communicate each rotor to the surrounding environment, each opening being smaller than a threshold size.   13. The method of claim 12, further comprising detecting a start event in the aircraft system that indicates that aircraft system support is in a substantially horizontal orientation through a time interval that is longer than a threshold time interval, the first aerodynamics. A method wherein force is generated automatically upon detection of the start event. In an aircraft system control method comprising a rotor:
Detecting a start event representative of aircraft system support being in a substantially horizontal orientation for a time interval greater than a threshold time interval;
In a processor mounted on a housing of the aircraft system, the rotor is automatically operated in a flight mode in response to detecting the start event, the rotor being surrounded by the housing of the aircraft system. And is configured to rotate about the rotor axis;
A method characterized by that. The method of claim 22, further comprising:
Detecting a grab event indicative of the aircraft system being grabbed while operating the rotor in flight mode;
Automatically operating the rotor in a standby mode in response to detection of the grasp event in the processor;
A method characterized by comprising.

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