JP2021157493A - Autonomous flying object and flight control method - Google Patents

Abstract

To enable an autonomous flying object to perform an autonomous flight in an environment that a wall surface is present.SOLUTION: A drone 1 comprises: a wall surface detection unit by which a point where an obstacle whose distance to the drone 1 is within an obstacle distance is determined to be present in directions at 90 degrees at right and left sides with respect to a flight direction is defined as an obstacle continuance starting point, the obstacle is detected in an intermittent manner so as to get closer to the obstacle in the flight direction, it is determined whether or not the distance to the drone 1 is increased gradually as the distance to the drone 1 is within the obstacle distance and a detection direction gets closer to the flight direction, a point where the distance to the drone 1 is equal to the obstacle distance is defined as an obstacle continuance ending point, and a space from the obstacle continuance starting point to the obstacle continuance ending point is detected as a wall surface; and a flight direction determination unit by which a direction connecting the obstacle continuance ending point and a point where the distance to the drone 1 is equal to the obstacle distance, in a direction in which the wall surface is not detected, between the direction at 90 degrees at the right and left sides, and bisecting a circular arc around the drone 1 is determined as a new flight direction of the drone 1.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to autonomous vehicles and flight control methods.

Autonomous flying objects such as drones that perform autonomous flight control flight based on information detected by various sensors such as range sensors, electronic compasses, and GNSS (Global Navigation Satellite System) receivers. , Realizes autonomous flight. In particular, the electronic compass detects the geomagnetism to identify the nose direction of the autonomous vehicle itself, and the GNSS receiver receives the radio signal from the positioning satellite to identify the position of the autonomous vehicle itself on the earth. , Highly accurate autonomous flight is realized.

For example, Patent Document 1 discloses a multicopter capable of autonomous flight, including an electronic compass and a GPS (Global Positioning System) receiver.

Japanese Patent No. 6661136

The above-mentioned autonomous flying object has a problem that it cannot normally fly autonomously in an environment where radio waves from positioning satellites cannot be normally received, such as an underground tunnel, and in an environment where an electronic compass cannot normally detect geomagnetism.

For example, there is a demand for sending an autonomous vehicle equipped with an image pickup device into an underground tunnel that houses a power transmission line and checking the condition of the power transmission line without transporting personnel. However, there is a high possibility that the underground tunnel cannot receive radio waves from the positioning satellite, and there is a high possibility that the electronic compass cannot normally detect the geomagnetism due to the magnetism generated from the transmission line. Therefore, in such an underground tunnel, there is a high possibility that the above-mentioned autonomous flying object cannot normally fly autonomously.

Therefore, in order to realize autonomous flight in an environment such as an underground tunnel that accommodates power transmission lines, technology for autonomous flight without relying on positioning satellites and geomagnetism is required. On the other hand, in an environment such as an underground tunnel, a wall surface exists, so a technique for avoiding a collision with the wall surface is also required. Therefore, in an environment where a wall surface exists, a technique for avoiding a collision with the wall surface is required.

An object of the present disclosure is to provide an autonomous flying object or the like capable of autonomous flight in an environment where a wall surface exists in view of the above circumstances.

In order to achieve the above object, the autonomous vehicle according to the first aspect of the present disclosure is
It ’s an autonomous aircraft,
A range sensor that detects obstacles around the autonomous vehicle and
A map creation means for creating an environmental map based on the detection result of the range sensor, and
An obstacle in which the distance between the estimation means for estimating the flight direction of the autonomous vehicle on the environmental map and the autonomous vehicle in the direction 90 degrees to the left and right of the flight direction is within a predetermined obstacle distance. Obstacle determination means to determine if there is
When the obstacle determination means determines that there is an obstacle whose distance to the autonomous flying object is within the obstacle distance, the point where the obstacle determination means determines that the obstacle exists is the obstacle survival start point. Then, the obstacle is continuously detected by the range sensor so as to approach the flight direction, and the distance to the autonomous flying object is within a predetermined obstacle distance and the detection direction of the detection by the range sensor is set. It is determined whether the distance to the autonomous flying object gradually increases as it approaches the flight direction, and the point where the distance to the autonomous flying object becomes the obstacle distance is set as the obstacle survival end point, and from the obstacle survival start point. A wall surface detecting means for detecting the obstacle survival end point as a continuous wall surface, and
When the wall surface is detected by the wall surface detecting means, the distance to the autonomous flying object in the direction in which the wall surface is not detected in the direction of 90 degrees to the left and right is the obstacle distance and the obstacle persistence. A flight direction determining means that connects the end point and determines the direction that divides the arc centered on the autonomous vehicle into two as a new flight direction of the autonomous vehicle.
A flight control means for controlling the flight of the autonomous vehicle based on the new flight direction determined by the flight direction determining means, and a flight control means.
To be equipped.

The estimating means further estimates the position of the autonomous vehicle on the environmental map and
Pseudo-positioning means for obtaining pseudo-positioning information in which the position estimated by the estimation means is represented by pseudo-latitude, longitude, and altitude.
A flight plan correction means for correcting a predetermined flight plan of the autonomous vehicle based on the pseudo-positioning information and the new flight direction.
With more
The flight control means controls the flight of the autonomous vehicle so that the autonomous vehicle flies to a position where it should fly, which is determined based on the flight plan modified by the flight plan correction means.
It may be a thing.

The wall surface detecting means variably sets the obstacle distance based on the information indicating the map of the underground tunnel to which the autonomous vehicle flies.
It may be a thing.

In order to achieve the above object, the flight control method according to the second aspect of the present disclosure is
It is a flight control method that controls the flight of autonomous vehicles.
Detect obstacles around the autonomous aircraft, create an environmental map, and
The flight direction of the autonomous vehicle on the environmental map is estimated, and the flight direction is estimated.
It is determined whether or not there is an obstacle whose distance to the autonomous flying object is within a predetermined obstacle distance in a direction 90 degrees to the left or right with respect to the flight direction.
When it is determined that there is an obstacle whose distance to the autonomous flying object is within the obstacle distance, the point where it is determined that the obstacle exists is set as the obstacle survival start point, and the obstacle is continuously approached in the flight direction. An object is detected, and it is determined whether the distance to the autonomous flying object gradually increases as the distance to the autonomous flying object is within a predetermined obstacle distance and the detection direction approaches the flight direction. The point where the distance from the obstacle is the obstacle distance is detected as the obstacle survival end point, and the obstacle survival start point to the obstacle survival end point is detected as a continuous wall surface.
When the wall surface is detected, the point where the distance to the autonomous flying object in the direction in which the wall surface is not detected out of the directions of 90 degrees to the left and right becomes the obstacle distance and the obstacle survival end point are connected. The direction that bisects the arc centered on the autonomous vehicle is determined as the new flight direction of the autonomous vehicle.
The flight of the autonomous vehicle is controlled based on the determined new flight direction.

According to the present disclosure, autonomous flight by an autonomous flying object is possible in an environment where a wall surface exists.

The figure which shows the structure of the drone which concerns on embodiment of this disclosure. The figure which shows an example of the flight schedule map which concerns on embodiment of this disclosure. The figure which shows the functional structure of the companion computer which concerns on embodiment of this disclosure. The figure explaining an example of the wall surface determination by the drone which concerns on embodiment of this disclosure. The figure which shows the functional configuration of the flight controller which concerns on embodiment of this disclosure. A flowchart showing an example of the operation of flight control by the drone according to the embodiment of the present disclosure. FIG. 6 is a flowchart showing an example of the operation of wall surface detection by the wall surface detection unit of the companion computer included in the drone according to the embodiment of the present disclosure. FIG. 6 is a flowchart showing an example of flight control operation by the flight controller included in the drone according to the embodiment of the present disclosure. The figure which shows the functional structure of the companion computer which concerns on the modification 1 of the Embodiment of this disclosure.

Hereinafter, embodiments in which the autonomous vehicle according to the present disclosure is applied to a drone will be described with reference to the drawings. In each drawing, the same or equivalent parts are designated by the same reference numerals.

(Embodiment)
The drone 1 according to the embodiment will be described with reference to FIG. As will be described later, the drone 1 is autonomous in an environment where there is a wall surface such as an underground tunnel accommodating a power transmission line, radio waves from a positioning satellite cannot be normally received, and the electronic compass cannot normally detect the geomagnetism. It is an autonomous flying object that can fly. Although the details will be described later, the drone 1 detects the wall surface in the underground tunnel and performs autonomous flight based on the detected wall surface, the pseudo magnetic flux density, and the pseudo positioning information. Since it is assumed that the underground tunnel accommodating the transmission line cannot normally receive radio waves from the positioning satellite and normally detect the geomagnetism, the drone 1 does not rely on satellite positioning and geomagnetism detection. Perform autonomous flight.

The drone 1 includes a companion computer 2, a flight controller 3, a range sensor 4, and a drive unit 7. The companion computer 2 is communicably connected to the range sensor 4 and the flight controller 3. The flight controller 3 is communicably connected to the companion computer 2 and the drive unit 7. Drone 1 is an example of an autonomous vehicle according to the present disclosure.

In addition to the above, the drone 1 may be provided with various sensors such as a gyro sensor, an acceleration sensor, and a barometric pressure sensor.

The companion computer 2 is, for example, a general microcontroller that can be incorporated in the drone 1. The companion computer 2 includes a processor 201, a memory 202, an interface 203, and a secondary storage device 204, which are connected to each other via the bus B2.

The processor 201 is, for example, a CPU (Central Processing Unit). When the processor 201 reads the operation program stored in the secondary storage device 204 into the memory 202 and executes it, the functions of the functional units described later are realized.

The memory 202 is, for example, a main storage device configured by a RAM (Random Access Memory). The memory 202 stores the operation program read from the secondary storage device 204 by the processor 201. Further, the memory 202 functions as a work memory when the processor 201 executes an operation program.

The interface 203 is an I / O (input / output) interface such as a GPIO (General-purpose input / output), a serial port, a USB (Universal Serial Bus) port, and a network interface. By connecting the range sensor 4 and the flight controller 3 to the interface 203, the companion computer 2 is communicably connected to the range sensor 4 and the flight controller 3.

The secondary storage device 204 is, for example, a flash memory. The secondary storage device 204 stores an operation program executed by the processor 201. The secondary storage device 204 also stores flight plan data, which will be described later. For example, a user of the drone 1 creates flight plan data on a personal computer in advance, connects the personal computer to the interface 203, and transfers the flight plan data to the companion computer 2, so that the flight plan data is stored in the secondary storage device. It is stored in 204.

The flight plan data will be described with reference to the example shown in FIG. Flight plan data is created, for example, by a user of drone 1 designating a start point, one or more waypoints, and an end point on a map and setting a flight route. The example shown in FIG. 2 specifies the flight route through which the drone 1 should fly in the underground tunnel by designating the start point, one waypoint, and the end point on the map showing the underground tunnel. This is an example. In the example shown in FIG. 2, the start point, waypoint and end point are indicated by a set of latitude, longitude and altitude. Since the flight controller 3 uses information represented by latitude, longitude and altitude in flight control, each point in the flight plan data is also represented by latitude, longitude and altitude.

See FIG. 1 again. The flight controller 3 is a flight controller composed of, for example, a microcontroller. As the flight controller 3, for example, a commercially available flight controller can be adopted. Like the companion computer 2, the flight controller 3 includes a processor 301, a memory 302, an interface 303, and a secondary storage device 304, which are connected to each other via a bus B3. Further, the secondary storage device 304 includes a driver program P31 and a flight program P32 as an operation program of the flight controller 3.

The processor 301 is, for example, a CPU. When the processor 301 reads the driver program P31 and the flight program P32 stored in the secondary storage device 304 into the memory 302 and executes them, the functions of the functional units described later are realized.

The memory 302 is, for example, a main storage device composed of a RAM. The memory 302 stores an operation program read from the secondary storage device 304 by the processor 301. Further, the memory 302 functions as a work memory when the processor 301 executes the driver program P31 and the flight program P32.

The interface 303 is an I / O interface such as a GPIO, a serial port, a USB port, or a network interface. By connecting the companion computer 2 and the drive unit 7 to the interface 303, the flight controller 3 is communicably connected to the companion computer 2 and the drive unit 7.

The secondary storage device 304 is, for example, a flash memory. As described above, the secondary storage device 304 stores the driver program P31 and the flight program P32 as the operation programs executed by the processor 301. The manufacturer of the drone 1 can create the driver program P31 and store it in the secondary storage device 204. That is, the manufacturer of the drone 1 can realize the functions of some of the functional units described later by creating and saving the driver program P31 by himself / herself. Although the details will be described later, the autonomous flight of the drone 1 can be realized in the underground tunnel by each function of the companion computer 2 and the driver program P31 created by the manufacturer of the drone 1.

The range sensor 4 detects an obstacle around the drone 1 and outputs information indicating the relative position of the detected obstacle (distance and direction with respect to the current position of the drone 1) to the companion computer 2. The range sensor 4 is, for example, LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) capable of detecting an obstacle at a circumference of 360 degrees in the horizontal direction. The range sensor 4 is an example of the range sensor according to the present disclosure.

The drive unit 7 generates lift based on the control by the flight controller 3 to fly the drone 1. The drive unit 7 includes, for example, an ESC (Electric Speed Controller), a motor, and a propeller. For example, when the drone 1 is a multicopter equipped with four propellers, the drive unit 7 includes four sets of an ESC, a motor, and a propeller.

Next, with reference to FIG. 3, the functional configuration of the companion computer 2 when the processor 201 of the companion computer 2 executes the operation program will be described. The companion computer 2 has a map creation unit 21, an estimation unit 22, a nose direction output unit 23, a pseudo positioning unit 24, a wall surface detection unit 26, a flight direction determination unit 27, a flight plan correction unit 28, and a flight command as functional configurations. A unit 25 is provided.

The map creation unit 21 creates an environmental map based on the relative position of the obstacle detected by the range sensor 4. The map creation unit 21 performs SLAM (Simultaneous Localization and Mapping) together with the estimation unit 22 described later. For example, when the map creation unit 21 first creates an environmental map, the map creation unit 21 provisionally defines an arbitrary direction as "north" and creates the environmental map. The map creation unit 21 compares the created environmental map with the map indicated by the flight plan data, and appropriately corrects the direction tentatively defined as "north". The map creation unit 21 is an example of the map creation means according to the present disclosure.

The estimation unit 22 estimates the position, flight direction, and nose direction of the drone 1 on the environment map based on the environment map created by the map creation unit 21. The position of the drone 1 on the environmental map is represented by, for example, relative coordinates when the position of the drone 1 at the start of flight is taken as the origin. The flight direction and nose direction on the environmental map are estimated based on, for example, changes in position on the environmental map. The estimation unit 22 performs SLAM together with the map creation unit 21 described above. The estimation unit 22 is an example of the estimation means according to the present disclosure.

The nose direction output unit 23 outputs the nose direction information indicating the nose direction on the environment map estimated by the estimation unit 22 to the flight controller 3. Since the nose direction information is processed by the pseudo compass unit 31 of the flight controller 3, which will be described later, FIG. 3 is shown so that the nose direction information is output from the nose direction output unit 23 to the pseudo compass unit 31.

The pseudo-positioning unit 24 obtains pseudo-positioning information representing the position of the drone 1 on the environment map estimated by the estimation unit 22 by pseudo latitude, longitude, and altitude, and outputs the obtained pseudo-positioning information to the flight controller 3. do. Since the flight controller 3 controls the flight of the drone 1 based on the positioning information represented by the latitude, longitude and altitude, the pseudo positioning unit 24 outputs the pseudo positioning information accordingly. That is, the pseudo positioning unit 24 functions as a pseudo satellite positioning module. Since the pseudo-positioning information is processed by the output unit 33 of the flight controller 3, which will be described later, FIG. 3 is shown so that the pseudo-positioning information is output from the pseudo-positioning unit 24 to the output unit 33. The pseudo-positioning unit 24 is an example of the pseudo-positioning means according to the present disclosure.

As described above, in the flight plan data stored in the secondary storage device 204, each point of the start point, the waypoint, and the end point is represented by latitude, longitude, and altitude. Further, as described above, on the environmental map, for example, the position of the drone 1 at the start of flight is the origin. Therefore, the latitude and longitude of the starting point in the flight plan data correspond to the origin on the environmental map. Therefore, the pseudo-positioning unit 24 can pseudo-represent the position of the drone 1 on the environmental map in latitude and longitude. However, in general, as the drone 1 moves, the latitude and longitude represented in a pseudo manner and the actual latitude and longitude deviate from each other. As will be described later, this deviation is dealt with by correcting the flight direction based on the detection result by the wall surface detection unit 26 described later and correcting the flight plan based on the corrected flight direction. The altitude may be expressed by the altitude of each point in the flight plan data, for example, or the altitude may be obtained based on the atmospheric pressure detected by the atmospheric pressure sensor (not shown).

The wall surface detection unit 26 controls the range sensor 4, and there is an obstacle whose distance to the drone 1 is within a predetermined obstacle distance in a direction 90 degrees to the left and right with respect to the flight direction of the drone 1. Is determined. When the wall surface detection unit 26 determines that there is an obstacle whose distance from the drone 1 is within the obstacle distance, the wall surface detection unit 26 sets the point where the obstacle is determined to exist as the obstacle survival start point and continuously approaches the flight direction. Obstacles are detected by the range sensor 4. The wall surface detection unit 26 determines whether the distance to the drone 1 gradually increases as the distance to the drone 1 is within a predetermined obstacle distance and the detection direction detected by the range sensor 4 approaches the flight direction. The wall surface detection unit 26 detects a point where the distance from the drone 1 is an obstacle distance as an obstacle survival end point, and detects from the obstacle survival start point to the obstacle survival end point as a continuous wall surface. The wall surface detecting unit 26 is an example of the obstacle determination means and the wall surface detecting means according to the present disclosure. Hereinafter, a specific description will be given with reference to FIG.

In the example shown in FIG. 4, the upward direction on the drawing (“flying direction (before correction)” in FIG. 4) is the current flight direction of the drone 1. Further, in the example shown in FIG. 4, there is a continuous wall surface in the direction 90 degrees to the right and no wall surface in the direction 90 degrees to the left with respect to the flight direction of the drone 1.

The wall surface detection unit 26 first controls the range sensor 4 to detect obstacles in a direction 90 degrees to the left and right with respect to the flight direction. The wall surface detection unit 26 determines whether or not the detected obstacle exists within the obstacle distance. The obstacle distance is, for example, 1.5 meters. The width of the underground tunnel is assumed to be, for example, about 5 meters, and it is assumed that there is no wall surface within the obstacle distance in both the left and right 90 degree directions. In the example shown in FIG. 4, an obstacle exists within the obstacle distance in the direction 90 degrees to the right with respect to the flight direction, and an obstacle within the obstacle distance in the direction 90 degrees to the left with respect to the flight direction. Does not exist. The wall surface detection unit 26 sets a point where an obstacle existing in a direction 90 degrees to the right with respect to the flight direction exists as an obstacle survival start point.

Next, the wall surface detection unit 26 brings the detection direction slightly closer to the flight direction (upward on the drawing) from the direction of 90 degrees to the right, which is the direction in which the obstacle exists within the obstacle distance, and again the range sensor 4 Attempt to detect obstacles by. In the example shown in FIG. 4, the range sensor 4 again detects an obstacle existing within the obstacle distance. However, the distance from the drone 1 to the detected obstacle is larger than the distance when it was detected earlier. That is, the distance from the drone 1 to the detected obstacle is gradually increasing. The wall surface detection unit 26 repeats such an operation until the distance to the obstacle exceeds the obstacle distance or does not gradually increase.

In the example shown in FIG. 4, the direction from 90 degrees to the right to 45 degrees to the right with respect to the flight direction is a range in which the distance to the obstacle is within the obstacle distance and the distance to the obstacle gradually increases. In the example shown in FIG. 4, the distance to the obstacle existing in the direction of 45 degrees to the right with respect to the flight direction is exactly the obstacle distance, and the wall surface detection unit 26 sets this point as the obstacle survival end point. And. The wall surface detection unit 26 detects an obstacle existing from the obstacle survival start point to the obstacle survival end point as a continuous wall surface.

See FIG. 3 again. The flight direction determination unit 27 connects the point where the distance to the drone 1 in the direction in which the wall surface is not detected out of the directions of 90 degrees to the left and right is the obstacle distance and the obstacle survival end point, and is centered on the drone 1. The direction that divides the arc into two is determined as the new flight direction of the drone 1. The flight direction determining unit 27 is an example of the flight direction determining means according to the present disclosure.

The determination of a new flight direction will also be specifically described with reference to FIG. As described above, in FIG. 4, the obstacle survival end point exists in the direction of 45 degrees to the right with respect to the flight direction. The flight direction determination unit 27 connects the obstacle survival end point and the point where the distance to the drone 1 in the direction 90 degrees to the left of the flight direction is the obstacle distance, and divides the arc centered on the drone 1 into two. The direction to be 22.5 degrees to the left of the flight direction, which is the direction in which the flight is to be carried out, is determined as a new flight direction (“flying direction (corrected)” in FIG. 4). By determining the new flight direction in this way, the flight direction determination unit 27 allows the drone 1 to be further separated from the wall surface without drastically changing the flight direction.

See FIG. 3 again. The flight plan correction unit 28 corrects the flight plan based on the flight route indicated by the flight plan data, the pseudo-positioning information obtained by the pseudo-positioning unit 24, and the new flight direction determined by the flight direction determination unit 27. The flight plan correction unit 28 corrects the flight plan by changing the flight plan data stored in the secondary storage device 204 described above. First, the flight plan correction unit 28 changes the existing flight route in the flight plan data so as to be represented by the coordinate system corresponding to the pseudo latitude, longitude and altitude used in the pseudo positioning information. Next, the flight plan correction unit 28 identifies the current position in the flight route represented by pseudo latitude, longitude and altitude. The flight plan correction unit 28 specifies the flight direction as the current flight direction when the flight follows the flight route as it is at the specified current position. Then, the flight plan correction unit 28 changes the flight route so that the flight direction is corrected from the specified current flight direction to the new flight direction determined by the flight direction determination unit 27. The flight plan correction unit 28 is an example of the flight plan correction means according to the present disclosure.

The flight command unit 25 determines the position where the drone 1 should fly and moves based on the flight plan modified by the flight plan correction unit 28, and commands the flight controller 3 to fly to the determined position. Since the command to the flight controller 3 by the flight command unit 25 is processed by the flight control unit 34 of the flight controller 3, which will be described later, FIG. 3 is shown so that the flight command unit 25 outputs the command to the flight control unit 34. There is.

Next, with reference to FIG. 5, the functional configuration of the flight controller 3 when the processor 301 of the flight controller 3 executes the driver program P31 and the flight program P32 will be described. The flight controller 3 includes a pseudo compass unit 31, an output unit 33, and a flight control unit 34 as a functional configuration. Among these functional units, the functions of the pseudo compass unit 31 and the output unit 33 are realized by the processor 301 executing the driver program P31, and the functions of the flight control unit 34 are realized by the processor 301 executing the flight program P32. It is realized by.

The pseudo companion unit 31 obtains a pseudo magnetic flux density, which is a pseudo magnetic flux density, based on the nose direction information indicating the nose direction of the drone 1 on the environment map output by the nose direction output unit 23 of the companion computer 2. Ask. Specifically, the pseudo-compass unit 31 sets the magnetic flux density indicating the magnetism passing through the drone 1 as the pseudo-magnetic flux density, assuming that the nose of the drone 1 is actually oriented in the direction indicated by the nose direction information. Ask as. For example, when the direction indicated by the nose direction information is "north", the magnetic flux density of the magnetism passing through the drone 1 when the nose of the drone 1 is actually facing "north" is obtained as a pseudo magnetic flux density. .. That is, the pseudo compass unit 31 functions as a pseudo electronic compass module that detects magnetism based on the nose direction on the environmental map. The pseudo compass unit 31 is an example of the pseudo compass means according to the present disclosure.

The output unit 33 outputs the pseudo magnetic flux density obtained by the pseudo compass unit 31 and the positioning information obtained by the pseudo positioning unit 24 to the flight control unit 34. As described above, the functions of the pseudo compass unit 31 and the output unit 33 are realized by the processor 301 of the flight controller 3 executing the driver program P31. When the processor 301 executes the driver program P31, the pseudo magnetic flux density and the pseudo positioning information are finally output to the flight control unit 34 by the function of the output unit 33. Therefore, from the flight control unit 34, it seems as if the magnetic flux density and the positioning information are output from the virtual electronic compass module and the virtual satellite positioning module.

The flight control unit 34 controls the drive unit 7 based on the pseudo magnetic flux density and the pseudo positioning information output from the output unit 33 and the flight command from the flight command unit 25 of the companion computer 2, and controls the drive unit 7 of the drone 1. Control flight. As described above, since the flight command from the flight command unit 25 is based on the flight direction determined as the new flight direction, the flight control unit 34 controls the flight of the drone 1 based on the new flight direction. To do. The flight control unit 34 itself does not distinguish between the pseudo magnetic flux density and the pseudo positioning information and the actual magnetic flux density and the positioning information, and the drive unit 7 simply based on the magnetic flux density and the positioning information output from the output unit 33. To control. The flight control unit 34 is an example of the flight control means according to the present disclosure.

As described above, the function of the flight control unit 34 is realized by the processor 301 of the flight controller 3 executing the flight program P32. The flight program P32 is, for example, a program created by the manufacturer of the flight controller 3. Since the flight program P32 is created on the premise that the geomagnetism and the position on the earth are normally detected, it is essential that the magnetic flux density and positioning information be output from some driver program during flight control. There is. Therefore, the flight program P32 (the flight control unit 34 that functions according to the flight control unit 34) does not distinguish between the pseudo magnetic flux density and the pseudo positioning information and the actual magnetic flux density and the positioning information.

Therefore, when the user of the drone 1 adopts a commercially available flight controller as the flight controller 3, the user creates the driver program P31 without changing the hardware configuration of the flight controller 3 or the flight program P32. By doing so, each function of the flight controller 3 can be realized.

Next, an example of the flight control operation by the drone 1 will be described with reference to FIG. At the start of the operation shown in FIG. 6, it is assumed that the flight plan data has already been stored in the secondary storage device 204 and the flight has started.

The range sensor 4 of the drone 1 detects an obstacle around the drone 1 and outputs information indicating the relative position of the detected obstacle to the companion computer 2 (step S1).

The map creation unit 21 of the companion computer 2 of the drone 1 creates an environmental map based on the relative position of the obstacle detected in step S1 (step S2).

The estimation unit 22 of the companion computer 2 estimates the position, flight direction, and nose direction of the drone 1 on the environment map created in step S2 (step S3).

The nose direction output unit 23 of the companion computer 2 outputs the nose direction information indicating the nose direction estimated in step S3 to the flight controller 3 (step S4).

The pseudo-positioning unit 24 of the companion computer 2 obtains pseudo-positioning information representing the position estimated in step S3 in terms of pseudo latitude, longitude, and altitude, and outputs the pseudo-positioning information to the flight controller 3 (step S5).

The wall surface detection unit 26 of the companion computer 2 executes the operation shown in FIG. 7 to perform wall surface detection (step S6). The operation shown in FIG. 7 will be described below.

The wall surface detection unit 26 sets the direction of obstacle detection by the range sensor 4 in the direction of 90 degrees to the left and right of the flight direction (step S61).

The wall surface detection unit 26 controls the range sensor 4 to detect an obstacle in the set detection direction, and determines whether or not an obstacle exists within the obstacle distance (step S62).

When it is determined that there is no obstacle within the obstacle distance (step S62: No), the wall surface detection unit 26 terminates the wall surface detection operation assuming that the wall surface could not be detected, and the drone 1 terminates the wall surface detection operation, and the drone 1 performs step S7 in FIG. Continue to perform the operation from.

When it is determined that an obstacle exists within the obstacle distance (step S62: Yes), the wall surface detection unit 26 sets the detected point as the obstacle survival start point (step S63).

The wall surface detection unit 26 sets the direction of obstacle detection by the range sensor 4 so as to approach the flight direction (step S64).

The wall surface detection unit 26 controls the range sensor 4 to detect an obstacle in the set detection direction, and determines whether or not an obstacle exists within the obstacle distance (step S65).

When it is determined that there is no obstacle within the obstacle distance (step S65: No), the wall surface detection unit 26 terminates the wall surface detection operation assuming that the wall surface could not be detected, and the drone 1 terminates the wall surface detection operation, and the drone 1 performs step S7 in FIG. Continue to perform the operation from.

When it is determined that an obstacle exists within the obstacle distance (step S65: Yes), the wall surface detection unit 26 determines whether or not the distance from the drone 1 to the detected obstacle is gradually increasing (step S66).

When it is determined that the distance to the obstacle has not gradually increased (step S66: No), the wall surface detection unit 26 terminates the wall surface detection operation assuming that the wall surface could not be detected, and the drone 1 ends the operation of wall surface detection, and the drone 1 performs the step of FIG. The operation from S7 is continuously executed.

When it is determined that the distance to the obstacle is gradually increasing (step S66: Yes), the wall surface detection unit 26 determines whether or not the distance from the drone 1 to the detected obstacle is the obstacle distance (step). S67). It is not necessary to completely match the obstacle distance. For example, if the difference between the detected distance and the obstacle distance is within a predetermined error range (10 cm, 15 cm, etc.), it is detected from the drone 1. It may be determined that the distance to the obstacle is the obstacle distance.

When it is determined that the distance from the drone 1 to the detected obstacle is not the obstacle distance (step S67: No), the wall surface detection unit 26 repeats the operation from step S64.

When it is determined that the distance from the drone 1 to the detected obstacle is the obstacle distance (step S67: Yes), the wall surface detection unit 26 sets the detected point as the obstacle survival end point (step S68).

The wall surface detection unit 26 detects from the obstacle survival start point to the obstacle survival end point as a continuous wall surface (step S69). Then, the wall surface detection unit 26 ends the wall surface detection operation assuming that the wall surface has been detected, and the drone 1 continues to execute the operation from step S7 in FIG.

See FIG. 6 again. The flight direction determination unit 27 of the companion computer 2 determines a new flight direction of the drone 1 based on the detection result by the wall surface detection unit 26 in step S6 (step S7). Specifically, as described above, the flight direction determination unit 27 has a point where the distance to the drone 1 in the direction in which the wall surface is not detected out of the directions of 90 degrees to the left and right is the obstacle distance and the obstacle survival end point. The direction that bisects the arc centered on the drone 1 is determined as the new flight direction of the drone 1. However, if the wall surface detection unit 26 cannot detect the wall surface, the flight direction determination unit 27 determines the current flight direction as it is as a new flight direction.

The flight plan correction unit 28 of the companion computer 2 includes the flight route indicated by the flight plan data, the pseudo-positioning information obtained by the pseudo-positioning unit 24 in step S5, and a new flight direction determination unit 27 determined by the flight direction determination unit 27 in step S7. The flight plan is modified based on the flight direction (step S8).

The flight command unit 25 of the companion computer 2 determines the position where the drone 1 should fly and move based on the flight plan modified by the flight plan correction unit 28 in step S8, and the flight controller 3 determines the flight to the determined position. (Step S9).

The flight controller 3 of the drone 1 executes the operation shown in FIG. 8 to control the flight of the drone 1 (step S10). Then, the drone 1 repeats the operation from step S1. The operation shown in FIG. 8 will be described below.

The pseudo compass unit 31 of the flight controller 3 obtains a pseudo magnetic flux density, which is a pseudo magnetic flux density, based on the nose direction information output in step S4 of FIG. 6 (step S101).

The output unit 33 outputs the pseudo magnetic flux density obtained in step S101 and the pseudo positioning information obtained in step S5 of FIG. 6 to the flight control unit 34 (step S102).

The flight control unit 34 of the flight controller 3 is driven based on the pseudo magnetic flux density and pseudo positioning information output from the output unit 33 in step S102 and the flight command from the flight command unit 25 in step S9 of FIG. The unit 7 is controlled (step S103). When the flight control unit 34 controls the drive unit 7, the drone 1 flies and moves according to the flight command by the flight command unit 25. Then, the drone 1 repeats the operation from step S1 of FIG.

The drone 1 according to the embodiment has been described above. According to the drone 1, the flight direction determination unit 27 determines a new flight direction based on the wall surface detected by the wall surface detection unit 26, and the pseudo magnetic flux density, which is a pseudo magnetic flux density, and the pseudo positioning information are used. Flight control of the drone 1 is performed based on a certain pseudo-positioning information and a new flight direction. Therefore, according to the drone 1, autonomous flight is possible in an environment where a wall surface exists, regardless of satellite positioning and geomagnetic detection.

Further, when a commercially available flight controller is adopted as the flight controller 3, the user of the drone 1 can use the drone 1 by creating the driver program P31 without changing the hardware configuration of the flight controller 3 and the flight program P32. Can be configured. Further, each function of the companion computer 2 is also realized by executing an operation program by a general microcontroller. Therefore, according to the drone 1, autonomous flight in an environment where a wall surface exists can be realized at low cost.

(Modification example 1)
In the embodiment, the flight controller 3 is provided with the pseudo companion unit 31, but the companion computer 2 is provided with the same functional unit as the pseudo companion unit 31, and the flight controller 3 is not provided with the pseudo compass unit 31. You may.

For example, as shown in FIG. 9, the companion computer 2 may include the pseudo companion unit 29, and the flight controller 3 may not include the pseudo companion unit 31. The pseudo-compass unit 29 obtains a pseudo-magnetic flux density based on the nose direction on the environment map estimated by the estimation unit 22 in the same manner as the pseudo-compass unit 31 of the embodiment, and the obtained pseudo-magnetic flux density is obtained by the flight controller 3 Output to. Since the pseudo magnetic flux density is processed by the output unit 33, it is shown in FIG. 9 that the pseudo magnetic flux density is output from the pseudo compass unit 29 to the output unit 33.

(Modification 2)
In the above embodiment, it has been described that the obstacle distance is a constant distance. Alternatively, the obstacle distance may be variable based on the map of the underground tunnel shown by the flight plan data. For example, suppose that a part of an underground tunnel has a narrow part. A portion having such a narrow width may be detected in advance, and the obstacle distance may be set to be smaller than usual when passing in the vicinity of the portion. That is, the obstacle distance may be variable based on the information showing the map of the underground tunnel in which the drone 1 flies.

1 Drone, 2 Companion computer, 3 Flight controller, 4 Range sensor, 7 Drive unit, 21 Map creation unit, 22 Estimator unit, 23 Nose direction output unit, 24 Pseudo positioning unit, 25 Flight command unit, 26 Wall surface detection unit , 27 Flight direction determination unit, 28 Flight plan correction unit, 29 Pseudo compass unit, 31 Pseudo compass unit, 33 Output unit, 34 Flight control unit, 201 processor, 202 memory, 203 interface, 204 Secondary storage device, 301 processor, 302 memory, 303 interface, 304 secondary storage, B2, B3 bus, P31 driver program, P32 flight program

Claims (4)

It ’s an autonomous aircraft,
A range sensor that detects obstacles around the autonomous vehicle and
A map creation means for creating an environmental map based on the detection result of the range sensor, and
An obstacle in which the distance between the estimation means for estimating the flight direction of the autonomous vehicle on the environmental map and the autonomous vehicle in the direction 90 degrees to the left and right of the flight direction is within a predetermined obstacle distance. Obstacle determination means to determine if there is
When the obstacle determination means determines that there is an obstacle whose distance to the autonomous flying object is within the obstacle distance, the point where the obstacle determination means determines that the obstacle exists is the obstacle survival start point. Then, the obstacle is continuously detected by the range sensor so as to approach the flight direction, and the distance to the autonomous flying object is within a predetermined obstacle distance and the detection direction of the detection by the range sensor is set. It is determined whether the distance to the autonomous flying object gradually increases as it approaches the flight direction, and the point where the distance to the autonomous flying object becomes the obstacle distance is set as the obstacle survival end point, and from the obstacle survival start point. A wall surface detecting means for detecting the obstacle survival end point as a continuous wall surface, and
When the wall surface is detected by the wall surface detecting means, the distance to the autonomous flying object in the direction in which the wall surface is not detected in the direction of 90 degrees to the left and right is the obstacle distance and the obstacle persistence. A flight direction determining means that connects the end point and determines the direction that divides the arc centered on the autonomous vehicle into two as a new flight direction of the autonomous vehicle.
A flight control means for controlling the flight of the autonomous vehicle based on the new flight direction determined by the flight direction determining means, and a flight control means.
Autonomous flying object equipped with. The estimating means further estimates the position of the autonomous vehicle on the environmental map and
Pseudo-positioning means for obtaining pseudo-positioning information in which the position estimated by the estimation means is represented by pseudo-latitude, longitude, and altitude.
A flight plan correction means for correcting a predetermined flight plan of the autonomous vehicle based on the pseudo-positioning information and the new flight direction.
With more
The flight control means controls the flight of the autonomous vehicle so that the autonomous vehicle flies to a position where it should fly, which is determined based on the flight plan modified by the flight plan correction means.
The autonomous vehicle according to claim 1. The wall surface detecting means variably sets the obstacle distance based on the information indicating the map of the underground tunnel in which the autonomous vehicle flies.
The autonomous flying object according to claim 1 or 2. It is a flight control method that controls the flight of autonomous vehicles.
Detect obstacles around the autonomous aircraft, create an environmental map, and
The flight direction of the autonomous vehicle on the environmental map is estimated, and the flight direction is estimated.
It is determined whether or not there is an obstacle whose distance to the autonomous flying object is within a predetermined obstacle distance in a direction 90 degrees to the left or right with respect to the flight direction.
When it is determined that there is an obstacle whose distance to the autonomous flying object is within the obstacle distance, the point where it is determined that the obstacle exists is set as the obstacle survival start point, and the obstacle is continuously approached in the flight direction. An object is detected, and it is determined whether the distance to the autonomous flying object gradually increases as the distance to the autonomous flying object is within a predetermined obstacle distance and the detection direction approaches the flight direction. The point where the distance from the obstacle is the obstacle distance is detected as the obstacle survival end point, and the obstacle survival start point to the obstacle survival end point is detected as a continuous wall surface.
When the wall surface is detected, the point where the distance to the autonomous flying object in the direction in which the wall surface is not detected out of the directions of 90 degrees to the left and right becomes the obstacle distance and the obstacle survival end point are connected. The direction that bisects the arc centered on the autonomous vehicle is determined as the new flight direction of the autonomous vehicle.
Controlling the flight of the autonomous vehicle based on the determined new flight direction,
Flight control method.

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