JP2022034865A - Helicopter - Google Patents

Abstract

To provide a helicopter that can reduce impact at landing by increasing probability of capable of descending while deploying a parachute in the event of emergency landing.SOLUTION: A multicopter 1 with a parachute 61 includes a control unit 33 for determining whether to perform ascending control of controlling the multicopter 1 to ascend to a para-deploying altitude H on the basis of flight possible residual quantities X1, X2 with which the multicopter 1 can fly in a height direction at the time when a failure occurs in the multicopter 1.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a helicopter, which is a rotary wing aircraft that flies with the required lift by means of a rotary wing.

As a technique relating to a helicopter, Patent Document 1 discloses a safety device for a drone that opens a parachute housed in a storage portion while stopping the driving of the propeller when a defect of the propeller is detected.

Japanese Unexamined Patent Publication No. 2018-154249

Since it takes a certain amount of time to open the parachute stored in the storage unit, the drone must be flying at an altitude higher than a certain altitude in order to open the parachute and lower the drone. Therefore, in the technique disclosed in Patent Document 1, if an abnormality occurs in the drone when the drone is not flying at the altitude required for the parachute to open, the air bag and damper are used without opening the parachute. And make an emergency landing. However, when landing using an airbag and a damper without opening the parachute in this way, the impact on the drone is large, and the drone's airframe may be deformed.

Therefore, the present disclosure has been made to solve the above-mentioned problems, and an object of the present invention is to provide a helicopter capable of increasing the possibility of opening a parachute during an emergency landing and reducing the impact at the time of landing. And.

One embodiment of the present disclosure made to solve the above problems is that in a helicopter having a parachute, when an abnormality of the helicopter occurs, the helicopter can fly in an amount capable of flying in the height direction at that time. It is characterized by having a control unit for determining whether or not to perform ascending control for raising the helicopter to an altitude at which the helicopter can be lowered by opening the parachute in a closed state based on the remaining amount. do.

According to this aspect, when it is possible to raise the helicopter to an altitude at which the closed parachute can be opened and the helicopter can be lowered, the helicopter can be raised to the altitude by performing ascending control. can. Therefore, it is possible to increase the possibility of opening the parachute and descending during an emergency landing and reduce the impact during landing.

In the above aspect, the hybrid system including a generator and a battery is provided, and the control unit performs the ascending control when an abnormality of either the generator or the battery occurs as an abnormality of the helicopter. It is preferable to determine whether or not to do so.

According to this aspect, a hybrid system is provided, and even if one of the generator and the battery is abnormal, the normal device of the generator and the battery is used. By controlling the ascent, the parachute can be opened and the helicopter can be ascended to an altitude where it can be descended.

In the above aspect, the altitude detection unit for detecting the current altitude of the helicopter and the battery remaining amount detecting unit for detecting the remaining charge of the battery are provided, and the control unit has an abnormality of the generator. When It is preferable to do so.

According to this aspect, it is possible to determine whether or not to open the parachute and make an emergency landing of the helicopter in consideration of the calculated remaining flight capacity. Therefore, even if an abnormality occurs in the generator, it is possible to determine the necessity of making an emergency landing using a parachute, and it is possible to reduce the frequency of making an emergency landing using a parachute unnecessarily.

In the above aspect, it has an altitude detecting unit for detecting the current altitude of the helicopter and a fuel remaining amount detecting unit for detecting the remaining amount of fuel used for power generation by the generator. The control unit is based on the current altitude of the helicopter detected by the altitude detection unit and the remaining amount of fuel detected by the fuel remaining amount detection unit when an abnormality occurs in the battery. , It is preferable to calculate the remaining flight capacity.

According to this aspect, it is possible to determine whether or not to open the parachute and make an emergency landing of the helicopter in consideration of the calculated remaining flight capacity. Therefore, even if an abnormality occurs in the battery, it is possible to determine the necessity of performing an emergency landing using a parachute, and it is possible to reduce the frequency of emergency landing using an unnecessary parachute.

In the above embodiment, a plurality of propellers, an altitude detection unit for detecting the current altitude of the helicopter, at least one of a generator and a battery for supplying electric power for rotating the propeller, and charging of the battery. The control unit has at least one of a battery remaining amount detecting unit for detecting the remaining amount and a fuel remaining amount detecting unit for detecting the remaining amount of fuel used for generating electricity by the generator. When an abnormality of the propeller occurs as an abnormality of the helicopter, it is determined whether or not to perform the ascending control, the number of the propellers in which the abnormality has occurred, and the current helicopter detected by the altitude detection unit. Based on the altitude and at least one of the remaining charge of the battery detected by the remaining battery level detector and the remaining amount of the fuel detected by the remaining fuel level detector, the remaining flight capacity is determined. It is preferable to calculate.

According to this aspect, even if an abnormality occurs in the propeller, the possibility of descending with a parachute during an emergency landing can be increased, and the impact at the time of landing can be reduced to land the helicopter.

In addition, considering the calculated remaining amount of flight, it is possible to determine whether or not to open the parachute and make an emergency landing of the helicopter. Therefore, even if an abnormality occurs in the propeller, it is possible to determine the necessity of performing an emergency landing using a parachute, and it is possible to reduce the frequency of emergency landing using an unnecessary parachute.

In the above aspect, the helicopter has a damper that absorbs the impact at the time of landing and an airbag that protects the helicopter's body from the impact at the time of landing of the helicopter, and the control unit is the helicopter of the helicopter. When it is determined that the ascent control is not performed when an abnormality occurs, it is preferable to use the damper and the airbag to perform the fall control to soften the impact of the helicopter at the time of landing.

According to this aspect, the impact at the time of landing of the helicopter can be softened even when the ascent control is not performed.

According to the helicopter of the present disclosure, it is possible to increase the possibility of opening the parachute and descending during an emergency landing and reduce the impact at the time of landing.

It is a side view of the multicopter of this embodiment. It is a block diagram which shows the structure of the multicopter of FIG. It is an image diagram of an emergency landing of a multirotor when an abnormality occurs in a generator. It is a flowchart which shows the content of the control performed in 1st Embodiment. It is a flowchart which shows the content of the control performed in 2nd Embodiment. It is a flowchart which shows the content of the control performed in 2nd Embodiment. It is a figure which shows an example of the map used when calculating the remaining flight capacity.

Hereinafter, the multicopter 1 which is an example of the embodiment of the helicopter of the present disclosure will be described. The multicopter 1 is a type of helicopter, which is a rotary wing aircraft that obtains the required lift by a rotary wing and flies, and is a rotary wing aircraft equipped with a plurality of rotors. The helicopter also includes an unmanned aerial vehicle (drone) capable of autonomous flight.

<Overview of multicopter>
First, the overall outline of the multicopter 1 of the present embodiment will be described.

(Multicopter configuration)
As shown in FIG. 1, the multicopter 1 of this embodiment has an airframe 11 and an engine power generation unit 12.

The airframe 11 includes a propeller 21, a motor 22, an airframe main body 23, and an arm 24.

A plurality of propellers 21 are provided. Then, by rotating the plurality of propellers 21, the multicopter 1 flies. The number of propellers 21 may be any number as long as it is four or more even numbers.

A plurality of motors 22 (that is, motors for driving propellers) are provided so as to be provided on each propeller 21, and each propeller 21 is rotated. The motor 22 is connected to the machine body 23 by an arm 24. Then, as shown in FIG. 2, the motor 22 is provided in the machine body 23 via an ESC 36 (Electric Speed Controller) (inverter (not shown)) provided in the machine body 23 and a power control unit 35. It is electrically connected to the battery 31 and the generator 42 provided in the engine power generation unit 12. As a result, the electric power generated by the generator 42 and the electric power discharged from the battery 31 are supplied to the motor 22 via the power control unit 35 and the ESC 36.

As shown in FIG. 2, the machine body 23 is provided with a battery 31, a fuel tank 32, a control unit 33, a flight controller 34, a power control unit 35, an ESC 36, and the like.

The battery 31 is a charge / discharge unit (secondary battery, storage battery) capable of charging / discharging electric power. As shown in FIG. 2, the battery 31 is electrically connected to the generator 42 via the power control unit 35, and charges the electric power generated by the generator 42. Further, the battery 31 is electrically connected to the motor 22 via the power control unit 35 and the ESC 36, and discharges the electric power supplied to the motor 22.

The fuel tank 32 stores fuel (for example, gasoline) used for driving the engine 41 provided in the engine power generation unit 12.

The control unit 33 is configured as a small computer and controls the entire multicopter 1. For example, the control unit 33 controls the drive of the engine 41 to control the power generation of the generator 42.

The flight controller 34 is a device that controls the flight of the multicopter 1. The flight controller 34 sends a thrust instruction signal to the control unit 33 and the ESC 36, and receives a signal related to charge rate (State Of Charge) information from the control unit 33. Further, the flight controller 34 receives a signal of an operation instruction of the operator from the controller 51 described later.

The power control unit 35 is a device that controls the electric power supplied to the motor 22. The power control unit 35 receives the electric power generated by the generator 42, supplies and receives electric power to and from the battery 31, and supplies electric power to the ESC 36. Further, the power control unit 35 receives a charge / discharge switching instruction signal from the control unit 33.

The ESC 36 is a device that controls the rotation speed of the motor 22. The ESC 36 supplies the electric power supplied from the power control unit 35 to the motor 22 as driving electric power. Further, the ESC 36 receives a thrust instruction signal from the flight controller 34.

The engine power generation unit 12 includes an engine 41 and a generator 42 (that is, a generator) as shown in FIGS. 1 and 2.

The engine 41 is a power source for the generator 42, and is, for example, a small diesel engine or a reciprocating engine. That is, the engine 41 is driven by the generator 42 to generate electric power to be supplied to the motor 22 or the battery 31. Further, the engine 41 receives a signal for instructing the generated power from the control unit 33.

Further, the multicopter 1 has a controller 51 as shown in FIG. The controller 51 is an operation unit possessed by the operator of the multicopter 1, and is, for example, a joystick.

Further, as shown in FIGS. 1 and 2, the multicopter 1 of the present embodiment has a parachute 61, a damper 62, and an airbag 63. The parachute 61 is normally housed in a closed portion (not shown) in a closed state, and is in an open state as shown in FIG. 1 during an emergency landing. The damper 62 absorbs the impact of the multicopter 1 at the time of landing. The airbag 63 protects the aircraft 11 of the multicopter 1 from the impact at the time of landing of the multicopter 1.

Further, as shown in FIG. 2, the multicopter 1 of the present embodiment has an altitude detection unit 71, a battery remaining amount detection unit 72, and a fuel remaining amount detection unit 73. The altitude detection unit 71 is a device that detects the altitude of the current multicopter 1. The battery remaining amount detection unit 72 is a device that detects the remaining charge of the battery 31. The fuel remaining amount detecting unit 73 is a device for detecting the remaining amount of fuel in the fuel tank 32 used for driving the engine 41 and generating electric power by the generator 42.

Further, the multicopter 1 of the present embodiment has a hybrid system including a generator 42 and a battery 31. Specifically, as a hybrid system, a series hybrid system is composed of a motor 22, a battery 31, an engine 41, and a generator 42. That is, in the multicopter 1, a system is configured in which the engine 41 is used only for power generation by the generator 42, the motor 22 is used for driving the propeller 21, and the battery 31 for recovering the electric power is further provided. In this way, the multicopter 1 flies by generating electric power in the generator 42 by driving the engine 41 and driving the motor 22 with the generated electric power to drive the propeller 21. Further, the multicopter 1 temporarily stores the surplus electric power generated by the generator 42 by driving the engine 41 in the battery 31, and uses it for driving the motor 22 as needed.

(Action of multicopter)
The multicopter 1 having such a configuration flies by supplying electric power to the motor 22 and rotating a plurality of propellers 21. Then, by controlling the rotation speed of the propeller 21 and balancing the lift obtained by the rotation of the propeller 21 with the gravity of the multicopter 1 itself, it is possible to realize hovering flight and forward / backward / left / right movement flight of the multicopter 1. .. Further, the lift generated by the propeller 21 can be increased to realize the ascending flight of the multirotor 1, and the lift generated by the propeller 21 can be decreased to realize the descending flight of the multicopter 1. Further, by controlling the rotation speed of each propeller 21 to cause an imbalance in the lift generated by the rotation of the plurality of propellers 21, it is possible to realize the forward / reverse / left / right movement flight of the multicopter 1. Then, by providing a difference in the rotation speeds of the propellers 21 that rotate relative to each other, turning (rotation) flight can be realized. Further, as the behavior of the brake, the multicopter 1 is operated by performing a reverse tilting operation in which the aircraft 11 is tilted in the direction opposite to the direction in which the aircraft 11 is tilted when the multicopter 1 is moving (forward / backward / left / right movement flight). It can be stopped.

<Emergency landing>
Next, an emergency landing performed when an abnormality of the multicopter 1 occurs will be described.

The multicopter 1 having a hybrid system has a battery 31 and a generator 42 as power sources for the motor 22 that rotates the propeller 21. Therefore, even if an abnormality (stop, failure) occurs in one of the battery 31 and the generator 42 as an abnormality in the multicopter 1, the other equipment supplies electric power to the motor 22 to cause the propeller 21 to operate. By rotating it, the multicopter 1 can be flown.

Therefore, for example, when an abnormality occurs in the generator 42, it is conceivable to use the electric power remaining in the battery 31 to land the multicopter 1 while lowering it.

Here, as shown in FIG. 3, if the electric power remaining in the battery 31 is small, an abnormality occurs in the generator 42 at time T1, and the electric power remaining in the battery 31 (in the figure, " Even if the multicopter 1 is lowered by using the "remaining battery level"), the power remaining in the battery 31 becomes "0" at the time T4, and then the multicopter 1 will land while falling. Becomes (time T5). However, the impact received by the multicopter 1 at the time of landing is considerable even if it is absorbed to some extent by the damper 62 and the airbag 63, and in some cases, the body 11 of the multicopter 1 may be deformed.

Therefore, in the present embodiment, when the electric power remaining in the battery 31 is small as described above, as shown by the solid line in FIG. 3, the multicopter 1 is temporarily raised by using the electric power remaining in the battery 31. The altitude of the multicopter 1 is set to the para-open altitude H or higher (time T2), and then the parachute 61 is opened to lower the multicopter 1 and perform a soft landing (time T6).

That is, in the present embodiment, there is no amount of power remaining in the battery 31 until the multicopter 1 is lowered and landed as it is, but the multicopter 1 is raised to make the altitude of the multicopter 1 higher than the para-open altitude H as much as possible. If there is an amount of, the multicopter 1 is raised above the para-open altitude H, the parachute 61 is opened, and the multicopter 1 is lowered to make a soft landing.

Here, the para-open altitude H is an altitude (specifically, the lowest value of the altitude) at which the parachute 61 in a closed state housed in an accommodation portion (not shown) can be opened to lower the multirotor 1. ..

Therefore, the emergency landing control performed in this embodiment will be described.

[First Example]
First, the first embodiment will be described.

(Explanation of control contents)
In this embodiment, when the multicopter 1 is flying at an altitude lower than the para-open altitude H, and when an abnormality of either the generator 42 or the battery 31 occurs as an abnormality of the multicopter 1, the control unit 33 Performs the control shown in FIG. 4 as an emergency landing control.

As shown in FIG. 4, first, the control unit 33 captures the remaining battery SOC, the remaining fuel feel, and the altitude fly (step S1), and determines whether or not the multicopter 1 can continue flight from these captured values. (Step S2).

The remaining battery SOC is the remaining charge of the battery 31 detected by the battery remaining amount detection unit 72. Further, the fuel remaining amount fuel is the remaining amount of fuel in the fuel tank 32 detected by the fuel remaining amount detecting unit 73 (that is, the remaining amount of fuel supplied to the engine 41 for driving the generator 42). Further, the altitude flym is the altitude of the current multicopter 1 detected by the altitude detection unit 71.

Then, when the control unit 33 determines that the multicopter 1 can continue flight (step S3: YES) and determines that there is a flight continuation request for the multicopter 1 (step S4: YES), the generator It is determined whether or not 42 is normal (step S5).

Then, the control unit 33 performs the following control when the multicopter 1 is made an emergency landing because the generator 42 is abnormal.

First, when the control unit 33 determines that the generator 42 is not normal (step S5: NO), that is, when an abnormality occurs in the generator 42, the control unit 33 is based on the altitude flight and the remaining battery SOC. For example, using a map (not shown), the remaining flight capacity X1 is calculated (step S6).

Here, the remaining flight capacity X1 is the amount that the multicopter 1 can fly in the height direction (that is, can be ascended) by using the electric power remaining in the battery 31 at that time (during emergency landing control). Altitude or altitude that can be descended).

Next, the control unit 33 determines whether or not the multicopter 1 is capable of descending and landing based on the remaining flight capacity X1 calculated in step S6 (that is, while the multicopter 1 uses the power remaining in the battery 31). (Whether or not it is possible to descend and land) is determined (step S7).

Then, when the control unit 33 determines that the multicopter 1 cannot descend and land (step S7: NO), the multicopter 1 rises to the para-open altitude H based on the flight remaining amount X1 calculated in step S6. It is determined whether or not it is possible (step S8).

In this way, if the power remaining in the battery 31 is insufficient and the multicopter 1 cannot be lowered and landed while using the power, the power remaining in the battery 31 is used for the multicopter 1. Is determined whether or not can be raised to the para-open altitude H. That is, with respect to the remaining battery SOC, it is determined whether or not the multicopter 1 is equal to or more than the amount that can be climbed to the para-open altitude H even if the multicopter 1 is less than the amount that can be descended and landed.

Then, when the control unit 33 determines that the multicopter 1 can ascend to the para-open altitude H (step S8: YES), the control unit 33 uses the power remaining in the battery 31 to use the para-open altitude H. The ascending control is performed to ascend the multicopter 1 up to (step S9). In this way, the control unit 33 determines whether or not to perform ascending control when an abnormality occurs in the generator 42.

Then, when the altitude flym becomes the para-open altitude H or higher (step S10: YES), the control unit 33 stops the flight of the multicopter 1 using the electric power remaining in the battery 31 (step S11), and is not shown. The parachute 61 in a closed state contained in the accommodating portion is opened to lower the multicopter 1 (step S12). As a result, the multicopter 1 descends using the parachute 61 and lands while suppressing the impact at the time of landing.

On the other hand, when the control unit 33 determines in step S8 that the multicopter 1 cannot rise to the para-open altitude H (step S8: NO), the multicopter 1 uses the power remaining in the battery 31. The descent control is performed (step S13), and the damper 62 and the airbag 63 are used to absorb the impact of the multicopter 1 at the time of landing and land the multicopter 1 (step S14). In this way, when the control unit 33 determines that the ascent control is not performed, the damper 62 and the airbag 63 are used to perform the fall control to soften the impact of the multicopter 1 at the time of landing.

That is, when the multicopter 1 cannot rise to the para-open altitude H, the control unit 33 uses the power until the power remaining in the battery 31 is exhausted to perform descent control for lowering the multicopter 1. , The multicopter 1 is dropped, and the multicopter 1 is landed while absorbing the impact by using the damper 62 and the airbag 63.

If the control unit 33 determines in step S7 that the multicopter 1 can descend and land (step S7: YES), the control unit 33 uses the power remaining in the battery 31 to lower the multicopter 1. The descent control is performed to land the multicopter 1 (step S15).

In this way, the control unit 33 is unnecessary when it is determined that the multicopter 1 can descend and land using the electric power remaining in the battery 31 in consideration of the calculated remaining flight capacity X1. Instead of descent using the parachute 61, the power remaining in the battery 31 is used to perform descent control to lower the multicopter 1 and land the multicopter 1.

As described above, the control unit 33 controls when the generator 42 is abnormal, while it performs the following control when the generator 42 is normal.

First, when the generator 42 is normal in step S5 (step S5: YES), the control unit 33 determines whether or not the battery 31 is normal (step S16).

Then, when the control unit 33 determines that the battery 31 is not normal (step S16: NO), that is, when an abnormality occurs in the battery 31, the control unit 33 fails, for example, based on the altitude flight and the remaining fuel amount fuel. Using the illustrated map, the remaining flight capacity X2 is calculated (step S17).

Here, the remaining flight capacity X2 is the electric power that can be generated by the generator 42 by driving the engine 41 with the fuel remaining in the fuel tank 32 at that time (during emergency landing control) (hereinafter, “remaining”). It is the amount that the multicopter 1 can fly in the height direction by using "electricity that can be generated by the generator 42 by fuel").

Next, the control unit 33 determines whether or not the multicopter 1 can descend and land based on the flight remaining amount X2 calculated in step S17 (that is, the electric power that the multicopter 1 can generate with the generator 42 from the remaining fuel. (Whether or not it is possible to descend and land while using) is determined (step S18).

Then, when the control unit 33 determines that the multicopter 1 cannot descend and land (step S18: NO), the multicopter 1 rises to the para-open altitude H based on the flight remaining amount X2 calculated in step S17. It is determined whether or not it is possible (step S19).

In this way, since the fuel remaining in the fuel tank 32 is insufficient, if the multicopter 1 cannot be lowered and landed while using the electric power that can be generated by the generator 42 by the residual fuel, the residual fuel cannot be used. It is determined whether or not the multicopter 1 can be raised to the para-open altitude H by using the electric power that can be generated by the generator 42. That is, with respect to the remaining fuel amount, even if the multicopter 1 is less than the amount that can be descended and landed, it is determined whether or not the multicopter 1 is equal to or more than the amount that can be climbed to the para-open altitude H.

Then, when the control unit 33 determines that the multicopter 1 can be raised to the para-open altitude H (step S19: YES), the control unit 33 uses the electric power that can be generated by the generator 42 with the remaining fuel. The ascending control for ascending the multicopter 1 is performed (step S9). In this way, the control unit 33 determines whether or not to perform the ascending control when an abnormality occurs in the battery 31.

Then, when the altitude flym becomes the para-open altitude H or higher (step S10: YES), the control unit 33 stops the flight of the multicopter 1 using the electric power that can be generated by the generator 42 with the remaining fuel (step S11). , The parachute 61 in a closed state housed in a housing portion (not shown) is opened to lower the multicopter 1 (step S12). As a result, the multicopter 1 descends using the parachute 61 and lands while suppressing the impact at the time of landing.

On the other hand, when the control unit 33 determines in step S19 that the multicopter 1 cannot rise to the para-open altitude H (step S19: NO), the control unit 33 uses the electric power that can be generated by the generator 42 with the remaining fuel. Then, the descent control for lowering the multicopter 1 is performed (step S13), and the multicopter 1 is landed while absorbing the impact by the damper 62 and the air bag 63 (step S14).

That is, when the multicopter 1 cannot rise to the para-open altitude H, the control unit 33 uses the electric power that can be generated by the generator 42 by the residual fuel until the fuel remaining in the fuel tank 32 is exhausted, and the multicopter 33 is used. After performing the descent control to lower 1, the multicopter 1 is dropped, and the multicopter 1 is landed while absorbing the impact by using the damper 62 and the air bag 63.

Further, when the control unit 33 determines in step S18 that the multicopter 1 can descend and land (step S18: YES), the multicopter uses the electric power that can be generated by the generator 42 from the remaining fuel. The multicopter 1 is landed by performing descent control for lowering 1. (step S15).

In this way, when the control unit 33 determines that the multicopter 1 can descend and land using the electric power that can be generated by the generator 42 from the remaining fuel in consideration of the calculated remaining flight capacity X2. Does not unnecessarily perform descent using the parachute 61, but uses the electric power that can be generated by the generator 42 with the remaining fuel to perform descent control for descending the multicopter 1 to land the multicopter 1.

When the control unit 33 determines in step S16 that the battery 31 is normal (step S16: YES), the control unit 33 performs flight continuation control to continue the flight of the multicopter 1 (step S20).

Further, when the control unit 33 determines in step S3 that flight continuation is not possible (step S3: NO), or when it is determined in step S4 that there is no request for flight continuation (step S4: NO), the multicopter The multicopter 1 is landed by performing descent control for descending 1. (Step S21).

(Action and effect of this example)
According to this embodiment, when an abnormality of the multicopter 1 occurs, the control unit 33 makes the multicopter 1 up to the para-open altitude H based on the remaining flight capacity X1 and X2 when the multicopter 1 is urgently landed. Determine whether or not to perform ascending control.

In this way, when it is possible to raise the multicopter 1 to the para-open altitude H by using the electric power that can be generated by the generator 42 by the electric power remaining in the battery 31 and the remaining fuel, the ascending control is performed. The multicopter 1 can be raised to the para-open altitude H. Therefore, it is possible to increase the possibility of descending with the parachute 61 at the time of emergency landing and reduce the impact at the time of landing. Therefore, the possibility that the machine body 11 of the multicopter 1 is deformed can be reduced.

Further, the multicopter 1 has a hybrid system including a generator 42 and a battery 31. Then, the control unit 33 determines whether or not to perform the ascending control when an abnormality of either the generator 42 or the battery 31 occurs as an abnormality of the multicopter 1.

As described above, the multicopter 1 has a hybrid system, and even if an abnormality of either the generator 42 or the battery 31 occurs, the generator 42 and the battery 31 are normal. It is possible to ascend to the para-open altitude H by performing ascending control using one of the devices.

Further, the control unit 33 has the altitude of the current multicopter 1 detected by the altitude detection unit 71 and the remaining charge of the battery 31 detected by the battery remaining amount detection unit 72 when an abnormality occurs in the generator 42. Based on the above, the remaining flight capacity X1 is calculated.

As a result, it is possible to determine whether or not to open the parachute 61 and make an emergency landing of the multicopter 1 in consideration of the calculated remaining flight capacity X1. Therefore, when an abnormality occurs in the generator 42, it is possible to determine the necessity of making an emergency landing using the parachute 61, and it is possible to reduce the frequency of making an emergency landing using the parachute 61 unnecessarily.

Further, the control unit 33 is based on the current altitude of the multicopter 1 detected by the altitude detection unit 71 and the remaining amount of fuel detected by the fuel remaining amount detection unit 73 when an abnormality occurs in the battery 31. Then, the remaining flight capacity X2 is calculated.

As a result, it is possible to determine whether or not to open the parachute 61 and make an emergency landing of the multicopter 1 in consideration of the calculated remaining flight capacity X2. Therefore, when an abnormality occurs in the battery 31, it is possible to determine the necessity of performing an emergency landing using the parachute 61, and it is possible to reduce the frequency of performing an emergency landing using the parachute 61 unnecessarily.

Further, when the control unit 33 determines that the ascending control is not performed when an abnormality occurs in the multicopter 1, the damper 62 and the airbag 63 are used to control the fall to soften the impact of the multicopter 1 at the time of landing. I do.

As a result, the impact of the multicopter 1 at the time of landing can be softened even when the ascent control is not performed.

[Second Example]
Next, the second embodiment will be described. In this embodiment, the differences from the first embodiment will be mainly described.

(Explanation of control contents)
In this embodiment, when the multicopter 1 is flying at an altitude lower than the para-open altitude H, an abnormality of the propeller 21 (specifically, an abnormality of the motor 22 for rotating the propeller 21) has occurred as an abnormality of the multicopter 1. In this case, the control unit 33 performs the controls shown in FIGS. 5 and 6 as the control of the emergency landing.

As shown in FIG. 5, the difference from the first embodiment is that the control unit 33 determines that the generator 42 is normal (step S105: YES), and determines that the battery 31 is normal. In (step S116: YES), it is determined whether or not the propeller 21 is normal (step S120).

Then, when the control unit 33 determines that the propeller 21 is not normal (step S120: NO), that is, when an abnormality occurs in the propeller 21, as shown in FIG. 6, the propeller 21 in which the abnormality has occurred The number of propeller failures, which is a number, pererng-n is taken in (step S121).

Next, the control unit 33 determines whether or not the propeller failure number pellerng-n is a predetermined number A or less (step S122). The predetermined number A is defined by the number of propellers 21 provided in the multicopter 1. For example, when the number of propellers 21 provided in the multicopter 1 is 4, the predetermined number A is 2.

Then, when the control unit 33 determines that the number of propeller failures pellerng-n is a predetermined number A or less (step S122: YES), the number of abnormal propellers 21 is small, and the multicopter is used with the normal propellers 21. Since the flight of 1 is possible, the flight of the multicopter 1 is continued.

Therefore, the control unit 33 calculates the flightable remaining amount X3 based on the propeller failure number pellerng-n, the altitude flym, the battery remaining amount SOC, and the fuel remaining amount fuel (step S123). The control unit 33 calculates the remaining flight capacity X3 using, for example, the map shown in FIG. 7.

Here, the remaining flight capacity X3 uses the normal propeller 21 at that time (during emergency landing control), the electric power remaining in the battery 31, and the electric power that can be generated by the generator 42 with the remaining fuel. Then, the amount of the multicopter 1 that can fly in the height direction.

As a modification, the control unit 33 may use only one of the remaining battery SOC and the remaining fuel feel when calculating the flight remaining amount X3.

Next, the control unit 33 determines whether or not the multicopter 1 is capable of descending and landing based on the remaining flight capacity X3 calculated in step S123 (that is, the multicopter 1 remains in the normal propeller 21 and the battery 31). It is determined (whether or not it is possible to descend and land while using the existing electric power and the electric power that can be generated by the generator 42 by the remaining fuel) (step S124).

Then, when the control unit 33 determines that the multicopter 1 cannot descend and land (step S124: NO), the multicopter 1 rises to the para-open altitude H based on the flight remaining amount X3 calculated in step S123. It is determined whether or not it is possible (step S125).

In this way, when the multicopter 1 cannot be lowered and landed, it is determined whether or not the multicopter 1 can be raised to the para-open altitude H. That is, with respect to the remaining battery SOC and the remaining fuel feel, it is determined whether or not the multicopter 1 is equal to or more than the amount capable of ascending to the para-open altitude H even if the multicopter 1 is less than the amount capable of descending and landing.

Then, when the control unit 33 determines that the multicopter 1 can ascend to the para-open altitude H (step S125: YES), as shown in FIG. 5, the normal propeller 21 and the battery 31 are connected. Using the remaining electric power and the electric power that can be generated by the generator 42 with the remaining fuel, the ascending control for increasing the multicopter 1 is performed (step S109). In this way, the control unit 33 determines whether or not to perform ascending control when an abnormality occurs in the propeller 21.

Then, when the altitude flym becomes equal to or higher than the para-open altitude H (step S110: YES), the control unit 33 can generate electricity with the generator 42 using the normal propeller 21, the electric power remaining in the battery 31, and the remaining fuel. The flight of the multicopter 1 using electric power is stopped (step S111), and the parachute 61 in a closed state housed in the accommodating portion (not shown) is opened to lower the multicopter 1 (step S112). As a result, the multicopter 1 descends using the parachute 61 and lands while suppressing the impact at the time of landing.

On the other hand, as shown in FIG. 6, when the control unit 33 determines in step S125 that the multicopter 1 cannot rise to the para-open altitude H (step S125: NO), as shown in FIG. Using the normal propeller 21, the electric power remaining in the battery 31, and the electric power that can be generated by the generator 42 with the remaining fuel, the descent control for lowering the multicopter 1 is performed (step S113), and the damper 62 and the damper 62 are used. The multicopter 1 is landed while absorbing the impact by the air bag 63 (step S114).

That is, when the multicopter 1 cannot rise to the para-open altitude H, the control unit 33 uses the electric power and the fuel until the electric power remaining in the battery 31 and the fuel remaining in the fuel tank 32 are exhausted. After performing the descent control for lowering the multicopter 1, the multicopter 1 is dropped and the multicopter 1 is landed while absorbing the impact by using the damper 62 and the air bag 63.

Further, as shown in FIG. 6, when the control unit 33 determines in step S122 that the number of propeller failures perelng-n is larger than the predetermined number A (step S122: YES), the number of abnormal propellers 21 is increased. Since it is often impossible to fly the multicopter 1 using the normal propeller 21, the flight using the normal propeller 21, the electric power remaining in the battery 31, and the electric power that can be generated by the generator 42 by the remaining fuel. Is stopped (step S126). Then, as shown in FIG. 5, the control unit 33 performs descent control for lowering the multicopter 1 (step S113), and lands the multicopter 1 while absorbing impact by the damper 62 and the airbag 63 (step S114). ..

As shown in FIG. 5, when the control unit 33 determines in step S120 that the propeller 21 is normal (step S120: YES), the control unit 33 performs flight continuation control (step S127).

(Action and effect of this example)
The control unit 33 determines whether or not to perform ascending control when an abnormality of the propeller 21 occurs as an abnormality of the multicopter 1.

In this way, when an abnormality occurs in the propeller 21, the multicopter 1 can be raised to the para-open altitude H by using the electric power that can be generated by the generator 42 by the electric power remaining in the battery 31 and the residual fuel. If possible, the ascending control can be performed to ascend the multicopter 1 to the para-open altitude H. Therefore, when an abnormality occurs in the propeller 21, the possibility of descending with the parachute 61 at the time of emergency landing can be increased, and the impact at the time of landing can be reduced to land the multicopter 1. Therefore, the possibility that the machine body 11 of the multicopter 1 is deformed can be reduced.

Then, the control unit 33 has the propeller failure number pellerg-n, the altitude of the current multicopter 1 detected by the altitude detection unit 71, and the remaining amount and fuel remaining amount of the battery 31 detected by the battery remaining amount detecting unit 72. The flightable remaining amount X3 is calculated based on at least one of the remaining amount of fuel detected by the detection unit 73.

As a result, it is possible to determine whether or not to open the parachute 61 and make an emergency landing of the multicopter 1 in consideration of the calculated remaining flight capacity X3. Therefore, when an abnormality occurs in the propeller 21, it is possible to determine the necessity of making an emergency landing using the parachute 61, and it is possible to reduce the frequency of making an emergency landing using the parachute 61 unnecessarily.

It should be noted that the above-described embodiment is merely an example and does not limit the present disclosure in any way, and it goes without saying that various improvements and modifications can be made without departing from the gist thereof.

For example, the present disclosure can be applied to an engine using ethanol fuel, LP gas, natural gas, etc., or a multicopter (hybrid drone) equipped with a diesel engine or the like. Further, the multicopter does not have to be configured by a series hybrid system, and may be configured by a parallel hybrid system.

1 Multicopter 11 Aircraft 21 Propeller 22 Motor 23 Aircraft body 24 Arm 41 Engine 61 Parachute 62 Damper 63 Airbag 71 Advanced detector 72 Battery level detector 73 Fuel level detector H Para open altitude SOC Battery level fuel Fuel balance Amount flym Altitude X1, X2, X3 Remaining amount of flight perlingg-n Number of propeller failures

Claims (6)

In a helicopter with a parachute
When an abnormality of the helicopter occurs, the parachute in the closed state may be opened to lower the helicopter based on the remaining amount of flight that the helicopter can fly in the height direction at that time. Having a control unit for determining whether or not to perform ascending control for ascending the helicopter to a possible altitude.
A helicopter featuring. In the helicopter of claim 1,
It has a hybrid system with a generator and a battery,
The control unit determines whether or not to perform the ascending control when an abnormality of either the generator or the battery occurs as an abnormality of the helicopter.
A helicopter featuring. In the helicopter of claim 2,
An altitude detection unit that detects the current altitude of the helicopter,
It has a battery remaining amount detection unit for detecting the remaining charge of the battery, and has a battery remaining amount detecting unit.
The control unit determines the current altitude of the helicopter detected by the altitude detection unit and the remaining charge of the battery detected by the battery remaining amount detection unit when an abnormality occurs in the generator. To calculate the remaining flight capacity based on
A helicopter featuring. In the helicopter of claim 2,
An altitude detection unit that detects the current altitude of the helicopter,
It has a fuel remaining amount detecting unit for detecting the remaining amount of fuel used for generating electricity by the generator, and has a fuel remaining amount detecting unit.
The control unit is based on the current altitude of the helicopter detected by the altitude detection unit and the remaining amount of fuel detected by the fuel remaining amount detection unit when an abnormality occurs in the battery. , Calculate the remaining flight capacity,
A helicopter featuring. In the helicopter of claim 1,
With multiple propellers
An altitude detection unit that detects the current altitude of the helicopter,
With at least one of the generator and battery to supply the power to rotate the propeller,
It has at least one of a battery remaining amount detecting unit for detecting the remaining charge of the battery and a fuel remaining amount detecting unit for detecting the remaining amount of fuel used for power generation by the generator.
The control unit
When the propeller abnormality occurs as the helicopter abnormality, it is determined whether or not the ascending control is performed.
The number of propellers in which an abnormality has occurred, the current altitude of the helicopter detected by the altitude detection unit, the remaining charge of the battery detected by the battery remaining amount detection unit, and the fuel remaining amount detection unit. To calculate the flightable remaining amount based on at least one of the detected fuel remaining amount.
A helicopter featuring. In any one of the helicopters of claims 1 to 5,
A damper that absorbs the impact of the helicopter when it lands,
It has an airbag that protects the helicopter's airframe from the impact of the helicopter's landing.
When the control unit determines that the ascending control is not performed when an abnormality occurs in the helicopter, the control unit uses the damper and the airbag to control the fall to soften the impact of the helicopter at the time of landing. To do,
A helicopter featuring.

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