JP2022055524A - Aircraft control system and aircraft control marker - Google Patents

Abstract

To provide an aircraft control system and an aircraft control marker in which a marker does not need to be changed on a flight path even when the flight path is changed.SOLUTION: A control system 1 of an aircraft 2 comprises a control device 3 of the aircraft 2, a plurality of ID markers 10, and an initial marker 12. The plurality of ID markers 10 display identification information. The initial marker 12 displays information for allowing the control device 3 to acquire flight path information including the identification information. The control device 3 performs: processing for reading information displayed on the initial marker 12 to acquire flight path information; processing for reading identification information displayed on the ID marker 10 and collating the read identification information with the identification information included in the flight path information to identify a flight path of the aircraft 2; and processing for moving the aircraft 2 based on the identified flight path.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to an air vehicle control system and an air vehicle control marker.

Conventionally, a control system for an air vehicle that controls an air vehicle using a marker is known (see, for example, Patent Document 1). The flight object control system of Patent Document 1 controls the flight object by using signs and guide lines affixed to the floor and walls on the flight path of the flight object. The aircraft moves by identifying the flight path with signs and guide lines.

Japanese Unexamined Patent Publication No. 2014-031118

However, in the control system of the flying object of Patent Document 1, when changing the flight path of the flying object, it is necessary to change the sign and the guide line. Therefore, the user who uses the control system of the flying object needs to change these markers every time the flight path is changed.

An object of the present disclosure is to provide a flight object control system and a marker for flight object control, which can change the flight path without changing the marker on the flight path.

The flying object control system according to the present disclosure includes a flying object control device, a plurality of first markers, and a second marker. The plurality of first markers display identification information. The second marker displays information for causing the control device to acquire flight path information including identification information. The control device reads the information displayed on the second marker and acquires the flight path information, and reads the identification information displayed on the first marker, and the read identification information and the identification information included in the flight path information. Is collated, and the process of identifying the flight path of the flight object and the process of moving the flight object based on the specified flight path are executed.

According to this flight object control system, the flight path can be specified by the identification information displayed on the first marker. This makes it possible to provide a flight object control system and a marker for flight object control that can change the flight path without changing the marker on the flight path. As a result, the user can save the trouble of changing the marker. Further, the flight path information can be acquired by the control device reading the second marker. As a result, even when there are a plurality of flight paths, the user can have the control device acquire flight path information simply by changing the second marker.

Further, when displaying flight path information on a marker, there is a limit to the information that can be read by the flying object at one time. Therefore, a complicated flight path cannot be set. However, according to this configuration, the flight path is specified by the flight path information including the identification information. This makes it possible to set any flight path simply by displaying the identification information on the marker.

The control device may execute a process of moving the flying object toward the next first marker when the read identification information and the identification information included in the flight path information match.

According to this configuration, if the identification information displayed on the marker and the identification information included in the flight path information do not match, the flying object does not move. This ensures flight safety.

The aircraft control system may further include a server for storing flight path information. The second marker may display the storage location of the flight route information. The control device may execute a process of reading the second marker and a process of accessing the storage location displayed on the second marker and acquiring flight route information.

According to this configuration, since the flight path information is stored in the server, the user can change the flight path information without operating the control device. Further, for example, even when the same flight path information is used for a plurality of flying objects, the user only needs to change the flight path information of the server. Therefore, the user does not need to change the flight path information of each aircraft. As a result, the user's trouble can be saved. Further, since the server stores the flight route information, it is not necessary for the control device to store the flight route information in advance. As a result, the storage capacity of the control device is reduced, and the control device can be miniaturized.

The flight path information may include flight distance information which is the flight distance of the entire flight path. The control device may execute a process of acquiring the remaining battery level of the flying object and a process of not allowing the flying object to take off when the remaining battery level is insufficient for the flight distance.

According to this configuration, it is possible to prevent the aircraft from landing in an unexpected place by the user.

The flight path information may include inter-marker distance information which is a distance between a plurality of first markers. The control device may execute a process of acquiring the remaining battery level and a process of landing the flying object when the remaining battery level is insufficient for the distance between the markers.

According to this configuration, the control device can calculate the flightable distance with respect to the remaining battery level by using the distance information between markers and the remaining battery level. This prevents the aircraft from landing in an unexpected location for the user.

The flight path information may include movement information regarding the movement of the flying object and motion information regarding operations other than the movement of the flying object.

According to this configuration, it is not necessary to display the movement other than the movement of the flying object such as shooting, measurement, and exposure on the marker. This allows the flying object control system to perform actions other than movement on the flying object without changing the markers. This can reduce the number of markers. In addition, since it is not necessary to display the operation other than the movement on the marker, the information displayed on the marker is reduced. As a result, for example, it is possible to reduce the recognition error that occurs when the control device reads the marker.

The vehicle control system may further include a third marker that indicates where the vehicle can land in the event of an abnormality in the vehicle.

According to this configuration, it is possible to prevent the air vehicle from landing at an unexpected position by the user.

The vehicle control system may further include a first port at which the aircraft takes off, at least one second port at which the aircraft can land at all times, and a third port corresponding to a third marker. When an abnormality occurs in the flying object, the control device selects the port closest to the flying object from the first port, the second port, and the third port, and the process of landing the flying object on the selected port. And may be executed.

According to this configuration, when an abnormality occurs in the flying object, it is possible to prevent the flying object from landing at an unexpected position by the user.

The aircraft control system may further include a fourth marker that displays information for returning the flight path in which the aircraft flew.

According to this configuration, the air vehicle can be returned to the takeoff position.

The flight object control marker is placed at the starting point of the flight path of the flight object, and is at least one of information for causing the control device of the flight object to acquire the flight path information of the flight object, and textual information and an image regarding the flight path information. One is displayed.

According to this flight object control marker, it is possible to make the flight object acquire flight path information and change the flight path without changing the marker on the flight path. In addition, it is easy for the user to recognize the use of this flying object control marker by the text information or the image regarding the flight path information.

The flight object control marker is placed on the flight path of the flight object, and at least one of the identification information included in the flight path information of the flight object and the text information and the image related to the identification information is displayed.

According to the marker for controlling the flight object, the identification information can be read by the flight object and the flight object can be moved without changing the marker on the flight path. In addition, it is easy for the user to recognize the use of this flying object control marker by the text information or the image regarding the identification information.

The aircraft control marker is placed on the flight path of the aircraft and displays at least one of the position where the aircraft can land in the event of an abnormality in the aircraft and at least one of the text information and the image regarding the abnormality of the aircraft. Will be done.

According to the marker for controlling the flight object, if an abnormality occurs in the flight object without changing the marker on the flight path, the flight object can be landed in a safe place. In addition, it is easy for the user to recognize the place where the flight object lands at the time of the abnormality by the text information or the image regarding the abnormality of the flight object.

The flight object control marker is placed on the flight path of the flight object, and displays information for returning to the flight path in which the flight object flew, and at least one of textual information and an image regarding the information.

According to this flight object control marker, the flight object can be returned to the takeoff place without changing the marker on the flight path and the flight path information acquired from the server by the control device at the time of takeoff. In addition, it is easy for the user to recognize the course of the flight object by the text information or the image regarding the return of the flight path in which the flight object flew.

According to the flight object control system and the flight object control marker according to the present disclosure, it is possible to provide a flight object control system and a flight object control marker whose flight path can be changed without changing the marker on the flight path.

A system diagram of an air vehicle control system according to an embodiment of the present disclosure. The system diagram of the control device of the flying object according to one Embodiment of this disclosure. The figure which shows the common data of the flight plan by one Embodiment of this disclosure. The figure which shows the data corresponding to the identification information of the flight plan by one Embodiment of this disclosure. The figure which shows the ID marker by one Embodiment of this disclosure. The figure which shows the initial marker by one Embodiment of this disclosure. The figure which shows the temporary landing marker by one Embodiment of this disclosure. The figure which shows the return marker by one Embodiment of this disclosure. The flowchart of the main routine which shows the process which a control apparatus performs by one Embodiment of this disclosure. A flowchart of a subroutine showing a process executed by a control device according to an embodiment of the present disclosure. The figure which shows the data of the flight plan collated at the time of reading the temporary landing marker by one Embodiment of this disclosure. The figure which shows the data of the flight plan collated at the time of reading the return marker by one Embodiment of this disclosure. The figure which shows the behavior of the flying object when an abnormality occurs in the flying object by one Embodiment of this disclosure. The figure which shows the behavior of the flying object when the return marker by one Embodiment of this disclosure is used.

Hereinafter, one embodiment of the present disclosure will be described with reference to the drawings.

<Overall configuration>
As shown in FIG. 1, the control system 1 of the flying object 2 includes a control device 3 of the flying object 2, a user terminal 4, a server 6, a relay device 8, and a plurality of ID markers (an example of a first marker). 10, an initial marker (an example of a second marker) 12, a temporary landing marker (an example of a third marker) 14, a return marker (an example of a fourth marker) 16, and a takeoff port (an example of a first port) 18. A constant landing port (an example of a second port) 20 and a temporary landing port (an example of a third port) 22 are provided.

The control system 1 of the flying object 2 of the present embodiment is a system for inspecting the structure X at a construction site or the like by using the flying object 2. The structure X is, for example, a wall surface of a tunnel or a wall surface of a building such as a building.

As shown in FIG. 2, the flying object 2 has at least a camera 24, an exposure device 26, a laser device 28, a battery 30, a plurality of motors 32, and a flight control unit 34. In addition to this, the flying object 2 may have a plurality of sensors such as a gyro and an acceleration sensor for detecting the attitude and speed of the flying object. In this embodiment, the flying object 2 is an unmanned multicopter equipped with four motors 32. However, the flying object 2 may be a known multicopter.

The flight control unit 34 is a device for acquiring an instruction from the control device 3 and controlling the flight body 2. The flight control unit 34 is actually composed of a microcomputer including a CPU, a memory, an I / O interface, and a motor driver, and wireless communication devices such as Wi-Fi (registered trademark) and Bluetooth (registered trademark). The flight control unit 34 controls each part of the flight object 2 by using the program stored in the memory. The program included in the flight control unit 34 controls the flight body 2 so as to have a desired attitude and speed by at least processing to acquire an instruction from the control device 3 and controlling a plurality of motors 32 according to the acquired instruction. Processing, processing for executing image pickup by the camera 24, processing for measuring the distance by the laser device 28, processing for operating the exposure device 26, and processing for acquiring the remaining battery level of the battery 30 are included.

The control device 3 reads the initial marker 12, the ID marker 10, the temporary landing marker 14, and the return marker 16 (hereinafter referred to as each marker in the present specification), sends a desired instruction to the flight control unit 34, and the flying object 2 It is a device for controlling. Further, the control device 3 records the flight history such as the direction, altitude, and distance that the aircraft 2 has moved from the takeoff port 18. The control device 3 is actually a microcomputer including a calculation unit 36, a storage unit 38, and an I / O interface, and a wireless communication device such as Wi-Fi (registered trademark) and Bluetooth (registered trademark) (communication in FIG. 2). Part 40). The control device 3 uses the program stored in the storage unit 38 to generate an instruction signal to be transmitted to the flight control unit 34, and transmits the instruction signal to the flight control unit 34. In the present embodiment, the control device 3 is provided separately from the flight control unit 34, is fixed at a desired position of the flight body 2, and is electrically connected to the flight control unit 34 by wireless or wired. .. This allows the aircraft 2 to be controlled using the program included in the existing multicopter. However, the control device 3 may be provided integrally with the flight control unit 34.

The user terminal 4 is a personal computer for the user to create and record a flight plan (an example of flight route information). However, the user terminal 4 may be a device such as a smartphone or a tablet terminal.

As shown in FIGS. 3 and 4, the flight plan records the placement information of each marker as data. In other words, the flight plan is information for controlling the flying object 2 while the control device 3 reads a part or all of each marker arranged on the flight path. As shown in FIG. 3, as an example of common information, the flight plan includes a flight plan number, information on the initial marker 12, speed of the aircraft 2, marker recognition time, information on the temporary landing marker 14, and flight distance of the entire flight path. Information, landing instruction voltage information, and takeoff disallowed voltage information are recorded. Here, the marker recognition time is the upper limit time required for the control device 3 to read the information displayed on each marker. In addition to this, the common information may include a user name for using the flight plan and the like.

As shown in FIG. 4, the flight plan includes information on movement to the flying object 2 corresponding to the identification information and information on the operation of the flying object 2 corresponding to the identification information. In the flight plan, as an example of information on the movement of the flight object 2 corresponding to the identification information, the identification information (id), the hovering time, the presence / absence of the constant landing port 20, the direction to the next ID marker 10, and the direction to the next ID marker 10 are provided for each identification information. The distance to the next ID marker 10, the distance to the structure X, and the altitude of the flying object 2 are recorded. In the flight plan, as an example of information on the operation of the flying object 2 corresponding to the identification information, the presence / absence of the operation of the exposure device 26, the rotation angle of the aircraft body 2 of the flying object 2, the necessity of distance measurement by the laser device 28, and the like are recorded. To. However, if at least the identification information and the direction to the next ID marker 10 are recorded in the flight plan, the control device 3 can move the flying object 2.

In this embodiment, the identification information is a number from 1 to 999. Therefore, the flight plan records information on the movement and movement of the aircraft 2 corresponding to the numbers 1 to 999. In this embodiment, 101 is assigned as the identification information of the initial marker 12. Further, 999 is assigned as the identification information of the temporary landing marker 14. Similarly, 998 is assigned as the identification information of the return marker 16. However, the identification information displayed on these markers may use a symbol different from the number.

The server 6 is connected to the user terminal 4 via the Internet and stores the flight plan created and recorded by the user terminal 4. The server 6 is, for example, cloud storage which is a storage device arranged on the Internet. However, the server 6 may be a known storage device connected to the Internet as long as it can store the flight plan.

The relay device 8 is a device that is connected to the control device 3 by wireless communication and is connected to the server 6 by the Internet to relay between the control device 3 and the server 6. In the present embodiment, the relay device 8 is arranged at a construction site or the like where the flying object 2 is used. However, the relay device 8 is not always necessary, and for example, the control device 3 and the server 6 may be directly connected by wireless communication.

As shown in FIG. 1, a plurality of ID markers 10 are arranged on the structure X. A landing port 20 is always arranged under some ID markers 10. The ID marker 10 displays identification information as shown in FIG. Since the identification information is a number in the present embodiment, the ID marker 10 displays an image obtained by converting the number which is the identification information into an AR marker. The ID marker 10 also displays character information or image information related to the identification information.

In the present embodiment, for example, when the identification information is 1, the ID marker 10 is displayed as ID1. This makes it easy for the user to recognize which identification information the ID marker 10 indicates. Further, the ID marker 10 may display an image related to the movement or movement of the flying object 2. In the present embodiment, when the control device 3 reads the ID marker 10, it hovering. In this case, the ID marker 10 may display an image indicating that the flying object 2 is hovering.

The initial marker 12 is arranged at the starting point of the flight path. The initial marker 12 is provided for the control device 3 to acquire a flight plan. In this embodiment, the initial marker 12 is arranged in the vicinity of the takeoff port 18. As a result, the control device 3 can read the initial marker 12 before takeoff. However, the initial marker 12 may be arranged before the start point of the flight path, in other words, the ID marker 10 is read, and for example, the air vehicle may be arranged at a position slightly elevated from the takeoff port 18.

The initial marker 12 displays the flight plan information acquired by the control device 3. In this embodiment, the number 101 is converted into an AR marker and displayed. The number 101 is the identification information of PLAN4 of the flight plan (see FIG. 3). However, the initial marker 12 may convert the URL of the server 6 in which the desired flight plan is stored into an AR marker and display it.

The initial marker 12 also displays text or image information of information related to the flight plan. In the present embodiment, for example, when the control device 3 acquires the flight plan whose flight plan number is 4, the initial marker 12 is displayed as PLAN 4. This makes it easy for the user to recognize which flight plan the control device 3 acquires. Further, the initial marker 12 may display an image related to the movement or movement of the flying object 2. In the present embodiment, when the control device 3 reads the initial marker 12, it rises. In this case, the initial marker 12 may display an image indicating that the flying object 2 is ascending.

The temporary landing marker 14 is arranged on the flight path of the flight object 2. A temporary landing port 22 is arranged under the temporary landing marker 14. The temporary landing marker 14 is attached to an arbitrary position on the flight path by the user so that the landing can be performed only when an abnormality occurs in the flying object 2. At the construction site, there are places where the aircraft 2 cannot land. By arranging the temporary landing marker 14 in this way, when an abnormality occurs in the flying object 2, the flying object 2 can easily land safely. This makes it possible to prevent the construction site from being damaged by the flying object 2.

The temporary landing marker 14 indicates that the aircraft is in a position where it can land when an abnormality occurs in the flying object 2. In the present embodiment, the temporary landing marker 14 converts the number 999 into an AR marker and displays it. As will be described later, the landing port is recorded as having a landing port in the part corresponding to the number 999 of the flight plan. As a result, the control device 3 remembers that it can land at the lower part of the temporary landing marker 14.

In addition, the temporary landing marker 14 displays text or image information of information related to the abnormality of the flying object 2. In the present embodiment, for example, the temporary landing marker 14 is displayed as EMERGENCY meaning an abnormality. This makes it easy for the user to recognize that the aircraft 2 may land under the temporary landing marker 14. Further, the temporary landing marker 14 may display an image showing an abnormality of the flying object 2.

The return marker 16 is arranged on the flight path of the flight object 2. The return marker 16 is attached to an arbitrary position on the flight path by the user when returning the flying object 2 to the takeoff position. At the construction site, materials may be placed in a hurry on the flight path. In such a case, by arranging the return marker 16, the aircraft 2 can easily return to the takeoff position safely. This makes it possible to prevent the construction site from being damaged by the flying object 2.

The return marker 16 displays information for the flying object 2 to return to the flight path. In the present embodiment, the return marker 16 converts the number 998 into an AR marker and displays it. As will be described later, in the portion corresponding to the number 998 of the flight plan, it is recorded that the order of the identification information read by the control device 3 is returned. As a result, the control device 3 can safely return the aircraft 2 to the takeoff port 18.

The return marker 16 also displays text or image information indicating that the flying object 2 is returning. In this embodiment, for example, the return marker 16 is displayed as RETURN. As a result, the user can easily recognize that the flight object 2 returns. Further, the return marker 16 may display an image indicating that the flying object 2 is returning.

The takeoff port 18 is arranged at the takeoff position as described above. The constant landing port 20 is arranged under a part of the ID markers 10 among the plurality of ID markers 10. The temporary landing port 22 is arranged below the temporary landing marker 14. The temporary landing marker 14 is not always necessary, and may be landed on the ground of the construction site of the flying object 2. Further, the takeoff port 18 and the constant landing port 20 may be provided with equipment for charging the battery 30 of the flying object 2.

<Control configuration>
Next, the process executed by the control device 3 will be described with reference to FIGS. 1 and 9 to 14. When the control device 3 acquires the start instruction, the control device 3 starts the camera 24 to execute the process of starting the image pickup, and then starts the following process.

As shown in FIG. 9, the control device 3 reads the initial marker 12 (step S1). When the control device 3 reads the initial marker 12, the control device 3 accesses the storage location of the flight plan of the server 6 via the relay device 8. Upon accessing the storage location, the control device 3 selects a flight plan that matches the read identification information. In the present embodiment, the control device 3 selects a flight plan (see FIG. 3) in which the number 101 is recorded in the initial marker id column of the flight plan. When the control device 3 accesses the flight plan stored in the server 6, the control device 3 downloads and acquires the flight plan (step S2). A plurality of flight plans may be stored in the control device 3 in advance, and the control device 3 may select one flight plan from the plurality of flight plans by reading the initial marker 12.

When the URL is displayed on the initial marker 12, the control device 3 may access the flight plan stored in the server 6 by using the URL. In addition, the control device 3 may execute a process of determining whether or not the user names recorded in the flight plan match.

When the control device 3 acquires the flight plan, the control device 3 acquires the entire flight distance of the flight route from the common information of the flight plan (step S3). The control device 3 acquires the voltage V of the battery 30 and determines whether or not the voltage V is equal to or less than the first predetermined voltage V1 (step S4). Here, the voltage V is a value indicating the remaining battery level of the battery 30. Further, the first predetermined voltage V1 is determined based on the remaining battery level required for the entire flight distance of the flight path. In the present embodiment, the takeoff clearance voltage Vt indicating the remaining amount of the battery 30 required in consideration of the total flight distance is recorded in the flight plan. Therefore, the control device 3 acquires the takeoff clearance voltage Vt from the flight plan, and determines the takeoff clearance voltage Vt as the first predetermined voltage V1. When the voltage V is equal to or higher than the first predetermined voltage V1 (YES in step S4), the control device 3 permits takeoff and takes off the aircraft 2 (step S5). In this way, by taking off the flying object 2 only when the remaining battery level is not insufficient with respect to the total flight distance, it is possible to prevent the flying object 2 from landing at an unexpected position of the user.

When the control device 3 takes off, the control device 3 reads the identification information of the ID marker 10 (step S6). When the control device 3 reads the identification information, it collates with the acquired flight plan identification information and determines whether or not the identification information matches the flight plan identification information (step S7). For example, it is assumed that the control device 3 reads the number 1 as the identification information. In this case, the control device 3 collates the read number 1 with the identification information recorded in the flight plan, and determines whether or not the number 1 (id = 1 in FIG. 4) is recorded as the identification information. to decide.

When the read identification information and the flight plan identification information match (step S7 YES), the control device 3 reads the movement information of the aircraft 2 corresponding to the identification information in the flight plan and identifies the flight route. The control device 3 moves the flying object 2 toward the next ID marker 10 based on the specified flight path (step S8).

In the present embodiment, the control device 3 reads a number from the AR marker displayed on the ID marker 10 and refers to the movement information matching the read number from the number recorded as the identification information of the flight plan. For example, as shown in FIG. 1, when the ID marker 10 of ID1 is read, the control device 3 collates with the acquired flight plan and determines whether or not there is a column in which 1 is recorded as identification information. When the acquired flight plan has 1 as the identification information, the control device 3 acquires the movement direction and the movement distance (distance information between markers) for moving to the next ID marker 10, ID 2, and specifies the flight route. do. The control device 3 moves the flying object 2 based on the specified flight path. Similarly, the control device 3 moves the flying object to ID2, ID3, ID4, and IDn while reading the identification information. For example, when the information that the flight object 2 moves to the ID 3 is not recorded in the acquired flight plan, the control device 3 moves the flight object 2 from the ID 2 to the ID 4 without moving to the ID 3.

Step S9 and step S10 are processes executed by the control device 3 when the temporary landing marker 14 is arranged on the flight path. The control device 3 determines whether or not the temporary landing marker 14 has been read (step S9). When the temporary landing marker 14 is read (step S9 YES), the control device 3 stores the position of the temporary landing port 22 (step S10). In the present embodiment, the control device 3 reads the number 999 from the AR marker displayed on the temporary landing marker 14. The control device 3 records the position where the temporary landing marker 14 is read. More specifically, as shown in FIG. 11, it is recorded at the position where the temporary landing marker 14 is arranged that the information recorded in 999 as the identification information in the acquired flight plan has a landing port.

For example, as shown in FIG. 1, when the temporary landing marker 14 is arranged between ID5 and ID7, the control device 3 controls the recorded information of 999 between the information of ID5 and ID7 of the acquired flight plan. Is interrupted and memorized. In addition, the control device 3 may calculate the position of the temporary landing marker 14 based on the flight history from the takeoff port 18 or the ID marker 10 of the ID 5, and store the calculated position.

The control device 3 determines whether or not an abnormality has occurred in the flying object 2 (step S11). Here, the abnormality is, for example, a case where the voltage V of the battery 30 is abnormally lowered, a case where the attitude of the flying object 2 is not stable due to an abnormality of the motor 32 or the like, and the like. Further, even when the remaining battery level is insufficient with respect to the distance between the markers, the control device 3 determines that an abnormality has occurred in the flying object 2. When the remaining battery level is insufficient for the distance between markers, the control device 3 acquires the voltage V (remaining battery level), and the control device 3 compares the power consumption for moving the distance between markers with the remaining battery level. You just have to judge. If no abnormality has occurred in the flying object (step S11 NO), the control device 3 proceeds to step S12.

Step S12 and step S13 are processes executed by the control device 3 when the return marker 16 is arranged on the flight path. The control device 3 determines whether or not the return marker 16 has been read (step S12). When the control device 3 reads the return marker 16 (YES in step S12), the control device 3 returns to the flight path that has passed (step S13).

In the present embodiment, the control device 3 reads the number 998 from the AR marker displayed on the return marker 16. As shown in FIG. 12, in the acquired flight plan, information to the effect that the read ID marker 10 is returned in the order of the read ID marker 10 is recorded in the movement information in the column in which 998 is recorded as the identification information. When the control device 3 reads the return marker 16, it acquires the movement information in the column in which 998 is recorded as the identification information of the flight plan, back-calculates the read information of the ID marker 10, and sets the aircraft 2 as the takeoff port. Return to 18.

For example, as shown in FIG. 14, when the return marker 16 is arranged next to the IDn, the control device 3 back-calculates the movement information of the ID marker 10 read from the IDn to the ID1 and returns the flying object 2. The moving direction, the moving distance, the distance of the structure X, the altitude, and the like are calculated. For example, when the flying object 2 follows the ID5, ID7, IDn, the control device 3 moves the movement distance, the movement direction, the distance from the structure X, the altitude, and the like from the return marker 16 to the ID marker 10 of the IDn. The information is calculated and the flying object 2 is moved. Similarly, when moving from the ID 7 to the ID marker 10 of the ID 5, the control device 3 calculates the movement information and moves the flying object 2. In addition, the control device 3 may calculate the movement information for returning to the takeoff port 18 based on the flight history from the takeoff port 18 or each ID marker 10 and move the flying object 2.

When the control device 3 reads the last ID marker 10, the control device 3 returns the aircraft 2 to the takeoff port 18. More specifically, in the identification information in the flight plan corresponding to the identification information displayed on the last ID marker 10 of the flight path, the movement information for the aircraft 2 to return to the takeoff port 18 is recorded. For example, when the ID 7 is the final ID marker 10, the movement information of 7 recorded as the identification information of the flight plan records the movement information for the aircraft 2 to return to the takeoff port 18. The movement information is, for example, a movement direction for returning along the ID marker 10 that has followed the flying object 2, a movement distance, a distance to the structure X, an altitude, and the like. In addition, similarly to the return marker 16, the control device 3 calculates the movement information for returning to the takeoff port 18 based on the flight history from the takeoff port 18 or each ID marker 10, and moves the aircraft 2. May be good.

Next, the control device 3 determines whether or not the aircraft 2 has landed at the takeoff port 18 (step S14). When the aircraft 2 has landed on the takeoff port 18 (YES in step S14), the control device 3 determines that the aircraft 2 has flown normally in the flight path, and the captured image or moving image is transmitted via the relay device 8. It is transmitted to the server 6 or the user terminal 4. When the control device 3 transmits an image or a moving image, the control device 3 ends the process. When the server 6 acquires the image or the moving image or the user terminal 4 acquires the image or the moving image, the user can view the image or the moving image.

After reading the ID marker 10 of the ID 1, the control device 3 may determine whether or not the aircraft has landed on the takeoff port 18 on the condition that the altitude becomes zero. Further, it may be determined that the aircraft has landed at the takeoff port 18 on condition that the initial marker 12 is read again.

When the voltage V is equal to or less than the first predetermined voltage V1 (YES in step S4), the control device 3 disallows the takeoff of the flying object 2 (S16). When the control device 3 determines that an abnormality has occurred in the flying object 2 (YES in step S11), the control device 3 proceeds to the subroutine A. Further, when the read identification information and the flight plan identification information do not match (step S7 NO), the control device 3 similarly proceeds to the subroutine A.

When the control device 3 determines that the temporary landing marker 14 has not been read (step S9 NO), the control device 3 advances the process before step S11. If the control device 3 determines that the return marker 16 has not been read (S12 NO), the control device 3 proceeds with the process before step S14. Further, when it is determined that the control device 3 has not landed (step S14 NO), the control device 3 proceeds with the process before step S6 and continues to read the identification information of each marker while continuing the movement.

Next, the subroutine A will be described with reference to FIG.

When the control device 3 determines that an abnormality has occurred in the flying object 2 (step S7 YES, step S11 YES), the control device 3 acquires the voltage V and determines whether or not the voltage V is the second predetermined voltage V2 or less (step S21). ). In this embodiment, the landing instruction voltage Vr is recorded in the flight plan. Therefore, the control device 3 acquires the landing instruction voltage Vr from the flight plan and determines the landing instruction voltage Vr as the second predetermined voltage V2. When the voltage V is larger than the second predetermined voltage V2 (step S21 NO), the control device 3 determines whether or not an emergency landing is required (step S22). Here, the determination as to whether or not an emergency landing is required may be made based on whether or not a situation such as damage to the airframe of the airframe 2 or malfunction of the motor 32 has occurred in the airframe 2. When the control device 3 determines that an emergency landing is not required (step S22 NO), the control device 3 moves the aircraft 2 to the takeoff port 18. At this time, the control device 3 may move the flying object 2 by the shortest distance to the takeoff port 18 based on the flight history. When the control device 3 moves the aircraft 2 toward the takeoff port 18, the control device 3 proceeds to the process in step S24.

The control device 3 determines whether or not the vehicle has landed on any of the takeoff port 18, the constant landing port 20, and the temporary landing port 22 (step S24). Whether or not it has landed may be determined by the fact that the altitude has reached zero. When the flying object 2 lands (YES in step S24), the control device 3 transmits the abnormality content to the server 6 or the user terminal 4 via the relay device 8 and ends the process.

When the voltage V is equal to or less than the second predetermined voltage V2 (YES in step S21), the control device 3 proceeds to the process in step S26. Further, when the control device 3 determines that an emergency landing is required (YES in step S22), the process proceeds to step S26 in the same manner. When the control device 3 determines that the landing has not been performed (step S24 NO), the control device 3 returns the process to the beginning of the subroutine A (before step S21), and repeats the process of the subroutine A.

In step S26, the control device 3 determines whether or not the position of the temporary landing port 22 is stored. When the control device 3 remembers the position of the temporary landing port 22 (step S26 YES), the control device 3 selects the nearest landing port from the takeoff port 18, the constant landing port 20, and the temporary landing port 22 (step S27). ). When the landing port is selected, the control device 3 moves the aircraft 2 to the selected landing port (step S28). When the control device 3 moves the flying object 2, the process advances before step S24.

When the control device 3 does not remember the position of the temporary landing port 22 (step S26 NO), the control device 3 selects the nearest landing port from the takeoff port 18 and the constant landing port 20 (step S29). When the control device 3 selects the landing port, the process proceeds to step S28. In the flight plan, the presence or absence of the landing port 20 is constantly recorded in correspondence with the identification information. Therefore, the control device 3 can always record the position of the landing port by reading each ID marker 10 and collating it with the flight plan.

In such a control system 1 of the flight body 2, as shown in FIG. 1, the flight body 2 acquires a flight plan by reading the information displayed on the initial marker 12 by the control device 3 via the camera 24. The aircraft 2 takes off toward ID 1 if the battery level is not insufficient. When the flight plan is recorded in the order of ID1, ID2, ID4, ID5, ID7, the control device 3 flies while reading the ID marker 10 in the order of ID1, ID2, ID4, ID5, ID7 according to the flight plan. The route is specified, and the flight object 2 moves based on the specified flight route.

On the other hand, when the user wants to change the flight path of the flight body 2, the user operates the user terminal 4, for example, changes the flight plan in the order of ID1, ID3, ID4, ID6, ID8, and stores the flight plan in the server 6. do. The user changes the initial marker 12 so that the flight plan created by the control device 3 can be acquired. In this way, if a plurality of ID markers 10 such as ID1 to ID8 are attached to the structure X, the user can simply create a flight plan by the user terminal 4 and change the initial marker 12. , The flight path of the flight object 2 can be changed. In other words, the user does not need to change the ID marker 10 on the flight path.

Further, the flight plan records operation information other than the movement of the flight body 2, such as operation of the exposure device 26, distance measurement, and rotation of the body of the flight body 2, in correspondence with the identification information. As a result, if only the identification information is displayed on the ID marker 10, the flying object 2 can be made to perform various operations. As a result, it is not necessary to display a large amount of information on the ID marker 10. When there is a lot of information to be displayed on the marker, the camera 24 of the flying object 2 (actually, the image sensor included in the camera 24) cannot recognize the information displayed on the marker (hereinafter, it is described in the specification as unrecognizable). There is also. Further, when there is a large amount of information to be displayed on the marker, the camera 24 may erroneously determine the information displayed on the marker (hereinafter, referred to as erroneous determination in the specification). However, if the amount of information displayed on the ID marker 10 is small, it is possible to prevent such recognition errors such as unrecognizable or erroneous determination by the camera 24. As a result, the ID marker 10 having a small amount of information to be displayed in this way has a problem that the control device 3 cannot read the information displayed on the marker due to the inability to recognize the camera 24, and the control device controls the information displayed on the marker due to an erroneous determination. It is possible to prevent the problem that 3 is erroneously read.

In addition, at construction sites and the like, there are some grounds on which the flying object 2 cannot land. Even in such a case, as shown in FIG. 13, by attaching the temporary landing marker 14 to a place where the user can land, even if an abnormality occurs in the flying object 2, the flying object 2 can be used by the user. It is possible to prevent the aircraft from landing at an unexpected position and to land the aircraft 2 in a safe place.

Further, for example, at a construction site, a user may place materials or the like on a flight path planned in a flight plan. Even in such a case, as shown in FIG. 14, the user can safely return the aircraft 2 to the takeoff port 18 by attaching the return marker 16. This can prevent the flying object 2 from colliding with the material on the flight path.

As described above, according to the present disclosure, the flight object control system 1 in which the flight path can be changed without changing the ID marker 10 on the flight path, the ID marker 10, the initial marker 12, and the temporary marker as the marker for controlling the flight object. A landing marker 14 and a return marker 16 can be provided.

Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and various changes can be made without departing from the gist of the invention. In particular, the plurality of modifications described in the present specification can be arbitrarily combined as needed.

1: Control system 2: Flying object 3: Control device 4: User terminal 6: Server 8: Relay device 10: ID marker (an example of the first marker)
12: Initial marker (an example of the second marker)
14: Temporary landing marker (an example of the third marker)
16: Return marker (an example of the 4th marker)
18: Takeoff port (an example of the first port)
20: Constant landing port (an example of the second port)
22: Temporary landing port (an example of port 3)
24: Camera 26: Exposure device 28: Laser device 30: Battery 32: Motor 34: Flight control unit 36: Calculation unit 38: Storage unit 40: Communication unit

Claims (13)

The control device of the flying object and
Multiple first markers that display identification information,
A second marker for displaying information for causing the control device to acquire flight path information including the identification information, and
Equipped with
The control device is
The process of reading the information displayed on the second marker and acquiring the flight route information,
A process of reading the identification information displayed on the first marker, collating the read identification information with the identification information included in the flight path information, and identifying the flight path of the flying object.
The process of moving the flying object based on the specified flight path, and
To execute,
Aircraft control system. The control device is
When the read identification information and the identification information included in the flight path information match, a process of moving the flying object toward the next first marker is executed.
The control system for an air vehicle according to claim 1. Further equipped with a server for storing the flight route information,
The second marker displays the storage location of the flight path information, and displays the storage location.
The control device executes a process of reading the second marker and a process of accessing the storage location displayed on the second marker and acquiring the flight path information.
The control system for an air vehicle according to claim 1 or 2. The flight path information includes flight distance information which is the flight distance of the entire flight path.
The control device executes a process of acquiring the remaining battery level of the flying object and a process of not allowing the flying object to take off when the remaining battery level is insufficient for the flight distance.
The control system for an air vehicle according to any one of claims 1 to 3. The flight path information includes distance information between markers, which is a distance between the plurality of first markers.
The control device executes a process of acquiring the remaining battery level and a process of landing the flying object when the remaining battery level is insufficient for the distance between the markers.
The control system for an air vehicle according to any one of claims 1 to 4. The flight route information is
Movement information regarding the movement of the flying object and
Operation information related to operations other than the movement of the flying object, and
including,
The control system for an air vehicle according to any one of claims 1 to 5. If an abnormality occurs in the flying object, a third marker indicating a position where the flying object can land is further provided.
The control system for an air vehicle according to any one of claims 1 to 6. The first port where the aircraft takes off,
At least one second port on which the aircraft can land at all times,
The third port corresponding to the third marker and
Further prepare
When an abnormality occurs in the flying object, the control device selects a port closest to the flying object from the first port, the second port, and the third port, and the selected port. The process of landing the aircraft and the execution of
The control system for an air vehicle according to claim 7. An air vehicle control system further comprising a fourth marker displaying information for returning the flight path over which the air vehicle flew. Located at the beginning of the flight path of the aircraft,
Information for causing the control device of the flying object to acquire the flight path information of the flying object, and
At least one of the textual information and the image related to the flight path information is displayed.
Marker for controlling the aircraft. Placed on the flight path of the aircraft,
The identification information included in the flight path information of the flying object and
At least one of the textual information and the image related to the identification information is displayed.
Marker for controlling the aircraft. Placed on the flight path of the aircraft,
The position where the aircraft can land in the event of an abnormality of the aircraft, and
At least one of the textual information and the image regarding the anomaly of the flying object is displayed.
Marker for controlling the aircraft. Placed on the flight path of the aircraft,
Information for returning to the flight path that the aircraft flew, and
At least one of the textual information and the image related to the information is displayed.
Marker for controlling the aircraft.

Images