JP6667402B2 - Flight equipment steering system - Google Patents

Description

  The present invention relates to a flight system steering system.

  In recent years, flying devices called so-called drones have been widely used. Such flying devices are generally operated by wireless remote control. Further, the flight device uses both remote manual control using a steering input device and automatic control based on a flight attitude detected by various sensors. Therefore, the flying device is switched from automatic control to manual control or from manual control to automatic control as necessary. By the way, when the control value is switched from the automatic control to the manual control, if the control value in the automatic control is different from the input value in the control input device such as the position of the input stick, the control instruction is greatly increased at the moment when the control is switched. Change. As a result, in the case of a flying device, a large change in attitude is caused. Therefore, in the case of a flight device such as a conventional helicopter that is supposed to be operated by a passenger, the position of the throttle stick can be grasped as in Patent Document 1. Thereby, at the time of switching from the automatic control to the manual control, a care is taken so that the control value of the automatic control does not greatly differ from the input value of the manual control.

  However, in the case of a multicopter such as a drone that is premised on unmanned flight by remote control, it is difficult to grasp the position of the stick with the steering force device. Therefore, when a difference occurs between the control value of the automatic control and the input value of the manual control, there is a problem that a rapid change in altitude occurs due to a change in posture.

JP-A-5-286497

  Therefore, an object of the present invention is to provide a flying device control system with high safety and reliability that reduces a change in attitude when switching from automatic control to manual control.

  According to the first aspect of the present invention, a notification unit is provided. When switching from automatic control to manual control, the notification unit notifies that the difference between the throttle operation value of the throttle stick detected by the operation value detection unit of the control input device and the throttle control value used for automatic control is within the set range. I do. Therefore, the pilot who operates the control input device determines the timing of switching from the automatic control to the manual control using the notification by the notification unit. In other words, the pilot recognizes that the notification by the notification unit does not cause a large change in attitude of the flying device even if the control is switched from the automatic control to the manual control. Thus, the operator can easily approximate the operation amount of the throttle stick to the throttle control value in the automatic control. Therefore, it is possible to reduce a change in posture when switching from automatic control to manual control, and to enhance safety and reliability.

Schematic diagram showing the configuration of the steering system according to the first embodiment. FIG. 2 is a block diagram illustrating a configuration of a steering system according to the first embodiment. FIG. 2 is a schematic diagram illustrating a flow of processing of the steering system according to the first embodiment. FIG. 4 is a schematic diagram showing a flow of processing of the steering system according to the second embodiment. FIG. 3 is a block diagram illustrating a configuration of a steering system according to a third embodiment. FIG. 7 is a schematic diagram for explaining a change over time of a throttle control value and a throttle operation value in a third embodiment. FIG. 4 is a schematic diagram illustrating a flow of processing of a steering system according to a third embodiment. FIG. 9 is a schematic diagram for explaining a change over time of a throttle control value and a throttle operation value in a fourth embodiment. FIG. 9 is a schematic diagram illustrating a steering input device of a steering system according to a fifth embodiment. FIG. 9 is a schematic diagram illustrating a steering input device of a steering system according to a sixth embodiment. FIG. 9 is a schematic diagram illustrating a steering input device of a steering system according to a seventh embodiment.

Hereinafter, a plurality of embodiments of a flight device control system will be described with reference to the drawings. In a plurality of embodiments, substantially the same components are denoted by the same reference numerals, and description thereof will be omitted.
(1st Embodiment)
The control system 10 according to the first embodiment shown in FIG. 1 includes a flight device 11 and a control input device 12. The flying device 11 has a base 13, an arm 14, and a thruster 15. The base 13 is provided at the position of the center of gravity of the flying device 11. The arm 14 extends radially outward from the base 13. The thruster 15 is provided at the tip of the arm 14, that is, at the end of the arm 14 opposite to the base 13. As described above, the flying device 11 has the thrusters 15 at the tips of the plurality of arms 14, respectively. The numbers of the arms 14 and the thrusters 15 can be set arbitrarily.

  Each of the thrusters 15 has a motor 16 and a propeller 17. The motor 16 is a drive source for driving the propeller 17 and uses, for example, a battery 18 housed in the base 13 as a power source. The propeller 17 is driven to rotate by a motor 16. The thruster 15 generates a propulsion force by rotating a propeller 17 with a motor 16. The flying device 11 flies by the propulsion generated by the thruster 15.

  The control input device 12 is called a “propo” and is provided separately from the flying device 11. The operation input device 12 wirelessly transmits an instruction input by an operation of the operator to the flying device 11. The operation input device 12 has an operation stick 21 and an operation stick 22. Both the operation stick 21 and the operation stick 22 can be moved up and down and left and right as shown by arrows in FIG. An operation for operating the flying device 11 is assigned to the operation stick 21 and the operation stick 22. In the case of the first embodiment, operation of the ladder and the elevator is assigned to the operation stick 21. The operation stick 22 is assigned operations of aileron and throttle. That is, the movement of the operation stick 21 for operating the rudder in the left-right direction in FIG. The vertical movement of the operation stick 22 for operating the elevator in FIG. 1 is assigned to an instruction to change the rotation attitude of the flying device 11 about the pitch axis. The movement of the operation stick 22 for operating the aileron in the left-right direction in FIG. 1 is assigned to the instruction of the rotation posture about the roll axis of the flying device 11. The movement of the operation stick 22 in the vertical direction in FIG. 1 is assigned to the throttle of the flying device 11, that is, an instruction to raise, lower, and change the speed. The pilot controls the flight attitude, flight altitude, and flight speed of the flying device 11 by operating the operation stick 21 and the operation stick 22. As described above, the operation stick 22 functions as a throttle stick by moving up and down in FIG.

  The operation stick 21 moves up and down in FIG. 1 by rotating around a shaft member (not shown) extending in the left and right direction in FIG. Similarly, the operation stick 22 moves up and down in FIG. 1 by rotating around a shaft member (not shown) extending in the left and right direction in FIG. The operation stick 21 moves in the left-right direction of FIG. 1 by rotating around a shaft member (not shown) extending in the vertical direction of FIG. Similarly, the operation stick 22 moves in the left-right direction in FIG. 1 by rotating around a shaft member (not shown) extending in the vertical direction in FIG. As described above, in the case of the first embodiment, the operation stick 21 and the operation stick 22 move by rotation about a shaft member (not shown).

Next, the steering system 10 including the flight device 11 and the steering input device 12 will be described in detail.
As shown in FIG. 2, the functions of the control system 10 are distributed to a flight device 11 and a control input device 12. The flying device 11 includes a control calculation unit 31, a reception unit 32, a posture detection unit 33, an altitude detection unit 34, an automatic control unit 35, a manual control unit 36, a control value acquisition unit 37, and a control switching unit 38. The operation input device 12 includes a control operation unit 41, a transmission unit 42, an operation value detection unit 43, a notification unit 44, and a changeover switch 45 as a changeover instruction unit.

  The control operation unit 31 of the flying device 11 is configured by a microcomputer having a CPU, a ROM, and a RAM. The control calculation unit 31 executes the computer program stored in the ROM, thereby controlling the attitude detection unit 33, the altitude detection unit 34, the automatic control unit 35, the manual control unit 36, the control value acquisition unit 37, and the control switching unit 38. It is realized by software. In addition, these attitude | position detection part 33, the altitude detection part 34, the automatic control part 35, the manual control part 36, the control value acquisition part 37, and the control switching part 38 may be implement | achieved by hardware, It may be realized by the cooperation of.

  The control operation unit 31 is connected to the motor 16 of each thruster 15 and the battery 18. The control calculation unit 31 controls the thrust generated by each thruster 15 by controlling the power supplied from the battery 18 to the motor 16. The receiving unit 32 of the flying device 11 receives various flight instructions transmitted from the operation input device 12. The receiving unit 32 provides the received flight instruction to the control calculation unit 31.

  The attitude detection unit 33 detects the flight attitude of the flying device 11 from the inclination of the base 13 of the flying device 11 and the acceleration applied to the base 13. Specifically, the posture detection unit 33 is connected to the acceleration sensor 51, the angular velocity sensor 52, and the geomagnetic sensor 53. The acceleration sensor 51 detects acceleration applied to the base 13 in three three-dimensional directions of the x-axis, the y-axis, and the z-axis. The angular velocity sensor 52 detects the angular velocity applied to the base 13 in three three-dimensional axial directions. The geomagnetic sensor 53 detects geomagnetism in three three-dimensional axial directions. The attitude detection unit 33 detects the flight attitude of the flying device 11 from the acceleration detected by the acceleration sensor 51, the angular velocity detected by the angular velocity sensor 52, and the geomagnetism detected by the geomagnetic sensor 53. Further, the attitude detection unit 33 can also detect the flight speed in addition to the flight attitude of the flying device 11.

  The altitude detection unit 34 detects the altitude of the flight device 11 from the air pressure, the distance from the ground, and the like. Specifically, the altitude detection unit 34 is connected to the altitude sensor 54. The altitude sensor 54 detects the altitude in one axial direction of the vertical direction. The altitude detection unit 34 detects the flight altitude of the flying device 11 from the altitude detected by the altitude sensor 54.

  The automatic control unit 35 automatically controls the flight attitude and the flight altitude of the flying device 11. Specifically, the automatic control unit 35 outputs the output of the motor 16 of each thruster 15 based on the flight attitude of the flying device 11 detected by the attitude detecting unit 33 and the flight altitude of the flying device 11 detected by the altitude detecting unit 34. Control. The automatic control unit 35 controls the propulsion generated by the thruster 15 by controlling the output of the motor 16 according to a preset flight program. Thereby, the automatic control unit 35 independently controls the flight attitude and the flight altitude of the flying device 11 without requiring the pilot to operate the control input device 12.

  The manual control unit 36 controls the flight attitude and the flight altitude of the flying device 11 based on the flight instruction input from the operation input device 12. That is, the pilot operates the operation stick 21 and the operation stick 22 of the control input device 12 to input a flight attitude, a flight altitude, and the like required for the flying device 11 as a flight instruction. The manual control unit 36 controls the output of the motor 16 of each thruster 15 based on the flight instruction input by the operator to the operation input device 12. The manual control unit 36 controls the output of the motor 16 based on the flight instruction, that is, the thrust generated by the thruster 15. Thereby, the manual control unit 36 controls the flight attitude and the flight altitude of the flying device 11 based on the flight instruction input to the steering input device 12 by the pilot.

  The control switching unit 38 switches the control of the flying device 11 to either automatic control by the automatic control unit 35 or manual control by the manual control unit 36. That is, the control switching unit 38 switches the control of the flying device 11 between automatic control and manual control. The control value acquiring unit 37 acquires a throttle control value for changing the altitude and speed of the flying device 11 when the flying device 11 is automatically controlled by the automatic control unit 35. The automatic control unit 35 autonomously controls the flight of the flying device 11 based on the flight attitude and the flying height of the flying device 11 detected by the attitude detecting unit 33 and the altitude detecting unit 34 as described above. At this time, the automatic control unit 35 outputs a control value for defining the output to the motor 16 of each thruster 15. The control values include an attitude control value C1 for controlling the attitude of the flying device 11, and a throttle control value C2 for controlling changes in altitude and speed of the flying device 11. The control value acquisition unit 37 acquires the throttle control value C2 from the automatic control unit 35 among the control values output from the automatic control unit 35 to the motor 16.

  The control operation unit 41 of the control input device 12 is configured by a microcomputer having a CPU, a ROM, and a RAM. The control calculation unit 41 implements the operation value detection unit 43 as software by executing a computer program stored in the ROM. Note that the operation value detection unit 43 may be realized by hardware, or may be realized by cooperation between hardware and software. The transmission unit 42 of the control input device 12 transmits to the flight device 11 flight instructions based on various operations input to the control input device 12 from the pilot.

  The operation value detection unit 43 detects an operation amount of the operation stick 21 and the operation stick 22. Specifically, the operation value detection unit 43 detects an operation amount of the operation stick 21 in the left-right direction in FIG. 1 as a ladder operation value D1. The operation value detection unit 43 detects the operation amount of the operation stick 21 in the up-down direction in FIG. 1 as the elevator operation value D2. The operation value detection unit 43 detects an operation amount of the operation stick 22 in the left-right direction in FIG. 1 as an aileron operation value D3. Then, the operation value detection unit 43 detects the operation amount of the operation stick 22 in the vertical direction in FIG. 1 as the throttle operation value D4.

  The control calculation unit 41 creates a flight instruction from the ladder operation value D1, the elevator operation value D2, the aileron operation value D3, and the throttle operation value D4 detected by the operation value detection unit 43. Then, the control calculation unit 41 transmits the created flight instruction from the transmission unit 42 to the flying device 11. The manual control unit 36 of the flying device 11 controls the ladder operation value D1, the elevator operation value D2, the aileron operation value D3, and the throttle operation value D4 included in the transmitted flight instruction to output control values to the motor 16 of each thruster 15. Create The output of the motor 16 of each thruster 15 is controlled by a control value created by the manual control unit 36.

  When the control of the flying device 11 is switched from the automatic control to the manual control by the control switching unit 38, the notification unit 44 notifies that the difference between the throttle operation value D4 and the throttle control value C2 is within a preset setting range S. I do. The setting range S can be arbitrarily set, for example, such that the difference between the throttle operation value D4 and the throttle control value C2 is less than 10% of the throttle control value C2.

  The notification unit 44 notifies by means that appeals to the sensation of the pilot. When the difference between the throttle operation value D4 and the throttle control value C2 falls within the setting range S, the notification unit 44 notifies the user through hearing, for example, by sounding a buzzer. Not limited to this, the notification unit 44 may visually notify that the set range S has been reached by turning on or off the lamp. The notification unit 44 may notify that the set range S has been reached through tactile sensation by vibrating the vibrating body. In these cases, the notification unit 44 notifies the magnitude of the difference between the throttle operation value D4 and the throttle control value C2 using a change in the volume of the buzzer, a change in the color or illuminance of the lamp, or a change in the vibration. You may. The notification unit 44 may be configured to emit a sound or light when it is within the set range S, or may be configured to emit a sound or light when it is out of the set range S.

  When the control of the flying device 11 is switched from the automatic control to the manual control, the throttle operation value D4 of the operation stick 22 detected by the operation value detection unit 43 and the throttle control value C2 acquired by the control value acquisition unit 37 are set. There may be differences. As described above, when switching from automatic control to manual control when the throttle operation value D4 and the throttle control value C2 are different, the motor 16 controlled by the throttle control value C2 in the automatic control differs from the throttle control value C2. The output changes to an output corresponding to the throttle operation value D4. When the difference between the throttle operation value D4 and the throttle control value C2 is large, the difference causes a large change in the output of the motor 16. As a result, the propulsion force generated by the thruster 15 changes abruptly, and the flight attitude of the flying device 11 becomes unstable. Therefore, when the control of the flying device 11 is switched from the automatic control to the manual control, the notification unit 44 notifies that the difference between the throttle operation value D4 and the throttle control value C2 is within a preset setting range S. That is, when the operator switches from the automatic control to the manual control, when the throttle operation value D4 of the operation stick 22 operated by the pilot is close to the throttle control value C2 output from the automatic control unit 35 in the automatic control, the notification unit 44. Informs. The operator refers to the notification by the notification unit 44 and operates the changeover switch 45 to switch from automatic control to manual control. As a result, the difference between the throttle operation value D4 and the throttle control value C2 is reduced, and the change in the flying attitude of the flying device 11 due to the change in the output of the motor 16 is reduced.

  The changeover switch 45 is provided on the steering input device 12, and is operated by the pilot. When the changeover switch 45 is operated, a switching instruction indicating that the operation has been performed is transmitted from the transmission unit 42 to the reception unit 32 of the flying device 11. When receiving the switching instruction, the control calculation unit 31 of the flying device 11 switches the control of the flying device 11 from the automatic control by the automatic control unit 35 to the manual control by the manual control unit 36 by the control switching unit 38. As described above, by referring to the notification by the notification unit 44, the operator can easily recognize the timing of operating the changeover switch 45.

Next, the flow of processing by the steering system 10 having the above configuration will be described with reference to FIG.
At least the flight altitude of the flying device 11 is automatically controlled by the automatic control unit 35 (S101). In this case, the automatic control unit 35 of the flying device 11 may automatically control not only the flight altitude but also the flight attitude. The control value acquisition unit 37 acquires the throttle control value C2 of the flying device 11 that is automatically controlled (S102). That is, the control value acquisition unit 37 acquires the throttle control value C2 output to the motor 16 from the automatic control unit 35 when the flying device 11 is automatically controlled. The operator operates the operation stick 22 of the operation input device 12 (S103). At this time, the operator operates the operation stick 22 of the operation input device 12 so as to move the operation stick 22 in the vertical direction in FIG.

  When the operation stick 22 is operated, the operation value detection unit 43 acquires the operation amount of the operation stick 22 as the throttle operation value D4 (S104). The notification unit 44 determines whether or not the difference between the throttle control value C2 obtained in S102 and the throttle operation value D4 obtained in S104 is within the set range S (S105). Then, when the difference between the throttle control value C2 and the throttle operation value D4 is within the set range S (S105: Yes), the notification unit 44 notifies by a means appealing to the sense (S106). That is, the notification unit 44 notifies the operator by sounding a buzzer, blinking a lamp, or vibrating a vibrating body.

  When notified by the notification unit 44 in S106, the pilot operates the changeover switch 45 with reference to the notification (S107). When the changeover switch 45 is operated in S106, a change instruction to that effect is transmitted from the control input device 12 to the flying device 11. Upon receiving the switching instruction, the control switching unit 38 switches the control of the flying device 11 from the automatic control by the automatic control unit 35 to the manual control by the manual control unit 36 (S108). When the control of the flying device 11 is switched from the automatic control to the manual control, the manual control unit 36 controls the motor 16 of each thruster 15 based on the flight instruction input by the pilot to the steering input device 12. On the other hand, when the notification unit 44 determines that the difference between the throttle control value C2 and the throttle operation value D4 is not within the set range S in S105 (S105: No), the process returns to S102 without notification. Then, the control system 10 repeats the processing from S102.

  As described above, in the first embodiment, the steering system 10 includes the notification unit 44. When the control of the flight device 11 is switched from the automatic control to the manual control, the notification unit 44 controls the throttle operation value D4 of the operation stick 22 detected by the operation value detection unit 43 of the operation input device 12 and the throttle control value used for the automatic control. It notifies that the difference from C2 is within the set range S. Therefore, the pilot operating the control input device 12 uses the notification by the notification unit 44 to determine when to switch from the automatic control to the manual control. In other words, the pilot recognizes that there is no large change in attitude of the flying device 11 even if the control is switched from the automatic control to the manual control when the notification is provided by the notification unit 44. After recognizing the notification of the notification unit 44, the pilot operates the changeover switch 45 to switch the control of the flying device 11 from automatic control to manual control. Thereby, the operator can easily approximate the stick operation value D4 of the operation stick 22 to the throttle control value C2 in the automatic control. Therefore, it is possible to reduce a change in posture when switching from automatic control to manual control, and to enhance safety and reliability.

(2nd Embodiment)
A steering system according to a second embodiment will be described.
The configuration of the steering system 10 according to the second embodiment is common to the first embodiment shown in FIGS. 1 and 2. In the second embodiment, the flow of processing in the steering system 10 is different from that of the first embodiment. Hereinafter, a processing flow of the steering system 10 according to the second embodiment will be described with reference to FIG. The description of the processing common to the first embodiment is omitted.

  At least the flight altitude of the flying device 11 is automatically controlled by the automatic control unit 35 (S201). In the case of the second embodiment, the operator of the flying device 11 operates the changeover switch 45 while the flying device 11 is being automatically controlled (S202). That is, the operator operates the changeover switch 45 regardless of the position of the operation stick 22 when switching the flying device 11 from the automatic control to the manual control. However, at this stage, the control switching unit 38 does not switch the flying device 11 from automatic control to manual control. When the changeover switch 45 is operated in S202, the control value acquisition unit 37 acquires the throttle control value C2 output from the automatic control unit 35 to the motor 16 from the automatic control unit 35 (S203). The operator operates the operation stick 22 of the operation input device 12 (S204).

  When the operation stick 22 is operated, the operation value detection unit 43 acquires the operation amount of the operation stick 22 as the throttle operation value D4 (S205). The notification unit 44 determines whether or not the difference between the throttle control value C2 obtained in S203 and the throttle operation value D4 obtained in S205 is within the set range S (S206). Then, when the difference between the throttle control value C2 and the throttle operation value D4 is within the set range S (S206: Yes), the notification unit 44 notifies by a means appealing to the sense (S207). By notifying the notification unit 44 in S207, the operator recognizes that the throttle operation value D4 based on the position of the operation stick 22 substantially matches the throttle control value C2. That is, the operator recognizes that the position of the operation stick 22 corresponds to the throttle control value C2 in the automatic control.

  As described above, when the notification unit 44 notifies in S207, the control switching unit 38 switches the control of the flying device 11 from the automatic control by the automatic control unit 35 to the manual control by the manual control unit 36 (S208). On the other hand, when the difference between the throttle control value C2 and the throttle operation value D4 is not within the set range in S206 (S206: No), the notification unit 44 returns to S203 without notifying. Then, the control system 10 repeats the processing from S203.

  In the second embodiment, when the changeover switch 45 is operated, the notification unit 44 starts a process of calculating a difference between the throttle operation value D4 and the throttle control value C2. In this case, even if the operator operates the switch 45, the control switching unit 38 does not switch from automatic control to manual control only by the operation. The control switching unit 38 waits until the difference between the throttle operation value D4 and the throttle control value C2 falls within the setting range S after the switch 45 is operated by the operator, and when the condition is satisfied, changes from the automatic control to the manual control. Switch to At this time, the notification unit 44 notifies that the difference between the throttle operation value D4 and the throttle control value C2 has reached the set range S. Therefore, the operator recognizes the timing of switching from the automatic control to the manual control by the notification of the notification unit 44. Therefore, it is possible to reduce a change in posture when switching from automatic control to manual control, and to enhance safety and reliability.

  In the second embodiment, the notification unit 44 operates after the operation of the changeover switch 45. Therefore, when the flying device 11 is automatically controlled and the switch 45 is not operated, the notification unit 44 does not perform the notification process. Therefore, notification at an unnecessary time is avoided, and notification can be performed as needed. At the same time, when there is a notification from the notification unit 44, the pilot recognizes that the automatic control has been shifted to the manual control. Therefore, the flight of the flying device 11 can be safely continued by operating the operation input device 12.

(Third embodiment)
A steering system according to a third embodiment will be described.
The third embodiment does not include a configuration corresponding to the notification unit 44 of the first embodiment.
As shown in FIG. 5, in the steering system 10 according to the third embodiment, functions are distributed to a flight device 11 and a steering input device 12. The flying device 11 includes a control calculation unit 31, a reception unit 32, a posture detection unit 33, an altitude detection unit 34, an automatic control unit 35, a manual control unit 36, a control value acquisition unit 37, and a control switching unit 38. The operation input device 12 includes a control operation unit 41, a transmission unit 42, an operation value detection unit 43, and a changeover switch 45.

  In the case of the third embodiment, the control switching unit 38 is common to the first embodiment in that control of the flying device 11 is switched to either automatic control by the automatic control unit 35 or manual control by the manual control unit 36. On the other hand, when receiving the switching instruction from the changeover switch 45, the control switching unit 38 of the third embodiment changes the throttle control value C2 to the throttle operation value D4. When the difference between the throttle control value C2 and the throttle operation value D4 falls within the set range S by changing the throttle control value C2, the control switching unit 38 switches the control of the flying device 11 from automatic control to manual control. .

  Specifically, as shown in FIG. 6, the flying device 11 is manually controlled from the time T0 when the flight starts to the time T1. That is, the flying device 11 is controlled by the manual control unit 36 based on an instruction input from the steering input device 12 by the pilot from the timing T0 to the timing T1. Then, when the flight of the flying device 11 is stabilized under preset conditions, the flying device 11 shifts to automatic control by the automatic control unit 35 at time T1. When the operation shifts to the automatic control, even if the operation stick 22 is operated to change the throttle operation value D4, the automatic control unit 35 generates the throttle control value C2 without referring to the throttle operation value D4. The control switching unit 38 acquires the throttle operation value D <b> 4 of the operation stick 22 from the operation value detection unit 43 at the time T <b> 2 when the switching instruction is received from the changeover switch 45. The control switching unit 38 sets the obtained throttle operation value D4 as a target value. Then, the control switching unit 38 changes the throttle control value C2 generated by the automatic control unit 35 toward the throttle operation value D4 set as the target value. In this case, as shown in FIG. 6, the control switching unit 38 sets a period from the time T2 when the switching instruction is received from the changeover switch 45 to the time T3 when the control is shifted to the manual control as the control shift period. Then, the control switching unit 38 adjusts the throttle control value C2 to the target throttle operation value D4 while gradually changing the throttle control value C2 during the control transition period from the timing T2 to the timing T3. Thus, at time T3 when the control transition period ends, the throttle control value C2 matches the throttle operation value D4. As described above, after the throttle control value C2 matches the throttle operation value D4, the control switching unit 38 switches the control of the flying device 11 from the automatic control to the manual control. The control transition period from the timing T2 to the timing T3 can be set as an arbitrary time of about several seconds to about ten and several seconds.

A processing flow according to the third embodiment will be described with reference to FIG.
At least the flight altitude of the flying device 11 is automatically controlled by the automatic control unit 35 (S301). When requesting switching to the manual control, the operator of the flying device 11 operates the changeover switch 45 in a state where the flying device 11 is automatically controlled (S302). The operation of the changeover switch 45 is time T2. When the changeover switch 45 is operated in S302, the control switching unit 38 acquires the operation amount of the operation stick 22 from the operation value detection unit 43 as the throttle operation value D4 (S303). The control switching unit 38 sets the throttle operation value D4 as a target value.

  When acquiring the throttle operation value D4 in S303, the control switching unit 38 gradually changes the throttle control value C2 using the throttle operation value D4 as a target value (S304). That is, the control switching unit 38 changes the throttle control value C2 during the control transition period from the timing T2 to the timing T3. When the throttle control value C2 is changed in S304, the control switching unit 38 acquires the changed throttle control value C2 (S305). Then, the control switching unit 38 determines whether or not the difference between the throttle operation value D4 obtained in S303 and set as the target value and the throttle control value C2 obtained in S305 is within the set range S (S306). .

  When the difference between the throttle operation value D4 and the throttle control value C2 is within the setting range S (S306: Yes), the control switching unit 38 switches the control of the flying device 11 from automatic control to manual control (S307). On the other hand, when the difference between the throttle operation value D4 and the throttle control value C2 is not within the set range S (S306: No), the control switching unit 38 returns to S304 and continues to change the throttle control value C2.

  In the third embodiment, upon receiving a switching instruction for switching from automatic control to manual control, the control switching unit 38 changes the throttle control value C2 to a throttle operation value D4. That is, the control switching unit 38 gradually changes the throttle control value C2 in the automatic control during the control transition period so as to match the throttle operation value D4 which is the position of the operation stick 22 in the operation input device 12. Thus, the control switching unit 38 approximates the throttle control value C2 to the throttle operation value D4 during the control transition period even if the operator does not perform any special operation. Therefore, it is possible to reduce a change in posture when switching from automatic control to manual control, and to enhance safety and reliability.

(Fourth embodiment)
A steering system according to a fourth embodiment will be described.
The fourth embodiment corresponds to a modification of the third embodiment, and has the same configuration as the third embodiment. In the fourth embodiment, the function of the control switching unit 38 is different from that of the third embodiment.
Also in the case of the fourth embodiment, the flying device 11 is manually controlled from the time T0 when the flight starts to the time T1 as shown in FIG. 8, and then shifts to the automatic control at the time T1. When the control switching unit 38 receives a switching instruction from the changeover switch 45 at time T2, the operation value detecting unit 43 detects the throttle operation value D4 of the operation stick 22. At the same time, when the control switching unit 38 receives a switching instruction from the changeover switch 45 at time T2, the control value acquiring unit 37 acquires the throttle control value C2. Then, the control switching unit 38 regards the time point when the throttle operation value D4 is detected, that is, the throttle operation value D4 when the switch 45 is operated at the timing T2 as the throttle control value C2 in the automatic control.

  When the changeover switch 45 is operated at the timing T2 when the flying device 11 is automatically controlled, the throttle operation value D4, which is the operation amount of the operation stick 22, and the throttle control value C2 output from the automatic control unit 35. And there is a difference. Therefore, the control switching unit 38 regards the throttle operation value D4 as the throttle control value C2, that is, offsets the throttle operation value D4 to the throttle control value C2, so that the throttle operation value D4 and the throttle control value C2 appear apparently. Match. In other words, the control switching unit 38 forcibly matches the throttle operation value D4, which is the operation amount of the operation stick 22 at the time T2 when the switch 45 is operated, with the throttle control value C2. Thus, when the changeover switch 45 is operated, the throttle operation value D4 matches the throttle control value C2. Therefore, even if the control of the flying device 11 is switched from the automatic control to the manual control, the output of the motor 16 of each thruster 15 does not change. After regarding the throttle operation value D4 as the throttle control value C2, the control switching unit 38 switches the control of the flying device 11 from automatic control to manual control.

  In the fourth embodiment, the throttle operation value D4 at the timing T2 when the changeover switch 45 is operated is regarded as the throttle control value C2 at the timing T2. Therefore, even if the control is switched from the automatic control to the manual control, the output of the motor 16 of each thruster 15 does not change. Therefore, it is possible to reduce a change in posture when switching from automatic control to manual control, and to enhance safety and reliability.

(Fifth embodiment)
A steering system according to a fifth embodiment will be described.
The fifth embodiment is different from the above-mentioned plural embodiments in the configuration of the steering input device 12.
In the case of the fifth embodiment, the control system 10 includes a movement restriction unit 61 in the control input device 12, as shown in FIG. When the flying device 11 is automatically controlled by the automatic control unit 35, the movement restricting unit 61 restricts the movement of the operation stick 22 in the throttle operation direction, that is, the movement in the vertical direction of FIG. The operation stick 22 corresponds to a throttle stick when moving in the vertical direction in FIG. The instability of the flight attitude due to the switching of the flying device 11 from the automatic control to the manual control is caused by the operation amount of the operation stick 22, that is, the difference between the throttle operation value D4 and the throttle control value C2. Therefore, by restricting the movement of the operation stick 22 in the throttle operation direction by the movement restriction unit 61, an unintended change in the throttle operation value D4 is suppressed.

  In the case of the example shown in FIG. 9, the operation stick 22 is rotated about the shaft member 62 extending in the left-right direction of FIG. The movement restricting portion 61 is provided at a position where it can come into contact with the shaft member 62. When the flying device 11 is automatically controlled, the movement restricting portion 61 comes into contact with the shaft member 62, so that the shaft member 62 receives a braking force from the movement restricting portion 61. Thus, the rotation of the shaft member 62 and the accompanying movement of the operation stick 22 are restricted.

  In the fifth embodiment, the movement restriction unit 61 is provided as described above. The movement restriction unit 61 restricts the movement of the operation stick 22 in the throttle operation direction when the flying device 11 is automatically controlled by the automatic control unit 35. Therefore, the operation stick 22 is held at a specific position in the throttle operation direction, and the throttle operation value D4 does not change during automatic control. Therefore, it is possible to reduce a change in posture when switching from automatic control to manual control, and to enhance safety and reliability.

(Sixth embodiment)
A steering system according to a sixth embodiment will be described.
In the case of the sixth embodiment, the steering system 10 includes a drive unit 71 in the steering input device 12, as shown in FIG. The drive unit 71 has a servomotor serving as a power source. The driving unit 71 is connected to a shaft member 72 extending in the left-right direction in FIG. The shaft member 72 supports the operation stick 22. The operation stick 22 rotates in the vertical direction in FIG. 10 by rotating about the shaft member 72. Then, the driving section 71 drives the shaft member 72 to rotate by connecting to the shaft member 72, and drives the operation stick 22 in the throttle operation direction. The operation stick 22 corresponds to a throttle stick when moving in the vertical direction in FIG.

  The control value acquiring unit 37 acquires the throttle control value C2 from the automatic control unit 35 when the flying device 11 is automatically controlled by the automatic control unit 35. The throttle control value C2 is a control value for changing the altitude and speed of the flying device 11 as in the first embodiment. The drive unit 71 drives the operation stick 22 in the vertical direction in FIG. 10 based on the throttle control value C2 acquired by the control value acquisition unit 37. Specifically, the drive unit 71 drives the operation stick 22 to a position corresponding to the acquired throttle control value C2. That is, the drive unit 71 calculates a throttle operation value D4 that matches the throttle control value C2, and drives the operation stick 22 to a position corresponding to the throttle operation value D4. Thus, when the flying device 11 is automatically controlled, the operation stick 22 moves up and down in FIG. 10 following the throttle control value C2 that changes every moment.

  As described above, while the flying device 11 is automatically controlled, the operation stick 22 follows the throttle control value C2 output from the automatic control unit 35 and moves every moment to a position corresponding to the throttle control value C2. Therefore, even when the control of the flying device 11 is switched from the automatic control to the manual control, there is no difference between the throttle control value C2 output from the automatic control unit 35 and the throttle operation value D4 of the operation stick 22. As a result, even if the control of the flying device 11 is switched from the automatic control to the manual control, the output of the motor 16 of each thruster 15 does not change.

  In the sixth embodiment, a driving unit 71 that drives the operation stick 22 is provided. The drive unit 71 drives the operation stick 22 of the operation input device 12 in the throttle operation direction based on the throttle control value C2. Therefore, when being automatically controlled, the position of the operation stick 22 in the throttle operation direction is a position that matches the throttle control value C2 in the automatic control. That is, the operation stick 22 moves following the throttle control value C2 in the automatic control. Thus, when switching from automatic control to manual control, there is no difference between the throttle control value C2 in automatic control and the position of the operation stick 22 in manual control. Therefore, it is possible to reduce a change in posture when switching from automatic control to manual control, and to enhance safety and reliability.

(Seventh embodiment)
The seventh embodiment is a modification of the sixth embodiment.
In the seventh embodiment, the example in which the operation stick 22 is driven in the throttle operation direction has been described. However, the operation stick 21 and the operation stick 22 may be configured to be driven left and right and up and down, respectively, according to the control values in the automatic control. In the case of the seventh embodiment, the operation stick 21 rotates in the vertical elevator operation direction in FIG. 11 around a shaft member 81 extending in the left-right direction in FIG. 11 and centers on a shaft member 82 extending in the up-down direction in FIG. Then, it rotates in the ladder operation direction in the left-right direction in FIG. Similarly, the operation stick 22 rotates in the vertical throttle direction in FIG. 11 around a shaft member 83 extending in the left-right direction in FIG. Rotate in the aileron direction. Then, in the seventh embodiment, the shaft member 81 is rotationally driven by the drive unit 91. The shaft member 82 is driven to rotate by a driving unit 92, the shaft member 83 is driven to rotate by a driving unit 93, and the shaft member 84 is driven to rotate by a driving unit 94.

  As described above, the operation stick 21 is driven up and down in FIG. 11, which is the elevator direction, by the drive unit 91, and is driven left and right in FIG. 11, which is the ladder direction, by the drive unit 92. The operation stick 22 is driven not only by the drive unit 93 up and down in the throttle direction in FIG. 11 but also by the drive unit 94 in the aileron direction by left and right in FIG. As described above, the operation stick 21 and the operation stick 22 can be configured to be driven by the driving units 91 to 94 based on the control values of each element in the automatic control.

  In the seventh embodiment, the positions of the operation stick 21 and the operation stick 22 move according to the control value in the automatic control in all the control systems of pitch, yaw, roll, and throttle. Therefore, it is possible to further reduce the change in the posture when switching from the automatic control to the manual control, and it is possible to further enhance safety and reliability.

  The present invention described above is not limited to the above embodiment, and can be applied to various embodiments without departing from the gist thereof. Although the present disclosure has been described with reference to the embodiments, it is understood that the present disclosure is not limited to the embodiments and the structures. The present disclosure also encompasses various modifications and variations within an equivalent range. In addition, various combinations and forms, and other combinations and forms including only one element, more or less, are also included in the scope and spirit of the present disclosure.

  In the drawing, 10 is a control system, 11 is a flight device, 12 is a control input device, 15 is a thruster, 22 is an operation stick (throttle stick), 33 is an attitude detection unit, 34 is an altitude detection unit, 35 is an automatic control unit, 36 is a manual control unit, 37 is a control value acquisition unit, 38 is a control switching unit, 43 is an operation value detection unit, 44 is a notification unit, 45 is a changeover switch (switching instruction unit), 61 is a movement restriction unit, and 71 is drive Indicates a part.

Claims (3)

A flight device (11) having a plurality of thrusters (15) for generating propulsion, and a flight instruction provided separately from the flight device (11) for remotely controlling the flight device (11) are input. A flight input system (10), comprising: a flight input device (12);
An attitude detector (33) for detecting a flight attitude of the flying device (11);
An altitude detection unit (34) for detecting a flight altitude of the flying device (11);
Propulsion of the thruster (15) based on the flight attitude of the flying device (11) detected by the attitude detection unit (33) and the flight altitude of the flight device (11) detected by the altitude detection unit (34) An automatic control unit (35) for controlling force to automatically control a flight attitude and a flight altitude of the flying device (11);
A manual control unit (36) for controlling a flight attitude and a flight altitude of the flying device (11) based on a flight instruction input from the steering input device (12);
A control switching unit (38) for switching control of the flying device (11) to either automatic control by the automatic control unit (35) or manual control by the manual control unit (36);
An operation value detector (43) provided on the operation input device (12) for detecting an operation amount of a throttle stick (22) for inputting a change in altitude and speed of the flying device (11) as a throttle operation value; ,
A control value acquisition unit (37) for acquiring a throttle control value for changing the altitude and speed of the flying device (11) when the flying device (11) is under automatic control by the automatic control unit (35); ,
The control input unit (12) is provided, and when the control switching unit (38) switches from the automatic control by the automatic control unit (35) to the manual control by the manual control unit (36), the operation value detection unit ( A notifying unit (44) for notifying that a difference between the throttle operation value detected in 43) and the throttle control value obtained in the control value obtaining unit (37) is within a preset setting range;
A flight device steering system comprising: A switching instruction unit (45) provided in the steering input device (12) and instructing the control switching unit (38) to switch from automatic control to manual control as a switching instruction;
The control switching unit (38) receives the switching instruction from the switching instruction unit (45) when the notification unit (44) is notified of the set range, and responds to the received switching instruction. The flight system control system according to claim 1, wherein the control is switched from the automatic control to the manual control based on the control. A switching instruction unit (45) provided in the steering input device (12) and instructing the control switching unit (38) to switch from automatic control to manual control as a switching instruction;
After receiving the switching instruction from the switching instruction unit (45), the control switching unit (38) switches from the automatic control to the manual control when the notification unit (44) notifies the user of the setting range. The flight system steering system according to claim 1, wherein the switching is performed.

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