WO2018109903A1

WO2018109903A1 - Flight control method, unmanned aircraft, flight system, program, and recording medium

Info

Publication number: WO2018109903A1
Application number: PCT/JP2016/087395
Authority: WO
Inventors: 長屋　豪; 知長安田
Original assignee: エスゼットディージェイアイテクノロジーカンパニーリミテッド
Priority date: 2016-12-15
Filing date: 2016-12-15
Publication date: 2018-06-21
Also published as: JPWO2018109903A1; JP6835871B2

Abstract

There is a need to reduce damage to objects due to contact with a rotating rotary wing. A flight control method controls the control mode during flight of an unmanned aircraft, the method having a step for detecting abnormalities in the flight state of the unmanned aircraft, and a step for, when an abnormality in the flight state is detected, changing the control mode to a safe control mode.

Description

Flight control method, unmanned aircraft, flight system, program, and recording medium

The present disclosure relates to a flight control method, an unmanned aircraft, and a flight system that control a control mode during flight of an unmanned aircraft. The present disclosure relates to a program for controlling a control mode during flight of an unmanned aerial vehicle, and a computer-readable recording medium on which the program is recorded.

Conventional AAV (Automated Aerial Vehicle) can detect contact between an object (for example, a person, a pet, another animal) and an AAV propeller (see Patent Document 1). The propeller described in Patent Document 1 is formed of a conductive material, and conductance through the propeller or the capacitance of the propeller is monitored. When a change in conductance or capacitance is detected, it is detected that the propeller has touched the object. When the AAV detects the contact between the propeller and the object, the AAV stops the rotation of the propeller.

US Patent Application Publication No. 2016/0039529

The unmanned aircraft such as AAV described in Patent Document 1 stops the propeller after the contact between the propeller and the object is detected, so that the propeller is rotating immediately before or at the time of contact between the propeller and the object. Therefore, the object can be damaged by the rotating propeller. If the object is a human body, the damage to the object may include injury to the person by a rotating propeller. Further, for example, when the unmanned aircraft is difficult to control due to a failure and the unmanned aircraft falls, an impact force due to gravity is also added, and the impact force when the rotating propeller comes into contact with the object further increases.

In one aspect, the flight control method is a flight control method for controlling a control mode during a flight of an unmanned aircraft, the step of detecting a flight state abnormality of the unmanned aircraft, and a case where a flight state abnormality is detected, Changing the control mode to the safe control mode.

The flight control method may further include a step of transmitting information relating to the abnormality to an operating device that instructs control of the unmanned aircraft when an abnormality in the flight state is detected.

The step of detecting an abnormality in the flight state includes a step of acquiring acceleration in the direction of gravity of the unmanned aircraft, and a step of determining that the flight state is abnormal when the acceleration in the direction of gravity of the unmanned aircraft is greater than or equal to a predetermined value. It's okay.

The step of detecting the abnormality of the flight state includes the step of acquiring the acceleration in the gravitational direction of the unmanned aircraft and the state in which the acceleration of the unmanned aircraft in the gravitational direction is equal to or greater than a predetermined value for a predetermined time, and determines that the flight state is abnormal. And may include the steps of:

The flight control method may further include a step of determining the presence / absence of an operation input signal from the operation device. The step of changing to the safety control mode may include the step of changing the control mode to the safety control mode when there is no operation input signal.

When there is an operation input signal, the step of detecting an abnormality in the flight state includes a step of acquiring a parameter command value indicating a flight state based on the operation input signal, a step of acquiring an actual measurement value of the parameter, And changing the control mode to the safe control mode when the actual measured value of the parameter is outside the predetermined range.

The parameter may include at least one of the driving current of the rotor blades of the unmanned aircraft, the acceleration of the unmanned aircraft, and the speed of the unmanned aircraft.

The command value of the parameter may be obtained from an operating device that instructs control of the unmanned aircraft.

The command value of the parameter may be included in the setting information held in the unmanned aircraft memory.

The flight control method may further include a step of setting a driving current for driving the rotor wing of the unmanned aircraft to a predetermined current larger than the driving current in the safety control mode.

In the safety control mode, the flight control method further includes a step of detecting a flight altitude of the unmanned aircraft, and a step of stopping the rotation of the rotor blades of the unmanned aircraft when the flight altitude is equal to or lower than the first predetermined altitude. May include.

In the safety control mode, the flight control method includes a step of detecting a flight altitude of the unmanned aircraft, and a step of outputting a warning sound indicating an abnormal flight state when the flight altitude is equal to or lower than a second predetermined altitude. Further may be included.

In the safety control mode, the flight control method includes a step of detecting a flight altitude of the unmanned aircraft, and a cushioning material surrounding at least a part of the rotor wing of the unmanned aircraft when the flight altitude is equal to or lower than a third predetermined altitude. And unpacking.

In the safety control mode, the flight control method includes a step of determining whether the rotation of the rotor blades of the unmanned aircraft has stopped, and if the rotation of the rotor blades of the unmanned aircraft does not stop, at least a part of the rotor blades of the unmanned aircraft Unfolding the cushioning material surrounding the.

The cushioning material may surround at least a part of the outer periphery of the plurality of rotor blades of the unmanned aircraft in the deployed state of the cushioning material.

The cushioning material may be developed so as to cover at least the lower side and the side of the rotor blade.

An unmanned aerial vehicle may include a plurality of rotor blades and a plurality of cushioning materials. Each shock absorbing material may surround at least a part of the periphery of each rotor blade when the shock absorbing material is deployed.

In one aspect, the unmanned aerial vehicle is an unmanned aerial vehicle that controls a control mode during the flight, and a detection unit that detects an abnormal flight state of the unmanned aircraft, and a safety control mode when the abnormal flight state is detected. A change unit for changing to the control mode.

The unmanned aerial vehicle may further include a communication unit that transmits information related to the abnormality to an operating device that instructs control of the unmanned aircraft when an abnormality in the flight state is detected.

The detection unit may acquire the acceleration in the gravity direction of the unmanned aircraft, and the detection unit may determine that the flight state is abnormal when the acceleration in the gravity direction of the unmanned aircraft is equal to or greater than a predetermined value.

The detecting unit may acquire the acceleration in the gravity direction of the unmanned aircraft, and may determine that the flight state is abnormal when the acceleration in the gravity direction of the unmanned aircraft continues for a predetermined time.

The unmanned aerial vehicle may further include a first determination unit that determines the presence or absence of an operation input signal from an operation device that instructs control of the unmanned aircraft. The change unit may change the control mode to the safety control mode when there is no operation input signal.

When the operation input signal is present, the detection unit may acquire a command value of a parameter indicating a flight state based on the operation input signal, and may acquire an actual measurement value of the parameter. The changing unit may change the control mode to the safe control mode when the measured value of the parameter with respect to the command value of the parameter is outside a predetermined range.

The safety control mode may further include a setting unit that sets a driving current for driving the rotor blades of the unmanned aircraft to a predetermined current larger than the driving current.

In the safety control mode, the unmanned aircraft includes an acquisition unit that acquires the flight altitude of the unmanned aircraft, and a first control unit that stops the rotation of the rotor blades of the unmanned aircraft when the flight altitude is equal to or lower than a first predetermined altitude. , May be further provided.

In the safety control mode, the unmanned aircraft has an acquisition unit that acquires the flight altitude of the unmanned aircraft, an output unit that outputs a warning sound indicating an abnormal flight state when the flight altitude is equal to or lower than a second predetermined altitude, May further be included.

In the safety control mode, the unmanned aircraft includes an acquisition unit that acquires the flight altitude of the unmanned aircraft, and a cushioning material that surrounds at least a part of the rotor blades of the unmanned aircraft when the flight altitude falls below a third predetermined altitude. And a second control unit that deploys.

In the safety control mode, the unmanned aircraft is configured to determine whether or not the rotation of the rotor blades of the unmanned aircraft has stopped, and when the rotation of the rotor blades of the unmanned aircraft does not stop, And a third control unit that deploys a cushioning material that surrounds a part of the cushioning material.

The unmanned aerial vehicle may further include a plurality of rotor blades and a plurality of cushioning materials. Each shock absorbing material may surround at least a part of the periphery of each rotor blade when the shock absorbing material is deployed.

In one aspect, the flight system includes an unmanned aircraft that controls a control mode during flight and an operating device that directs control of the unmanned aircraft, the unmanned aircraft detecting an abnormality in a flight state of the unmanned aircraft. If a flight state abnormality is detected, the control mode is changed to the safety control mode, and if a flight state abnormality is detected, information related to the abnormality is transmitted to the operation device. And presents that there is an abnormality in the flight status of the unmanned aircraft based on the abnormality information.

In one aspect, the program detects, in the unmanned aerial vehicle, which is a computer that controls the control mode during the flight of the unmanned aircraft, an abnormality in the flight state of the unmanned aircraft; And a step of changing to a safe control mode.

In one aspect, the recording medium includes a step of detecting an abnormality in a flight state of the unmanned aircraft in the unmanned aircraft that is a computer that controls a control mode during the flight of the unmanned aircraft, and a control when an abnormality in the flight state is detected. And a step of changing the mode to the safety control mode.

Note that the above summary of the invention does not enumerate all the features of the present disclosure. In addition, a sub-combination of these feature groups can also be an invention.

The schematic diagram which shows the structural example of the flight system in 1st Embodiment. A figure showing an example of the appearance of an unmanned aerial vehicle The figure which shows an example of the concrete appearance of an unmanned aerial vehicle The block diagram which shows an example of the hardware constitutions of the unmanned aircraft in 1st Embodiment The block diagram which shows an example of a function structure of the unmanned aerial vehicle in 1st Embodiment The perspective view which shows an example of the external appearance of a transmitter Block diagram showing an example of the hardware configuration of the transmitter The schematic diagram which shows the 1st transition example of the control mode of the unmanned aerial vehicle in 1st Embodiment. The schematic diagram which shows the 2nd transition example of the control mode of the unmanned aerial vehicle in the first embodiment Schematic diagram illustrating a third transition example of the control mode of the unmanned aerial vehicle according to the first embodiment. The graph which shows an example of the relationship between the command value of drive current, and the measured value of drive current Graph showing an example of the relationship between the command value for upward acceleration and the actual measured value for upward acceleration Graph showing an example of the relationship between the command value for downward acceleration and the actual measured value for downward acceleration Graph showing an example of the relationship between the command value for upward speed and the actual value for upward speed Graph showing an example of the relationship between the command value for downward speed and the actual measured value for downward speed The schematic diagram which shows the 1st example of presentation of the abnormality of the flight state of the unmanned aircraft by the transmitter Schematic diagram showing a second example of presentation of abnormal flight state of an unmanned aerial vehicle by a transmitter The flowchart which shows the operation example of the unmanned aerial vehicle in 1st Embodiment Flowchart showing an operation example of the unmanned aerial vehicle in the first embodiment (continuation of FIG. 14A) The block diagram which shows an example of the hardware constitutions of the unmanned aircraft in 2nd Embodiment The block diagram which shows an example of a function structure of the unmanned aerial vehicle in 2nd Embodiment The schematic diagram which shows the example of a transition of the control mode of the unmanned aerial vehicle in 2nd Embodiment Front view showing an example of an unmanned aerial vehicle in a state in which an airbag in a case where four rotor blades are covered by one airbag is deployed FIG. 18A is a front view showing a first example of an unmanned aerial vehicle through which a part of the airbag of FIG. 18A is seen. FIG. 18A is a front view showing a second example of an unmanned aerial vehicle through which a part of the airbag of FIG. 18A is seen. Plan view of the unmanned aerial vehicle of FIG. 18C viewed from above Front view showing an example of an unmanned aerial vehicle in a state where an airbag when covering four rotor blades with four airbags is deployed FIG. 19A is a front view showing an example of an unmanned aerial vehicle through which a part of the airbag of FIG. 19A is seen. A plan view of the unmanned aerial vehicle of FIG. 19B as viewed from above. The flowchart which shows the operation example of the unmanned aerial vehicle in 2nd Embodiment

Hereinafter, the present disclosure will be described through embodiments of the invention, but the following embodiments do not limit the invention according to the claims. Not all combinations of features described in the embodiments are essential for the solution of the invention.

The claims, the description, the drawings, and the abstract include matters that are subject to copyright protection. The copyright owner will not object to any number of copies of these documents as they appear in the JPO file or record. However, in other cases, all copyrights are reserved.

In the following embodiment, an unmanned aerial vehicle (UAV: Unmanned Aero Vehicle) is illustrated. Unmanned aerial vehicles include aircraft that travel in the air. In the drawings attached to this specification, the unmanned aerial vehicle is represented as “UAV”. In the flight control method, the operation in the unmanned aerial vehicle is defined. The recording medium is a recording medium of a program (for example, a program that causes an unmanned aircraft to execute various processes).

(First embodiment)
FIG. 1 is a schematic diagram illustrating a configuration example of a flight system 10 according to the first embodiment. The flight system 10 includes an unmanned aircraft 100 and a transmitter 50. The unmanned aircraft 100 and the transmitter 50 can communicate with each other by wired communication or wireless communication (for example, a wireless LAN (Local Area Network)).

Next, a configuration example of the unmanned aircraft 100 will be described. FIG. 2 is a diagram illustrating an example of the appearance of the unmanned aerial vehicle 100. FIG. 3 is a diagram illustrating an example of a specific appearance of the unmanned aerial vehicle 100. A side view when the unmanned aircraft 100 flies in the moving direction STV0 is shown in FIG. 2, and a perspective view when the unmanned aircraft 100 flies in the moving direction STV0 is shown in FIG.

As shown in FIGS. 2 and 3, it is assumed that a roll axis (see x-axis) is defined in a direction parallel to the ground and along the moving direction STV0. In this case, a pitch axis (see y-axis) is defined in a direction parallel to the ground and perpendicular to the roll axis, and further, a yaw axis (z-axis) in a direction perpendicular to the ground and perpendicular to the roll axis and the pitch axis. See).

The unmanned aerial vehicle 100 includes a UAV main body 102, a gimbal 200, an imaging device 220, and a plurality of imaging devices 230.

The UAV main body 102 includes a plurality of rotor blades (propellers). The UAV main body 102 causes the unmanned aircraft 100 to fly by controlling the rotation of a plurality of rotor blades. The UAV main body 102 causes the unmanned aircraft 100 to fly using, for example, four rotary wings. The number of rotor blades is not limited to four. Unmanned aerial vehicle 100 may also be a fixed wing aircraft that does not have rotating wings.

The imaging device 220 is an imaging camera that captures a subject included in a desired imaging range (for example, an aerial subject, a landscape such as a mountain or a river, a building on the ground).

The plurality of imaging devices 230 are sensing cameras that image the surroundings of the unmanned aircraft 100 in order to control the flight of the unmanned aircraft 100. The two imaging devices 230 may be provided on the front surface that is the nose of the unmanned aircraft 100. Furthermore, the other two imaging devices 230 may be provided on the bottom surface of the unmanned aircraft 100. The two imaging devices 230 on the front side may be paired and function as a so-called stereo camera. The two imaging devices 230 on the bottom side may also be paired and function as a stereo camera. Three-dimensional spatial data around the unmanned aerial vehicle 100 may be generated based on images captured by the plurality of imaging devices 230. Note that the number of imaging devices 230 included in the unmanned aerial vehicle 100 is not limited to four. The unmanned aircraft 100 only needs to include at least one imaging device 230. The unmanned aerial vehicle 100 may include at least one imaging device 230 on each of the nose, tail, side, bottom, and ceiling of the unmanned aircraft 100. The angle of view that can be set by the imaging device 230 may be wider than the angle of view that can be set by the imaging device 220. The imaging device 230 may have a single focus lens or a fisheye lens.

FIG. 4 is a block diagram showing an example of the hardware configuration of the unmanned aerial vehicle 100. As shown in FIG. The unmanned aircraft 100 includes a UAV control unit 110, a communication interface 150, a memory 160, a gimbal 200, a rotary wing mechanism 210, an imaging device 220, an imaging device 230, a GPS receiver 240, an inertial measurement device ( The configuration includes an IMU (Inertial Measurement Unit) 250, a magnetic compass 260, a barometric altimeter 270, an ultrasonic altimeter 280, and a speaker 290. The communication interface 150 is an example of a communication unit.

The UAV control unit 110 is configured using, for example, a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or a DSP (Digital Signal Processor). The UAV control unit 110 performs signal processing for overall control of operations of each unit of the unmanned aircraft 100, data input / output processing with respect to other units, data calculation processing, and data storage processing.

The UAV control unit 110 controls the flight of the unmanned aircraft 100 according to a program stored in the memory 160. UAV control unit 110 controls the flight of unmanned aerial vehicle 100 in accordance with instructions received from remote transmitter 50 via communication interface 150. Memory 160 may be removable from unmanned aerial vehicle 100.

The UAV control unit 110 may specify the environment around the unmanned aircraft 100 by analyzing a plurality of images captured by the plurality of imaging devices 230. The UAV control unit 110 controls the flight based on the environment around the unmanned aircraft 100 while avoiding obstacles, for example.

The UAV control unit 110 acquires date / time information indicating the current date / time. The UAV control unit 110 may acquire date / time information indicating the current date / time from the GPS receiver 240. The UAV control unit 110 may acquire date / time information indicating the current date / time from a timer (not shown) mounted on the unmanned aircraft 100.

The UAV control unit 110 acquires position information indicating the position of the unmanned aircraft 100. The UAV control unit 110 may acquire position information indicating the latitude, longitude, and altitude at which the unmanned aircraft 100 exists from the GPS receiver 240. The UAV control unit 110 acquires, from the GPS receiver 240, latitude / longitude information indicating the latitude and longitude where the unmanned aircraft 100 exists, and altitude information indicating the altitude where the unmanned aircraft 100 exists from the barometric altimeter 270, as position information. Good. The UAV control unit 110 may acquire the distance between the ultrasonic radiation point and the ultrasonic reflection point by the ultrasonic altimeter 280 as altitude information.

The UAV control unit 110 acquires orientation information indicating the orientation of the unmanned aircraft 100 from the magnetic compass 260. In the direction information, for example, a direction corresponding to the nose direction of the unmanned aircraft 100 is indicated.

The UAV control unit 110 may acquire position information indicating a position where the unmanned aircraft 100 should be present when the imaging device 220 captures an imaging range to be imaged. The UAV control unit 110 may acquire position information indicating the position where the unmanned aircraft 100 should be present from the memory 160. The UAV control unit 110 may acquire position information indicating the position where the unmanned aircraft 100 should exist from another device such as the transmitter 50 via the communication interface 150. The UAV control unit 110 refers to the 3D map database, specifies a position where the unmanned aircraft 100 can exist in order to capture an imaging range to be imaged, and sets the position where the unmanned aircraft 100 should exist. May be acquired as position information indicating.

The UAV control unit 110 acquires imaging information indicating the imaging ranges of the imaging device 220 and the imaging device 230. The UAV control unit 110 acquires angle-of-view information indicating the angle of view of the imaging device 220 and the imaging device 230 from the imaging device 220 and the imaging device 230 as parameters for specifying the imaging range. The UAV control unit 110 acquires information indicating the imaging direction of the imaging device 220 and the imaging device 230 as a parameter for specifying the imaging range. The UAV control unit 110 acquires posture information indicating the posture state of the imaging device 220 from the gimbal 200 as information indicating the imaging direction of the imaging device 220, for example. The UAV control unit 110 acquires information indicating the direction of the unmanned aircraft 100. Information indicating the posture state of the imaging device 220 indicates a rotation angle from the reference rotation angle of the pitch axis and yaw axis of the gimbal 200. The UAV control unit 110 acquires position information indicating a position where the unmanned aircraft 100 exists as a parameter for specifying the imaging range. The UAV control unit 110 defines an imaging range indicating a geographical range captured by the imaging device 220 based on the angle of view and the imaging direction of the imaging device 220 and the imaging device 230, and the position where the unmanned aircraft 100 exists. The imaging information may be acquired by generating imaging information indicating the imaging range.

The UAV control unit 110 may acquire imaging information indicating an imaging range to be imaged by the imaging device 220. The UAV control unit 110 may acquire imaging information to be imaged by the imaging device 220 from the memory 160. The UAV control unit 110 may acquire imaging information to be imaged by the imaging device 220 from another device such as the transmitter 50 via the communication interface 150.

The UAV control unit 110 may acquire three-dimensional information (three-dimensional information) indicating the three-dimensional shape (three-dimensional shape) of an object existing around the unmanned aircraft 100. The object is a part of a landscape such as a building, a road, a car, and a tree. The three-dimensional information is, for example, three-dimensional space data. The UAV control unit 110 may acquire the three-dimensional information by generating the three-dimensional information indicating the three-dimensional shape of the object existing around the unmanned aircraft 100 from each image obtained from the plurality of imaging devices 230. The UAV control unit 110 may acquire the three-dimensional information indicating the three-dimensional shape of the object existing around the unmanned aircraft 100 by referring to the three-dimensional map database stored in the memory 160. The UAV control unit 110 may acquire three-dimensional information related to the three-dimensional shape of an object existing around the unmanned aircraft 100 by referring to a three-dimensional map database managed by a server existing on the network.

The UAV control unit 110 acquires image data captured by the imaging device 220 and the imaging device 230.

The UAV control unit 110 controls the gimbal 200, the rotary blade mechanism 210, the imaging device 220, and the imaging device 230. The UAV control unit 110 controls the imaging range of the imaging device 220 by changing the imaging direction or angle of view of the imaging device 220. The UAV control unit 110 controls the imaging range of the imaging device 220 supported by the gimbal 200 by controlling the rotation mechanism of the gimbal 200.

In this specification, the imaging range refers to a geographical range captured by the imaging device 220 or the imaging device 230. The imaging range is defined by latitude, longitude, and altitude. The imaging range may be a range in three-dimensional spatial data defined by latitude, longitude, and altitude. The imaging range is specified based on the angle of view and imaging direction of the imaging device 220 or the imaging device 230, and the position where the unmanned aircraft 100 is present. The imaging directions of the imaging device 220 and the imaging device 230 are defined from the azimuth and the depression angle in which the front surface where the imaging lenses of the imaging device 220 and the imaging device 230 are provided is directed. The imaging direction of the imaging device 220 is a direction specified from the heading direction of the unmanned aerial vehicle 100 and the posture state of the imaging device 220 with respect to the gimbal 200. The imaging direction of the imaging device 230 is a direction specified from the heading of the unmanned aerial vehicle 100 and the position where the imaging device 230 is provided.

The UAV control unit 110 controls the flight of the unmanned aircraft 100 by controlling the rotary wing mechanism 210. That is, the UAV control unit 110 controls the position including the latitude, longitude, and altitude of the unmanned aircraft 100 by controlling the rotary wing mechanism 210. The UAV control unit 110 may control the imaging ranges of the imaging device 220 and the imaging device 230 by controlling the flight of the unmanned aircraft 100. The UAV control unit 110 may control the angle of view of the imaging device 220 by controlling a zoom lens included in the imaging device 220. The UAV control unit 110 may control the angle of view of the imaging device 220 by digital zoom using the digital zoom function of the imaging device 220.

When the imaging device 220 is fixed to the unmanned aircraft 100 and the imaging device 220 cannot be moved, the UAV control unit 110 moves the unmanned aircraft 100 to a specific position at a specific date and time to perform desired imaging under a desired environment. The range can be imaged by the imaging device 220. Alternatively, even when the imaging device 220 does not have a zoom function and the angle of view of the imaging device 220 cannot be changed, the UAV control unit 110 moves the unmanned aircraft 100 to a specific position at the specified date and time to In this environment, the imaging device 220 can capture a desired imaging range.

The communication interface 150 communicates with the transmitter 50. The communication interface 150 receives various commands and information for the UAV control unit 110 from the remote transmitter 50.

In the memory 160, the UAV control unit 110 controls the gimbal 200, the rotating blade mechanism 210, the imaging device 220, the imaging device 230, the GPS receiver 240, the inertial measurement device 250, the magnetic compass 260, the barometric altimeter 270, and the ultrasonic altimeter 280. Stores the programs necessary for this. The memory 160 may be a computer-readable recording medium, such as SRAM (Static Random Access Memory), DRAM (Dynamic Random Access Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and It may include at least one flash memory such as a USB memory. The memory 160 may be provided inside the UAV main body 102. It may be provided so as to be removable from the UAV main body 102.

The gimbal 200 supports the imaging device 220 to be rotatable about at least one axis. The gimbal 200 may support the imaging device 220 rotatably about the yaw axis, pitch axis, and roll axis. The gimbal 200 may change the imaging direction of the imaging device 220 by rotating the imaging device 220 about at least one of the yaw axis, the pitch axis, and the roll axis.

The rotary blade mechanism 210 includes a plurality of rotary blades 211, a plurality of drive motors 212 that rotate the plurality of rotary blades 211, and a current sensor that measures a current value (actual value) of a drive current for driving the drive motor 212. 213. The drive current is supplied to the drive motor 212.

The imaging device 220 captures a subject within a desired imaging range and generates captured image data. Image data obtained by imaging by the imaging device 220 is stored in a memory included in the imaging device 220 or the memory 160.

The imaging device 230 captures the surroundings of the unmanned aircraft 100 and generates captured image data. Image data of the imaging device 230 is stored in the memory 160.

The GPS receiver 240 receives a plurality of signals indicating times and positions (coordinates) of each GPS satellite transmitted from a plurality of navigation satellites (that is, GPS satellites). The GPS receiver 240 calculates the position of the GPS receiver 240 (that is, the position of the unmanned aircraft 100) based on the plurality of received signals. The GPS receiver 240 outputs the position information of the unmanned aircraft 100 to the UAV control unit 110. The calculation of the position information of the GPS receiver 240 may be performed by the UAV control unit 110 instead of the GPS receiver 240. In this case, the UAV control unit 110 receives information indicating the time and the position of each GPS satellite included in a plurality of signals received by the GPS receiver 240.

The inertial measurement device 250 detects the attitude of the unmanned aircraft 100 and outputs the detection result to the UAV control unit 110. The inertial measurement device IMU 250 detects the acceleration of the unmanned aircraft 100 in the three axial directions of the front, rear, left and right, and the angular velocity in the three axial directions of the pitch axis, the roll axis, and the yaw axis. .

The magnetic compass 260 detects the heading of the unmanned aircraft 100 and outputs the detection result to the UAV control unit 110.

The barometric altimeter 270 detects the altitude at which the unmanned aircraft 100 flies and outputs the detection result to the UAV control unit 110.

Ultrasonic altimeter 280 emits ultrasonic waves, detects ultrasonic waves reflected by the ground and objects, and outputs detection results to UAV control unit 110. The detection result may indicate a distance from the unmanned aircraft 100 to the ground, that is, an altitude. The detection result may indicate the distance from the unmanned aerial vehicle 100 to the object.

The speaker 290 acquires audio data from the UAV control unit 110 and outputs the audio data as audio. The speaker 290 may output voice data as a warning sound. The number of speakers 290 is one or more and is arbitrary. The installation position of the speaker 290 in the unmanned aircraft 100 is arbitrary. The warning sound output from the speaker 290 has a sound component that goes in the direction of gravity (that is, the direction of the ground). The warning sound can be confirmed by a person existing on the ground when the altitude of the unmanned aerial vehicle 100 decreases.

FIG. 5 is a block diagram illustrating an example of a functional configuration of the UAV control unit 110. The UAV control unit 110 includes an abnormality processing unit 111, a signal determination unit 112, a control mode change unit 113, an altitude acquisition unit 114, a drive current setting unit 115, a rotor blade control unit 116, and a voice control unit 117. *

The abnormality processing unit 111 is an example of a detection unit. The signal determination unit 112 is an example of a first determination unit. The control mode changing unit 113 is an example of a changing unit. The altitude acquisition unit 114 is an example of an acquisition unit. The drive current setting unit 115 is an example of a setting unit. The rotary blade control unit 116 is an example of a first control unit. The voice control unit 117 is an example of an output unit.

The abnormality processing unit 111 determines whether there is an abnormality in the flight state of the unmanned aircraft 100. The abnormality processing unit 111 detects an abnormality in the flight state when the flight state of the unmanned aircraft 100 is abnormal. The flight state of the unmanned aerial vehicle 100 may be indicated by a parameter indicating the flight state of the unmanned aircraft 100 (also referred to as a flight parameter). The flight parameters may include at least one of a drive current for driving a rotor included in the rotor mechanism 210, an acceleration of the unmanned aircraft 100, a speed of the unmanned aircraft 100, and an altitude of the unmanned aircraft 100.

The abnormality processing unit 111 may acquire the current value obtained by the current sensor 213 as the actual value of the drive current (actual value of the drive current).

The abnormality processing unit 111 may acquire the acceleration measured by the inertial measurement device 250 as an actual value of acceleration of the unmanned aircraft 100 (actual measurement value of acceleration). The abnormality processing unit 111 acquires altitude information from the GPS receiver 240, the barometric altimeter 270, or the ultrasonic altimeter 280, and acquires the acceleration calculated by the second derivative of the altitude information as an actual measured value of the unmanned aircraft 100 acceleration. You can do it.

The abnormality processing unit 111 may acquire the acceleration measured by the inertial measurement device 250, integrate the acceleration, and acquire the actual value of the speed of the unmanned aircraft 100 (measured value of the speed). The abnormality processing unit 111 acquires altitude information from the GPS receiver 240, the barometric altimeter 270, or the ultrasonic altimeter 280, and acquires the speed calculated by differentiation of the altitude information as an actual measurement value of the speed of the unmanned aircraft 100. Good.

If the measured value of the acceleration in the weight direction of the unmanned aircraft 100 is greater than or equal to a threshold th1 (for example, 10 m / s ² , that is, 1 g (g: gravitational acceleration)), the abnormality processing unit 111 determines that the flight state is abnormal You may judge. The threshold th1 may be other than 1 g, for example, 0.8 g.

The abnormality processing unit 111 may determine that there is an abnormality in the flight state when there is no operation input signal based on the operator's operation on the transmitter 50 as a result of the determination by the signal determination unit 112. Further, instead of the operation input signal, the abnormality processing unit 111 may determine whether or not predetermined setting information is stored in the memory 160. This setting information may include an abnormality determination program for determining an abnormality in the flight state.

The abnormality processing unit 111 may acquire a command value (command value of the flight parameter) for commanding the value of the flight parameter. The abnormality processing unit 111 may acquire the flight parameter command value included in the operation input signal from the transmitter 50 via the communication interface 150. The abnormality processing unit 111 may acquire setting information stored in the memory 160, and acquire a flight parameter command value from the setting information. This setting information may include an abnormality determination program for determining an abnormality in the flight state.

The flight parameter command value includes a drive current command value for commanding the magnitude of the drive current supplied to the drive motor 212, an acceleration command value for commanding the magnitude of acceleration, and the magnitude of the speed. And a command value of speed for commanding.

The abnormality processing unit 111 may acquire an acceleration command value included in the operation input signal or the setting information held in the memory 160. The abnormality processing unit 111 converts the command value of the drive current into the command value of the drive current by converting the command value of the acceleration into the command value of the drive current based on a conversion table (not shown) between the command value of the acceleration and the command value of the drive current. You may get it. The conversion table includes information on a one-to-one correspondence between the acceleration command value and the drive current command value, and may be stored in the memory 160 in advance. The abnormality processing unit 111 may acquire the speed command value by integrating the acceleration command value and calculating the speed command value.

The abnormality processing unit 111 may acquire a speed command value included in the operation input signal or the setting information held in the memory 160. The abnormality processing unit 111 converts the command value of the drive current into the command value of the drive current by converting the command value of the speed into the command value of the drive current based on the conversion table (not shown) of the command value of the speed and the command value of the drive current. You may get it. This conversion table may include information on a one-to-one correspondence between the speed command value and the drive current command value, and may be stored in the memory 160 in advance. The abnormality processing unit 111 may obtain the acceleration command value by differentiating the speed command value and calculating the acceleration command value.

The abnormality processing unit 111 may determine that there is an abnormality in the flight state of the unmanned aircraft 100 when the actual measurement value of the parameter with respect to the flight parameter command value is not within the predetermined range. For example, the abnormality processing unit 111 may determine that there is an abnormality in the flight state of the unmanned aircraft 100 when the ratio of the actually measured parameter value to the flight parameter command value is not within a desired ratio range.

The abnormality processing unit 111 may transmit information regarding the abnormality in the flight state to the transmitter 50 via the communication interface 150 when the flight state of the unmanned aircraft 100 is abnormal. The information regarding the abnormality in the flight state may be information indicating that there is an abnormality in the flight state, or may be information indicating specific contents regarding the abnormality in the flight state (for example, an actual measurement value of acceleration of the unmanned aircraft 100).

The signal determination unit 112 may determine the presence / absence of an operation input signal from the transmitter 50 via the communication interface 150. That is, the signal determination unit 112 may determine whether an operation input signal is received by the communication interface 150.

The control mode changing unit 113 controls the control mode during the flight of the unmanned aircraft 100. The control mode during flight includes a normal control mode that is performed when there is no abnormality in the flight state, and a safety control mode that is performed when there is an abnormality in the flight state. The control mode changing unit 113 changes the control mode to the safety control mode when the flight state of the unmanned aircraft 100 is abnormal. A plurality of safety control modes may be provided. The unmanned aerial vehicle 100 may include a program that defines a UAV flight control method for each control mode. The program defining the flight control method is held in the memory 160, and can be acquired from the memory 160 and executed when the control mode is set.

The altitude acquisition unit 114 may acquire altitude information acquired by the GPS receiver 240, the barometric altimeter 270, or the ultrasonic altimeter 280 as the altitude (measured value of altitude) of the unmanned aircraft 100. The altitude acquisition unit 114 may acquire an acceleration measured by the inertial measurement device 250, integrate the acceleration twice, and acquire an actually measured value of the altitude of the unmanned aircraft 100.

The drive current setting unit 115 sets a drive current command value for driving the drive motor 212. The drive current setting unit 115 may set the drive current command value acquired by the abnormality processing unit 111 as the drive current command value. The drive current command value in the safety control mode may be set larger than the drive current command value in the normal control mode.

The rotary blade control unit 116 controls the rotation of the rotary blade 211 by controlling the drive motor 212. The rotor control unit 116 supplies drive current from the power supply (not shown) of the unmanned aircraft 100 to the drive motor 212 based on the drive current command value set by the drive current setting unit 115. As the drive current increases, the drive force of the drive motor 212 increases and the rotational speed of the rotary blade 211 per unit time increases. On the other hand, as the drive current decreases, the drive force of the drive motor 212 decreases, and the rotational speed per unit time of the rotary blade 211 decreases.

The voice control unit 117 may send the voice data to the speaker 290 and cause the speaker 290 to output the voice data. The sound data widely includes sound, music, mechanical sound, and other sound data. The audio data may be used as a warning sound indicating a warning. The UAV control unit 110 may acquire audio data held in the memory 160. The audio data may be received from a server that provides external audio data via the communication interface 150 and held in the memory 160. The voice data may be recorded by the recording function of the unmanned aircraft 100 and held in the memory 160.

Next, a configuration example of the transmitter 50 will be described. FIG. 6 is a perspective view showing an example of the appearance of the transmitter 50. The up / down / front / rear and left / right directions with respect to the transmitter 50 are assumed to follow the directions of the arrows shown in FIG. The transmitter 50 is used in a state of being held by both hands of a person using the transmitter 50 (hereinafter referred to as “operator”), for example.

The transmitter 50 includes, for example, a resin casing 50B having a substantially rectangular parallelepiped shape (in other words, a substantially box shape) having a substantially square bottom surface and a height shorter than one side of the bottom surface. A left control rod 53L and a right control rod 53R are provided in a projecting manner at approximately the center of the housing surface of the transmitter 50.

The left control rod 53L and the right control rod 53R are used in operations for remotely controlling the movement of the unmanned aircraft 100 by the operator (for example, moving the unmanned aircraft 100 back and forth, moving left and right, moving up and down, and changing the direction). The In FIG. 6, the left control rod 53L and the right control rod 53R show positions in an initial state where no external force is applied from both hands of the operator. The left control rod 53L and the right control rod 53R automatically return to a predetermined position (for example, the initial position shown in FIG. 6) after the external force applied by the operator is released.

The power button B1 of the transmitter 50 is disposed on the front side (in other words, the operator side) of the left control rod 53L. When the power button B1 is pressed once by the operator, for example, the remaining capacity of the battery (not shown) built in the transmitter 50 is displayed in the remaining battery capacity display portion L2. When the power button B1 is pressed again by the operator, for example, the power of the transmitter 50 is turned on, and power is supplied to each part (see FIG. 7) of the transmitter 50 so that it can be used.

RTH (Return To Home) button B2 is arranged on the front side (in other words, the operator side) of the right control rod 53R. When the RTH button B2 is pressed by the operator, the transmitter 50 transmits a signal for automatically returning the unmanned aircraft 100 to a predetermined position. Thereby, the transmitter 50 can automatically return the unmanned aircraft 100 to a predetermined position (for example, a take-off position stored in the unmanned aircraft 100). The RTH button B2 is used when, for example, the operator loses sight of the fuselage of the unmanned aircraft 100 during aerial shooting with the unmanned aircraft 100 outdoors, or when it becomes impossible to operate due to radio interference or unexpected troubles. Is available.

The remote status display part L1 and the remaining battery capacity display part L2 are arranged on the front side (in other words, the operator side) of the power button B1 and the RTH button B2. The remote status display unit L1 is configured using, for example, an LED (Light Emission Diode), and displays a wireless connection state between the transmitter 50 and the unmanned aircraft 100. The battery remaining amount display unit L2 is configured using, for example, an LED, and displays the remaining amount of the capacity of a battery (not shown) built in the transmitter 50.

Two antennas AN1 and AN2 project from the rear side of the housing 50B of the transmitter 50 and rearward from the left control rod 53L and the right control rod 53R. The antennas AN1 and AN2 are unmanned signals generated by the transmitter control unit 61 (that is, signals for controlling the movement of the unmanned aircraft 100) based on the operations of the left control rod 53L and the right control rod 53R by the operator. Transmit to aircraft 100. This signal is one of the operation input signals input by the transmitter 50. The antennas AN1 and AN2 can cover a transmission / reception range of 2 km, for example. The antennas AN 1 and AN 2 are used when images taken by the

imaging devices

220 and 230 included in the unmanned aircraft 100 wirelessly connected to the transmitter 50 or various data acquired by the unmanned aircraft 100 are transmitted from the unmanned aircraft 100. In addition, these images or various data can be received.

The display unit DP includes, for example, an LCD (Crystal Liquid Display). The shape, size, and arrangement position of the display unit DP are arbitrary, and are not limited to the example of FIG.

FIG. 7 is a block diagram illustrating an example of a hardware configuration of the transmitter 50. The transmitter 50 includes a left control rod 53L, a right control rod 53R, a transmitter control unit 61, a wireless communication unit 63, a power button B1, an RTH button B2, an operation unit set OPS, and a remote status display unit. L1, the battery remaining amount display part L2, and the display part DP are comprised. The transmitter 50 is an example of an operating device that instructs control of the unmanned aircraft 100.

The left control rod 53L is used for an operation for remotely controlling the movement of the unmanned aircraft 100 by, for example, the left hand of the operator. The right control rod 53R is used for an operation for remotely controlling the movement of the unmanned aircraft 100 by, for example, the operator's right hand. For example, the unmanned aircraft 100 may move forward, move backward, move left, move right, move up, move down, rotate the unmanned aircraft 100 left. Or a combination thereof, and so on.

When the power button B1 is pressed once, a signal indicating that the power button B1 has been pressed is input to the transmitter control unit 61. In accordance with this signal, the transmitter control unit 61 displays the remaining capacity of the battery (not shown) built in the transmitter 50 on the remaining battery amount display unit L2. Thus, the operator can easily check the remaining capacity of the battery capacity built in the transmitter 50. When the power button B1 is pressed twice, a signal indicating that the power button B1 has been pressed twice is passed to the transmitter control unit 61. In accordance with this signal, the transmitter control unit 61 instructs a battery (not shown) built in the transmitter 50 to supply power to each unit in the transmitter 50. As a result, the operator turns on the power of the transmitter 50 and can easily start using the transmitter 50.

When the RTH button B2 is pressed, a signal indicating that the RTH button B2 has been pressed is input to the transmitter control unit 61. In accordance with this signal, the transmitter control unit 61 generates a signal for automatically returning the unmanned aircraft 100 to a predetermined position (for example, the takeoff position of the unmanned aircraft 100), via the wireless communication unit 63 and the antennas AN1 and AN2. Transmit to unmanned aerial vehicle 100. Thus, the operator can automatically return (return) the unmanned aircraft 100 to a predetermined position by a simple operation on the transmitter 50.

The operation unit set OPS is configured using a plurality of operation units (for example, operation units OP1,..., Operation unit OPn) (n: an integer of 2 or more). The operation unit set OPS supports other operation units (for example, the remote control of the unmanned aircraft 100 by the transmitter 50) except for the left control rod 53L, the right control rod 53R, the power button B1, and the RTH button B2 shown in FIG. Various operation units). The various operation units referred to here are, for example, a button for instructing imaging of a still image using the imaging device 220 of the unmanned aerial vehicle 100, and an instruction for starting and ending video recording using the imaging device 220 of the unmanned aircraft 100. Button for adjusting the tilt direction of the gimbal 200 (see FIG. 4) of the unmanned aircraft 100, a button for switching the flight mode of the unmanned aircraft 100, and a dial for setting the imaging device 220 of the unmanned aircraft 100.

The remote status display unit L1 and the remaining battery level display unit L2 have been described with reference to FIG.

The transmitter controller 61 is configured using a processor (for example, CPU, MPU or DSP). The transmitter control unit 61 performs signal processing for overall control of operations of the respective units of the transmitter 50, data input / output processing with other units, data calculation processing, and data storage processing.

The transmitter control unit 61 may generate a signal for controlling the movement of the unmanned aircraft 100 specified by the operation of the left control rod 53L and the right control rod 53R of the operator. The transmitter control unit 61 may remotely control the unmanned aircraft 100 by transmitting the generated signal to the unmanned aircraft 100 via the wireless communication unit 63 and the antennas AN1 and AN2. Thereby, the transmitter 50 can control the movement of the unmanned aircraft 100 remotely.

The signal for controlling the movement of the unmanned aircraft 100 includes a flight parameter command value for controlling the flight state of the unmanned aircraft 100. The transmitter control unit 61 increases the command value (for example, acceleration or the like) of the flight parameter as the operation amount of the left control rod 53L and the right control rod 53R (that is, the movement amount of the left control rod 53L or the right control rod 53R with respect to the initial position) increases. (Speed) may be increased. In consideration of the direction of movement, the magnitude of this command value is the magnitude of the absolute value of the command value. The transmitter control unit 61 may decrease the flight parameter command value as the operation amount of the left control rod 53L or the right control rod 53R is smaller. The transmitter control unit 61 may generate an operation input signal including a flight parameter command value and transmit the operation input signal to the unmanned aircraft 100 via the wireless communication unit 63.

The transmitter controller 61 may generate an acceleration command value according to the operation amount of the left control rod 53L and the right control rod 53R. In this case, when the left control rod 53L and the right control rod 53R are set to the initial positions, the acceleration is 0, and the unmanned aircraft 100 can be instructed to fly at a constant speed.

The transmitter controller 61 may generate a speed command value according to the operation amount of the left control rod 53L and the right control rod 53R. In this case, when the left control rod 53L and the right control rod 53R are set to the initial positions, the speed becomes 0, and a flight instruction (hovering instruction) indicating that the vehicle does not move to the unmanned aircraft 100 is possible.

The transmitter control unit 61 generates an operation input signal based on an operation on an arbitrary button or an arbitrary operation unit included in the transmitter 50, and transmits the operation input signal to the unmanned aircraft 100 via the wireless communication unit 63. It's okay. In this case, the unmanned aircraft 100 can recognize that it is under the control of the operator of the transmitter 50 by receiving the operation input signal from the transmitter 50.

The transmitter control unit 61 may receive information about an abnormality in the flight state of the unmanned aircraft 100 (for example, information that an abnormality has occurred) from the unmanned aircraft 100 via the wireless communication unit 63. The transmitter control unit 61 may present information related to an abnormality in the flight state of the unmanned aircraft 100. In this case, the transmitter control unit 61 may display information regarding the abnormality in the flight state via the display unit DP. The transmitter control unit 61 may output information related to an abnormality in the flight state via a voice output unit (speaker, not shown). The transmitter control unit 61 may present information related to an abnormality in the flight state via vibration via a vibration unit (vibrator, not shown).

The wireless communication unit 63 is connected to two antennas AN1 and AN2. The wireless communication unit 63 transmits / receives information and data to / from the unmanned aircraft 100 via the two antennas AN1 and AN2 using a predetermined wireless communication method (for example, WiFi (registered trademark)).

Display unit DP displays various data. The display unit DP may display information related to the abnormality in the abnormal state.

Note that the transmitter 50 may be connected to a display terminal (not shown) by wire or wireless instead of including the display unit DP. Similar to the display unit DP, the display terminal may display information related to an abnormality in the flight state of the unmanned aircraft 100. The display terminal may be a smartphone, a tablet terminal, a PC (Personal Computer), or the like.

Next, the transition of the control mode of the unmanned aircraft 100 will be described.

FIG. 8 is a schematic diagram illustrating a first transition example of the control mode of the unmanned aerial vehicle 100. FIG. 8 shows a situation where the unmanned aircraft 100 falls into an unexpected situation and the aircraft descends.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T11). In the normal control mode, when the flight state of the unmanned aircraft 100 is abnormal (T12), the control mode changing unit 113 changes the control mode to the safety control mode. In the first transition example, a transition is made to the first safety control mode. The first safety control mode is a control mode in which the unmanned aircraft 100 is landed at a reduced altitude while decelerating.

In the first safety control mode, the drive current setting unit 115 sets the command value of the drive current to a command value of the drive current that is larger than the command value of the drive current before the change to the first safety control mode. Thereby, in the unmanned aircraft 100, the rotational speed of the rotary wing 211 increases (T13), the lift in the direction opposite to the direction of gravity (that is, the direction in which the unmanned aircraft 100 rises) is increased, and the acceleration in the direction opposite to the direction of gravity occurs. (Also referred to as upward acceleration) increases.

The first safety control mode is useful when the unmanned aircraft 100 reacts to some extent with respect to the flight parameter command value. This is because even if the flight control of the unmanned aircraft 100 is incomplete, it is possible to some extent. The case where the unmanned aircraft 100 reacts to some extent may refer to the case where the ratio of the actually measured value of the flight parameter to the command value of the flight parameter is a value of 0.3 or more. The value 0.3 is an example, and other values may be used.

According to the first safety control mode, the unmanned aircraft 100 can attempt to land the unmanned aircraft 100 safely by reducing the descent speed of the unmanned aircraft 100. For example, by returning the unmanned aircraft 100 to a predetermined position during a period in which the unmanned aircraft 100 is not completely broken and flight control is possible to some extent, damage to the object due to the unmanned aircraft 100 coming into contact with the object can be prevented. Can be prevented. Even if it is difficult for the unmanned aircraft 100 to return to a predetermined position, by reducing the descent speed of the unmanned aircraft 100, a person located on the ground confirms the whereabouts of the unmanned aircraft 100, and the unmanned aircraft 100 Move to avoid 100 falling points. Therefore, the unmanned aircraft 100 can reduce the possibility of contact with a person.

The rotary wing controller 116 may stop the rotary wing 211 after the unmanned aircraft 100 has landed. That is, the unmanned aerial vehicle 100 can secure safety without stopping the rotor wing 211 during the flight, can reduce damage to objects including the human body, and can minimize damage to humans.

FIG. 9A is a schematic diagram illustrating a second transition example of the control mode of the unmanned aerial vehicle 100. FIG. 9A shows a situation in which the unmanned aerial vehicle 100 falls into an unforeseen situation, the aircraft descends, and falls.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T21). In the normal control mode, when there is an abnormality in the flight state of the unmanned aircraft 100 (T22), the control mode changing unit 113 changes the control mode to the safety control mode. In the second transition example, a transition is made to the second safety control mode. The second safety control mode is a control mode in which the rotation of the rotor blades 211 of the unmanned aircraft 100 is stopped at a predetermined altitude H1 (for example, 5 m). The predetermined altitude H1 is an example of a first predetermined altitude.

In the second safety control mode, the drive current setting unit 115 sets the command value of the drive current to a command value of the drive current that is larger than the command value of the drive current before the change to the second safety control mode. Thereby, the rotational speed of the rotary wing 211 increases (T23), the lift in the direction opposite to the direction of gravity (that is, the direction in which the unmanned aircraft 100 rises) is increased, and the acceleration in the direction opposite to the direction of gravity increases.

When the descent of the unmanned aircraft 100 proceeds and the rotary wing control unit 116 detects that the actual measured value of the altitude acquired by the altitude acquisition unit 114 is a predetermined altitude H1 (for example, 5 m), the rotary wing control unit 116 The rotation is stopped (T24). In this case, the rotary wing controller 116 may stop the rotation of the rotary wing 211 by setting the command value of the drive current of the drive motor 212 to 0 when the unmanned aircraft 100 reaches the predetermined altitude H1. . Further, the rotary wing control unit 116 moves and inserts a protrusion (not shown) that inhibits the rotation of the rotary wing 211 on the rotary orbit of the rotary wing 211 when the unmanned aircraft 100 reaches a predetermined altitude H1. The rotation of the rotary blade 211 may be stopped by locking the rotation of the rotary blade 211. Thereby, the rotary blade control unit 116 can instantaneously stop the rotation of the rotary blade 211.

The predetermined altitude H1, which is a threshold for stopping the rotation of the rotary blade 211, may be a value other than 5 m. When considering reducing the injury of a person existing on the ground, the predetermined altitude H1 may be set to 5 m higher than the height assumed as a person. In addition, when considering reducing damage to a specific structure built on the ground (for example, a structure with insufficient durability against external force, a structure such as an important cultural property), it is assumed as the structure. The predetermined altitude H1 may be set to an arbitrary value higher than the predetermined height.

The second safety control mode is useful when the unmanned aerial vehicle 100 does not respond to the flight parameter command value. This is because flight control of the unmanned aerial vehicle 100 can hardly be performed, and the descent speed of the unmanned aircraft 100 cannot be sufficiently reduced. The case where the unmanned aerial vehicle 100 does not react so much may indicate a case where the ratio of the actually measured value to the command value of the flight parameter is less than 0.3. The value 0.3 is an example, and other values may be used.

According to the second safety control mode, the unmanned aerial vehicle 100 can reduce the impact force when the rotating blades 21 come into contact with an object or the like by stopping the rotation of the rotating blades 21. In addition, the unmanned aircraft 100 can suppress the unmanned aircraft 100 from acquiring a propulsive force in an unexpected direction and keep the flight in an unexpected direction as the rotary wing 21 continues to rotate. Further, the unmanned aircraft 100 avoids stopping the rotation of the rotary blades 211 at a high altitude by stopping the rotation of the rotary blades 21 after the unmanned aircraft 100 descends to a predetermined altitude H1, and the unmanned aircraft 100 due to gravity. Can suppress an increase in the risk due to the high-speed falling.

FIG. 9B is a schematic diagram illustrating a third transition example of the control mode of the unmanned aerial vehicle 100. FIG. 9B shows a state where the unmanned aerial vehicle 100 falls into an unforeseen situation, the aircraft descends, and falls.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T31). When the flight state of the unmanned aircraft 100 is abnormal in the normal control mode (T32), the control mode changing unit 113 changes the control mode to the safety control mode. In the third transition example, a transition is made to the third safety control mode. The third safety control mode is a control mode in which a warning sound indicating an abnormal flight state is emitted from the speaker 290 at a predetermined altitude H2 (for example, 10 m). The predetermined altitude H2 is an example of a second predetermined altitude.

In the third safety control mode, the drive current setting unit 115 sets the command value of the drive current to a command value of the drive current that is larger than the command value of the drive current before the change to the third safety control mode. Thereby, the rotational speed of the rotary wing 211 increases (T33), the lift in the direction opposite to the direction of gravity (that is, the direction in which the unmanned aircraft 100 rises) is increased, and the acceleration in the direction opposite to the direction of gravity increases.

When the descent of the unmanned aircraft 100 proceeds and the voice control unit 117 detects that the actual measured value of the altitude acquired by the altitude acquisition unit 114 is a predetermined altitude H2 (for example, 10 m), the voice control unit 117 emits a warning sound (outputs a voice). (T34). The warning sound may be an alert sound, a warning voice message, music indicating a warning, or the like.

A value other than 10 m may be used as the predetermined altitude H2 serving as a threshold value for generating a warning sound. For example, the predetermined altitude H2 may be a height at which a warning sound generated by the unmanned aircraft 100 can be heard by a person existing on the ground. In addition, the voice control unit 117 may start outputting a warning sound by the speaker 290 in accordance with the transition to the third safety control mode without particularly considering the predetermined altitude H2. The predetermined altitude H2 may be the same as the predetermined altitude H1 described above.

According to the third safety control mode, the unmanned aircraft 100 can output a warning sound from the speaker 290 when there is an abnormality in the flight state. Accordingly, a person present in the vicinity where the unmanned aircraft 100 flies can check the warning sound emitted by the unmanned aircraft 100, and by confirming the warning sound, the moving direction of the unmanned aircraft 100 and the position of the unmanned aircraft 100 descending (eg, falling) can be determined. Predictable. Therefore, the person who confirmed the warning sound can confirm the whereabouts of the unmanned aircraft 100 and move so as to avoid the falling point of the unmanned aircraft 100. Therefore, the unmanned aerial vehicle 100 can reduce the possibility of contact with a person on the ground, and can reduce the possibility of human injury due to contact between the rotary wing 211 and the person.

Each process in the third safety control mode may be performed separately from each process in the second safety control mode, or may be performed together with each process in the second safety control mode.

Next, the abnormality determination based on the command value and actual measurement value of the flight parameter will be described.

FIG. 10 is a graph showing an example of the relationship between the drive current command value Iin for driving the drive motor 212 and the measured drive current value Iout. The command value Iin of the drive current and the measured value Iout of the drive current may be in a proportional relationship. In this case, the following relationship holds between the command value Iin of the drive current and the measured value Iout of the drive current.
Iout = α1 * Iin
“Α1” is indicated by Iout / Iin and indicates the ratio of the measured value of the drive current to the command value of the drive current. That is, α1 indicates the sensitivity to the command value. An asterisk “*” indicates a multiplication sign.

When there is no abnormality in the flight state (normal state), a relatively large value is obtained as the actual measured value Iout of the drive current with respect to the drive current command value Iin. Therefore, the value of the ratio α1 is relatively large. On the other hand, when the flight state is abnormal (abnormal state), a relatively small value is obtained as the actual measured value Iout of the drive current with respect to the drive current command value Iin. Therefore, when the ratio α1 = a1 in the normal state and the ratio α1 = b1 in the abnormal state, the relationship of a1> b1 is established. a1 is, for example, the value 1.

In FIG. 10, a straight line L1N shows an example of the relationship between the drive current command value in the normal state and the measured drive current value, and the straight line L1A shows the drive current command value and the drive current measured value in the abnormal state. An example of the relationship is shown.

The abnormality processing unit 111 acquires the command value Iin of the drive current and the measured value Iout of the drive current. Based on the acquired command value Iin of the drive current and the measured value Iout of the drive current, it may be determined whether it is a normal state or an abnormal state.

The abnormality processing unit 111 may determine whether the ratio α1 is a normal state or an abnormal state depending on whether the ratio α1 is equal to or greater than one threshold value (for example, value 0.8). That is, the abnormality processing unit 111 determines that the normal state is present when the ratio α1 is within a predetermined range that is equal to or greater than one threshold, and determines that the abnormal state is determined when the ratio α1 is outside the predetermined range that is less than one threshold. You may judge. Accordingly, the abnormality processing unit 111 can easily determine whether or not there is an abnormal state using one threshold value. The threshold value may be other than 0.8, or any value between 0.5 and 0.8.

Also, in the normal state, the actual value Iout of the drive current with respect to the command value Iin of the drive current can be considered to be a value within a predetermined range assumed in advance. On the other hand, in an abnormal state, the actual measured value Iout of the drive current with respect to the command value Iin of the drive current can be considered to be a value outside a predetermined range assumed in advance.

Therefore, the abnormality processing unit 111 uses the upper threshold (for example, value 1.2) and the lower threshold (for example, value 0.8) for comparison with the ratio α1, and the ratio α1 is between the upper threshold and the lower threshold. Is within a predetermined range (for example, α1 (= b1) <0.8, 1). .2 <α1 (= b1)), it may be determined as an abnormal state. That is, if it is a ratio within a range of, for example, ± 20% of a value assumed as a ratio in the normal state, it is determined as a normal state. You may judge. The value may be other than ± 20% or any value between ± 20% and ± 50%.

When the abnormality is determined in the flight state by performing the abnormality determination based on the command value and the actual measurement value of the drive current as shown in FIG. 10, the unmanned aircraft 100 causes the command value of the drive current due to some failure in the unmanned aircraft 100. It can be recognized that the driving force of the driving motor 212 is too small or too large. Therefore, the unmanned aerial vehicle 100 can recognize that there is a risk of falling because the appropriate lifting force of the unmanned aircraft 100 cannot be obtained.

FIG. 11A is a graph showing an example of the relationship between the upward acceleration command value Ain and the upward acceleration actual measurement value Aout. Upward refers to the direction opposite to the direction of gravity. The command value Ain for the upward acceleration and the actually measured value Aout for the upward acceleration may be in a proportional relationship. In this case, the following relationship holds between the upward acceleration command value Ain and the upward acceleration actual measurement value Aout.
Aout = α2 * Ain
“Α2” is indicated by Aout / Ain, and indicates the ratio of the measured value of the upward acceleration to the command value of the upward acceleration.

In the normal state, a relatively large value is obtained as the actual measured value Aout of the upward acceleration with respect to the command value Ain of the upward acceleration. Therefore, the value of the ratio α2 is relatively large. On the other hand, in the abnormal state, a relatively small value is obtained as the actual measured value Aout of the upward acceleration relative to the upward acceleration command value Ain. Therefore, if the ratio α2 = a2 in the normal state and the ratio α2 = b2 in the abnormal state, the relationship of a2> b2 is established. a2 is, for example, the value 1.

In FIG. 11A, the straight line L21N shows an example of the relationship between the upward acceleration command value Ain and the upward acceleration measured value Aout in the normal state, and the straight line L21A shows the upward acceleration command value Ain and the upward acceleration in the abnormal state. An example of the relationship with the actual measurement value Aout is shown. The straight line L21A indicates that the downward acceleration is detected despite the command to accelerate upward, and the unmanned aircraft 100 decelerates upward, that is, accelerates downward.

The abnormality processing unit 111 may obtain the upward acceleration command value Ain and the upward acceleration actual measurement value Aout. The upward acceleration command value Ain is a component in the direction opposite to the gravity direction of the acceleration command value. The actually measured acceleration value Aout is a component in the direction opposite to the gravitational direction of the measured acceleration value. The abnormality processing unit 111 may determine whether the state is a normal state or an abnormal state based on the acquired upward acceleration command value Ain and the actually measured upward acceleration value Aout.

The abnormality processing unit 111 may determine whether the ratio α2 is in a normal state or an abnormal state depending on whether the ratio α2 is greater than or equal to one threshold value (for example, value 0.8) or less than the threshold value. That is, the abnormality processing unit 111 determines that the normal state is present when the ratio α2 is within a predetermined range that is equal to or larger than one threshold, and determines that the abnormal state is determined when the ratio α2 is outside the predetermined range that is less than one threshold. You may judge. Accordingly, the abnormality processing unit 111 can easily determine whether or not there is an abnormal state using one threshold value. The threshold value may be other than 0.8, or any value between 0.5 and 0.8.

Further, in the normal state, the actual measured value Aout of the upward acceleration with respect to the upward acceleration command value Ain can be considered to be a value within a predetermined range assumed in advance. On the other hand, in the abnormal state, the actual measured value Aout of the upward acceleration with respect to the upward acceleration command value Ain can be considered to be a value outside a predetermined range assumed in advance.

Therefore, the abnormality processing unit 111 uses the upper threshold (for example, value 1.2) and the lower threshold (for example, value 0.8) for comparison with the ratio α2, and the ratio α2 is between the upper threshold and the lower threshold. Is within the predetermined range (for example, 0.8 ≦ α2 (= a2) ≦ 1.2), and the ratio α2 is outside the predetermined range (for example, α2 (= b2) <0.8,1). .2 <α2 (= b2)), it may be determined as an abnormal state. That is, if it is a ratio within a range of, for example, ± 20% of a value assumed as a ratio in the normal state, it is determined as a normal state. You may judge. The value may be other than ± 20% or any value between ± 20% and ± 50%.

When abnormality is detected in the flight state by performing abnormality determination based on the upward acceleration command value and the actual measurement value as illustrated in FIG. 11A, the unmanned aircraft 100 responds to the upward acceleration command value due to some failure in the unmanned aircraft 100. It can be recognized that the acceleration is too small or too large. Therefore, the unmanned aerial vehicle 100 cannot recognize the appropriate altitude of the unmanned aircraft 100 and can recognize that there is a risk of falling.

In FIG. 11A, the actual measured value Aout of the upward acceleration with respect to the upward acceleration command value Ain was examined. However, even if the acceleration command value is downward, it is possible to determine the abnormality of the flight state. FIG. 11B is a graph showing an example of the relationship between the downward acceleration command value Ain and the downward acceleration measured value Aout. Downward refers to the direction of gravity. In FIG. 11B, description of processes and operations similar to those in FIG. 11A is omitted or simplified.

The command value Ain for the downward acceleration and the actually measured value Aout for the downward acceleration may be in a proportional relationship. In this case, the following relationship holds between the command value Ain for the downward acceleration and the actual measurement value Aout for the downward acceleration.
Aout = α3 * Ain
“Α3” is indicated by Aout / Ain, and indicates the ratio of the measured value of the downward acceleration to the command value of the downward acceleration.

In the case of the downward acceleration, in the normal state, the value of the measured value Aout of the downward acceleration with respect to the command value Ain of the downward acceleration is considered to be a value within a predetermined range assumed in advance. On the other hand, in the abnormal state, the actual measured value Aout of the downward acceleration with respect to the command value Ain of the downward acceleration is considered to be a value outside a predetermined range assumed in advance. Furthermore, the danger of the unmanned aircraft 100 falling is high when an actual measured value Aout of excessive acceleration with respect to the downward acceleration command value Ain is obtained. Therefore, when the ratio α3 = a3 in the normal state and the ratio α3 = b3 in the abnormal state, the relationship of a3 <b3 is established. a3 is a value 1, for example.

In FIG. 11B, a straight line L22N shows an example of a relationship between a downward acceleration command value Ain and a downward acceleration measured value Aout in a normal state, and a straight line L22A indicates a downward acceleration command value Ain and a downward acceleration in an abnormal state. An example of the relationship with the actual measurement value Aout is shown. The straight line L22A indicates that an excessive downward acceleration is detected with respect to the downward acceleration command value Ain, and the unmanned aircraft 100 is not properly flight-controlled, and the unmanned aircraft 100 descends rapidly.

The abnormality processing unit 111 may acquire the command value Ain for the downward acceleration and the actual measurement value Aout for the downward acceleration. The downward acceleration command value Ain is a gravity direction component of the acceleration command value. The measured value Aout of the downward acceleration is a component in the gravity direction of the measured value of acceleration. The abnormality processing unit 111 may determine whether the normal state or the abnormal state is based on the acquired downward acceleration command value Ain and the actual measured value Aout of the downward acceleration.

The abnormality processing unit 111 may determine whether the ratio α3 is a normal state or an abnormal state depending on whether the ratio α3 is equal to or greater than one threshold (for example, value 1.2) or less than the threshold. That is, the abnormality processing unit 111 determines that an abnormal state occurs when the ratio α3 is outside a predetermined range that is equal to or greater than one threshold, and the normal state when the ratio α3 is within a predetermined range that is less than one threshold. May be determined. Accordingly, the abnormality processing unit 111 can easily determine whether or not there is an abnormal state using one threshold value. This threshold value may be other than the value 1.2, or any value between the value 1.2 and the value 1.5.

When the abnormality is detected in the flight state by performing abnormality determination based on the downward acceleration command value and the actual measurement value as shown in FIG. 11B, the unmanned aircraft 100 responds to the downward acceleration command value due to some failure in the unmanned aircraft 100. It can be recognized that the acceleration is excessive. Therefore, the unmanned aerial vehicle 100 is not under appropriate flight control and cannot maintain an appropriate altitude, and therefore can recognize that there is a risk of falling.

FIG. 12A is a graph illustrating an example of a relationship between an upward speed command value Vin and an upward speed measured value Vout. The upward speed command value Vin and the upward speed actual measurement value Vout may be in a proportional relationship. In this case, the following relationship holds between the upward speed command value Vin and the upward speed measured value Vout.
Vout = α4 * Vin
“Α4” is indicated by Vout / Vin, and indicates the ratio of the actually measured value of the upward speed to the command value of the upward speed.

In the normal state, a relatively large value is obtained as the actual measured value Vout of the upward speed with respect to the upward speed command value Vin. Therefore, the value of the ratio α4 is relatively large. On the other hand, in the abnormal state, a relatively small value is obtained as the actual measured value Vout of the upward speed with respect to the upward speed command value Vin. Therefore, when the ratio α4 = a4 in the normal state and the ratio α4 = b4 in the abnormal state, the relationship of a4> b4 is established. a4 is, for example, the value 1.

In FIG. 12A, the straight line L31N shows an example of the relationship between the upward speed command value Vin and the upward speed measured value Vout in the normal state, and the straight line L31A shows the upward speed command value Vin and the upward speed in the abnormal state. An example of the relationship with the measured value of is shown. The straight line L31A indicates that the downward speed is detected even though the altitude is commanded to rise, and the unmanned aircraft 100 descends.

The abnormality processing unit 111 may obtain the upward speed command value Vin and the upward speed actual measurement value Vout. The upward speed command value Vin is a component in the direction opposite to the gravity direction of the speed command value. The actual measured value Vout of the upward speed is a component in the direction opposite to the direction of gravity of the actual measured value of speed. The abnormality processing unit 111 may determine whether the state is a normal state or an abnormal state based on the acquired upward speed command value Vin and the actually measured upward speed value Vout.

The abnormality processing unit 111 may determine whether the ratio α4 is in a normal state or an abnormal state depending on whether the ratio α4 is greater than or equal to one threshold (for example, value 0.8) or less than the threshold. That is, the abnormality processing unit 111 determines that the normal state is present when the ratio α4 is within a predetermined range that is equal to or greater than one threshold, and determines that the abnormal state is determined when the ratio α4 is outside the predetermined range that is less than one threshold. You may judge. Accordingly, the abnormality processing unit 111 can easily determine whether or not there is an abnormal state using one threshold value. The threshold value may be other than 0.8, or any value between 0.5 and 0.8.

Further, in the normal state, the actual measured value Vout of the upward speed with respect to the upward speed command value Vin is considered to be a value within a predetermined range that is assumed in advance. On the other hand, in an abnormal state, the actual measured value Vout of the upward speed with respect to the upward speed command value Vin can be considered to be a value outside a predetermined range assumed in advance.

Therefore, the abnormality processing unit 111 uses the upper threshold (for example, value 1.2) and the lower threshold (for example, value 0.8) for comparison with the ratio α4, and the ratio α4 is between the upper threshold and the lower threshold. Is within the predetermined range (for example, 0.8 ≦ α4 (= a4) ≦ 1.2), and the ratio α4 is outside the predetermined range (for example, α4 (= b4) <0.8,1). .2 <α4 (= b4)), it may be determined as an abnormal state. That is, if it is a ratio within a range of, for example, ± 20% of a value assumed as a ratio in the normal state, it is determined as a normal state. You may judge. A value other than ± 20% may be used. The value may be other than ± 20% or any value between ± 20% and ± 50%.

As shown in FIG. 12A, when the abnormality determination is performed based on the upward speed command value and the actual measurement value, the unmanned aircraft 100 responds to the upward speed command value due to some failure in the unmanned aircraft 100. It can be recognized that the speed is too low or too high. Therefore, the unmanned aerial vehicle 100 cannot recognize the appropriate altitude of the unmanned aircraft 100 and can recognize that there is a risk of falling.

In FIG. 12A, the actual measured value Vout of the upward speed with respect to the upward speed command value Vin was examined. However, even if the speed command value is downward, it is possible to determine an abnormality in the flight state. FIG. 12B is a graph showing an example of the relationship between the downward speed command value Vin and the downward speed measured value Vout. In FIG. 12B, description of processes and operations similar to those in FIG. 12A is omitted or simplified.

The downward speed command value Vin and the actual measured value Vout of the downward speed may be in a proportional relationship. In this case, the following relationship holds between the downward speed command value Vin and the downward speed measured value Vout.
Vout = α5 * Vin
“Α5” is indicated by Vout / Vin and indicates the ratio of the measured value of the downward speed to the command value of the downward speed.

In the case of the downward speed, in the normal state, the value of the actually measured value Vout of the downward speed with respect to the downward speed command value Vin is considered to be a value within a predetermined range assumed in advance. On the other hand, in the abnormal state, the actual measured value Vout of the downward speed with respect to the downward speed command value Vin can be considered to be a value outside a predetermined range assumed in advance. Furthermore, the danger of dropping the unmanned aerial vehicle 100 is high when an actually measured value Vout of an excessive speed is obtained with respect to the downward speed command value Vin. Therefore, if the ratio α5 = a5 in the normal state and the ratio α5 = b5 in the abnormal state, the relationship of a5 <b5 is established. a5 is, for example, the value 1.

In FIG. 12B, the straight line L32N shows an example of the relationship between the downward speed command value and the downward speed measured value in the normal state, and the straight line L32A shows the downward speed command value and the downward speed actual value in the abnormal state. An example of the relationship is shown. The straight line L32A indicates that an excessive downward speed is detected with respect to the downward speed command value, and the unmanned aircraft 100 is not properly flight-controlled, and the unmanned aircraft 100 descends rapidly.

The abnormality processing unit 111 may determine whether the ratio α5 is a normal state or an abnormal state depending on whether the ratio α5 is equal to or greater than one threshold value (for example, value 1.2). That is, the abnormality processing unit 111 determines that an abnormal state occurs when the ratio α5 is outside a predetermined range that is equal to or greater than one threshold, and the normal state when the ratio α5 is within a predetermined range that is less than one threshold. May be determined. Accordingly, the abnormality processing unit 111 can easily determine whether or not there is an abnormal state using one threshold value. This threshold value may be other than the value 1.2, or any value between the value 1.2 and the value 1.5.

When the abnormality determination is performed based on the downward speed command value and the actual measurement value as shown in FIG. 12B, when there is an abnormality in the flight state, the unmanned aircraft 100 responds to the downward speed command value due to some failure in the unmanned aircraft 100. You can recognize that the speed is excessive. Therefore, the unmanned aerial vehicle 100 is not under appropriate flight control and cannot maintain an appropriate altitude, and therefore can recognize that there is a risk of falling.

FIG. 13A is a schematic diagram illustrating a first presentation example of an abnormality in the flight state of the unmanned aircraft 100 by the transmitter 50. As shown in FIG. 13A, the transmitter 50 may include an abnormality display unit L3 as means for displaying an abnormality in the flight state of the unmanned aircraft 100. The abnormality display unit L3 may be configured using LEDs.

When the transmitter control unit 61 receives information on an abnormality in the flight state of the unmanned aircraft 100 via the wireless communication unit 63, the transmitter control unit 61 may display the information on the abnormality on the abnormality display unit L3. The abnormality display unit L3 may change the lighting mode (for example, lighting, blinking, and extinguishing) of the LED when receiving information regarding the abnormality in the flight state. The abnormality display unit L3 may change the color of the LED (for example, change it to red) when receiving information related to abnormality in the flight state. The abnormality display unit L3 may change the blinking pattern of the LED when information related to an abnormality in the flight state is received. In FIG. 13A, the abnormality display portion L3 is lit to indicate that there is an abnormality in the flight state.

FIG. 13B is a schematic diagram illustrating a second presentation example of an abnormality in the flight state of the unmanned aircraft 100 by the transmitter 50.

When the transmitter control unit 61 receives information on the abnormality in the flight state of the unmanned aircraft 100 via the wireless communication unit 63, the transmitter control unit 61 may display the information on the abnormality on the display unit DP. The transmitter control unit 61 may display the information on the flight state abnormality received via the wireless communication unit 63 as it is on the display unit DP, or may process the received information on the flight state abnormality. You may display on display part DP. In FIG. 13B, the display unit DP displays a text message “A flight abnormality has occurred!” As an example of a message for notifying abnormality. It should be noted that other text messages may be displayed on the display unit DP, and specific contents regarding the abnormality in the flight state (for example, information indicating an actual acceleration value) may be displayed. A predetermined figure or symbol may be displayed to indicate an abnormality.

As shown in FIG. 13A or FIG. 13, the unmanned aircraft 100 notifies the transmitter 50 of an abnormality in the flight state, and the transmitter 50 displays information related to the abnormality, so that the operator of the transmitter 50 can Can confirm the abnormal flight status. Therefore, the operator may operate the unmanned aircraft 100 in which an abnormality has occurred using the transmitter 50 to change the flight parameters of the unmanned aircraft 100 and attempt to stabilize the flight state of the unmanned aircraft 100. it can.

Next, an operation example of the unmanned aircraft 100 will be described.
FIG. 14A and FIG. 14B are flowcharts showing an operation example of the unmanned aerial vehicle 100.

First, the abnormality processing unit 111 acquires an actual measurement value of acceleration, for example, in the normal control mode (S11).

The abnormality processing unit 111 calculates a motion vector (value of the gravity direction component) in the gravity direction of the actually measured value of the acquired acceleration (S12). Here, it is assumed that the value of the gravity direction component of the actually measured acceleration value is indicated by the actually measured value of upward acceleration.

The abnormality processing unit 111 determines whether or not the value of the gravity direction component of the measured acceleration value is equal to or less than a threshold th11 (for example, −10 m / s ² , that is, 1 G) (S13). That is, the abnormality processing unit 111 determines whether or not the actually measured value of the upward acceleration is equal to or less than the threshold th11. Note that when the unmanned aerial vehicle 100 is descending, the actual measured value of the upward acceleration is a negative value. The threshold value th11 has a value opposite to that of the threshold value th1. If the value of the gravity direction component of the measured acceleration value is greater than the threshold th11 (No in S13), the process proceeds to S11.

When the unmanned aerial vehicle 100 falls freely, it will fly at an upward acceleration equal to or less than the threshold th11. On the other hand, when the unmanned aircraft 100 descends, for example, by an operation by the transmitter 50, the unmanned aircraft 100 flies at an upward acceleration equal to or higher than the threshold th11. Therefore, it is possible to distinguish the free fall and the descent due to the operation by the threshold th11.

When the value of the gravity direction component of the measured acceleration value is equal to or less than the threshold th11 (Yes in S13), the abnormality processing unit 111 performs a predetermined time T1 after the value of the gravity direction component of the measured acceleration value is equal to or less than the threshold th11. It is determined whether (for example, 1 second) has elapsed (S14). If the predetermined time T1 has not elapsed since the value of the gravity direction component of the measured acceleration value is equal to or less than the threshold th11 (No in S14), the process proceeds to S11.

When a predetermined time T1 has elapsed since the value of the gravity direction component of the actually measured acceleration value is equal to or less than the threshold th11 (Yes in S14), the signal determination unit 112 receives an operation input from the transmitter 50 via the communication interface 150. It is determined whether or not a signal has been acquired (S15). When the operation input signal is not acquired, the process proceeds to S19.

When the operation input signal is acquired, the abnormality processing unit 111 acquires the flight parameter command value included in the operation input signal (S16).

The abnormality processing unit 111 acquires the actual flight parameter measurement value that is the same as the flight parameter command value acquired in S16 (S17).

The abnormality processing unit 111 determines whether or not the ratio between the flight parameter command value and the flight parameter measured value is outside a predetermined range (S18). If the ratio between the flight parameter command value and the flight parameter measured value is within the predetermined range (No in S18), the process proceeds to S11. That is, the abnormality processing unit 111 determines that the descent of the unmanned aircraft 100 is due to the operator's intention and that there is no abnormality in the flight state.

When the ratio between the flight parameter command value and the flight parameter actual measurement value is outside the predetermined range (Yes in S18), the abnormality processing unit 111 determines that the flight state of the unmanned aircraft 100 is abnormal. That is, the abnormality processing unit 111 recognizes that the unmanned aircraft 100 exhibits a behavior that does not conform to the intention of the operator of the transmitter 50 due to an abnormality such as a failure.

The abnormality processing unit 111 acquires the operation input signal through S15 to S18, but when the unmanned aircraft 100 continues to descend, the abnormal processing unit 111 refers to the actually measured value for the flight parameter command value (that is, the response of the unmanned aircraft 100), It is possible to determine whether or not the unmanned aircraft 100 is descending due to a failure or the like. For example, if the ratio of the actual measurement value / command value of the flight parameter is smaller than that at the normal time, it can be determined that a failure with insufficient ascending force has occurred. For example, the abnormality processing unit 111 can detect the occurrence of a failure when an actual measurement value of a downward acceleration or a downward speed is detected with respect to an upward acceleration command or an upward speed command.

When the ratio between the flight parameter command value and the actual flight parameter value is outside the predetermined range (Yes in S18), the control mode changing unit 113 changes the control mode to the safe control mode (S19). Here, it is changed to the second safety control mode.

The drive current setting unit 115 sets the drive current of the rotor blade 211 to a predetermined current (for example, the maximum drive current) by increasing the drive current before changing to the safe control mode (S21). The drive current setting unit 115 sends the set drive current command value to the rotary blade control unit 116.

The altitude acquisition unit 114 acquires altitude information related to the altitude of the unmanned aircraft 100 (S22). Altitude information may be acquired periodically. The altitude acquisition unit 114 sends altitude information to the rotor blade control unit 116.

The rotating blade control unit 116 determines whether or not the altitude indicated by the acquired altitude information is a predetermined altitude H1 (for example, 5 m) or less (S23). When the altitude indicated by the altitude information is higher than the predetermined altitude H1 (No in S23), the process proceeds to S22.

When the altitude indicated by the altitude information is equal to or less than the predetermined altitude H1 (Yes in S23), the rotary blade control unit 116 stops the rotation of the rotary blade 211 (S24).

14A and 14B, the unmanned aerial vehicle 100 determines the presence / absence of an abnormality in the flight state using the actual measurement value of the flight parameter. When there is an abnormality in the flight state, the unmanned aircraft 100 can consider that the rotating rotor blade 211 does not directly contact an object (including a human body) by shifting the control mode to the safety control mode. Thereby, the unmanned aerial vehicle 100 can reduce the impact force on the object due to the rotation of the rotary wing 211. Therefore, the unmanned aerial vehicle 100 can suppress the destruction of the object and reduce human injury.

Further, when the unmanned aerial vehicle 100 has a large acceleration in the direction of gravity, it can be determined that the unmanned aerial vehicle 100 is in a state close to free fall. In this case, it is possible to estimate that the unmanned aircraft 100 is not under the control of the operator of the transmitter 50, and it can be determined that the flight state is abnormal. This is because a state close to free fall is not detected when the transmitter 50 is under the control of the operator.

In addition, the unmanned aircraft 100 can determine that there is an abnormality in the flight state on the basis that the time during which the acceleration in the direction of gravity is large continues. Therefore, the unmanned aerial vehicle 100 can suppress the determination that the unmanned aircraft 100 is abnormal although there is no abnormality in the flight state, for example, when the unmanned aircraft 100 suddenly falls due to a sudden gust of wind, and improves the detection accuracy of the abnormality. it can.

Further, when the operation input signal is not acquired in S15, the unmanned aircraft 100 recognizes that the unmanned aircraft 100 is not under the control of the operator of the transmitter 50, and determines that the flight state is abnormal. it can. Therefore, the unmanned aircraft 100 detects the abnormality in the flight state and changes to the safety control mode even when the transmitter 50 goes off the scheduled flight course and the transmitter 50 and the unmanned aircraft 100 cannot communicate with each other. it can.

In addition, when the ratio between the flight parameter command value and the flight parameter actual measurement value is outside the predetermined range, the unmanned aircraft 100 has a command value due to an abnormality in various sensors or the rotary wing mechanism 210 of the unmanned aircraft 100. It can be detected that the operation of the unmanned aerial vehicle 100 has not been reached. Therefore, the unmanned aerial vehicle 100 can detect that the flight state of the unmanned aerial vehicle 100 is an abnormal state, rather than performing a flight operation on the command value related to the descent of the unmanned aircraft 100. In addition, the determination accuracy of the flight state abnormality can be improved by combining the determination of whether or not the state is close to free fall and the determination of the value based on the actually measured value for the flight parameter command value.

Also, the flight parameters for which the command value and the actually measured value are compared may include the driving current, the acceleration of the unmanned aircraft 100, and the speed of the unmanned aircraft 100. Therefore, unmanned aerial vehicle 100 can detect an abnormality in rotary wing mechanism 210 when the flight parameter includes a drive current. For example, when a frictional force due to deterioration occurs between the rotor blade 211 and its rotating shaft (not shown), the rotational force of the rotor blade 211 based on the drive current is regulated by the frictional force, and the drive current command value The measured value of the drive current can be reduced. In this case, when the measured value of the drive current with respect to the command value of the drive current has reached a predetermined range, an abnormality in the flight state can be detected. Further, when the flight parameter includes acceleration, the unmanned aircraft 100 is accelerated by the rotation of the rotary wing 211 by the rotary wing mechanism 210. Therefore, if the rotary wing mechanism 210 is normal, a sensor for detecting acceleration is used. Abnormality (for example, inertial measurement device 250) can be detected. In addition, when the flight parameter includes speed, the unmanned aircraft 100 moves due to the rotation of the rotary wing 211 by the rotary wing mechanism 210. Therefore, if the rotary wing mechanism 210 is normal, a sensor for detecting the speed. Abnormalities (for example, inertial measurement device 250, barometric altimeter 270, ultrasonic altimeter 280) can be detected.

In addition, the unmanned aircraft 100 can determine the abnormality of the flight state according to the intention of the operator of the transmitter 50 by acquiring the flight parameter command value included in the operation input signal.

In S15 to S18, instead of the flight parameter included in the operation input signal, the flight parameter included in the setting information related to the abnormality determination program stored in the memory 160 may be used. Thereby, the unmanned aircraft 100 can determine whether there is an abnormality in the flight state using the command value of the flight parameter and the actual measurement value without acquiring the operation input signal from the transmitter 50. Therefore, the unmanned aerial vehicle 100 uses the flight parameter command value and the actual measurement value included in the setting information to determine whether the flight state is abnormal even if the wireless communication environment is poor due to the positional relationship between the unmanned aircraft 100 and the transmitter 50, for example. Can be implemented.

In FIG. 14A, the abnormality processing unit 111 may determine whether there is an abnormality in the flight state without considering the acquisition of the operation input signal from the transmitter 50. That is, when S15 to S18 are omitted and S14 is Yes, the process may proceed to S19.

In FIG. 14A, the abnormality processing unit 111 may omit the determination of the elapse of the predetermined time T1 in S14. Thereby, the unmanned aerial vehicle 100 can shorten the period required for the determination of the abnormality of the flight state.

In FIG. 14A, the abnormality processing unit 111 repeats the processes of S11 to S13 a predetermined number of times, and at any time, when the value of the gravity direction component of the measured acceleration value is equal to or less than the threshold th11, the process proceeds to S14. You can proceed.

In FIG. 14B, the rotary wing controller 116 may omit stopping the rotation of the rotary wing 211 when the altitude of the unmanned aircraft 100 is equal to or lower than the predetermined altitude H1. That is, S22 to S24 may be omitted.

(Second Embodiment)
The second embodiment exemplifies that the safety control mode includes a control mode for operating the airbag.

The flight system 10A (not shown) in the second embodiment includes an unmanned aerial vehicle 100A (see FIGS. 15 and 16) and a transmitter 50. In the second embodiment, the description of the same configuration and operation as in the first embodiment is omitted or simplified.

FIG. 15 is a block diagram illustrating an example of a hardware configuration of the unmanned aircraft 100A. Compared to the unmanned aerial vehicle 100 in the first embodiment, the unmanned aircraft 100 A further includes an airbag 310 and a gas generator 320, and includes a UAV control unit 110 A instead of the UAV control unit 110. In the unmanned aircraft 100A of FIG. 15, the same components as those of the unmanned aircraft 100 of FIG. 4 are denoted by the same reference numerals, and the description thereof is omitted or simplified. The airbag 310 is an example of a cushioning material.

The airbag 310 may be accommodated in the UAV main body 102 in the contracted state. The airbag 310 may be folded, rolled, or bundled in the deflated state. The air bag 310 may be formed of a woven fabric, air bag, elastomeric material, or other flexible material. The airbag 310 may be formed of nylon fabric, polyester fabric, or vinyl chloride.

In the deployed state, the airbag 310 receives the gas from the gas generator 320 and deploys toward the outside of the UAV main body 102. The airbag 310 is deployed so as to surround the plurality of rotary blades 211. The airbag 310 in the deployed state may be a sphere, ellipse, cylinder, prism, torus, deer drop, flattened sphere or ellipse, other polygon, ball, or other shape. Good.

The number of airbags 310 is arbitrary, and may be one, the same as the number of rotor blades 211, or any other number. A plurality of rotor blades 211 may be surrounded by one airbag 310 in the deployed state. Each of the plurality of airbags 310 may surround each of the plurality of rotor blades 211 in the deployed state. When one airbag 310 is deployed, two or more of the plurality of rotor blades 211 are surrounded by the plurality of rotor blades 211 so that all of the plurality of rotor blades 211 are surrounded by the plurality of airbags 310. It's okay.

The gas generator 320 may be connected to the airbag 310 via a flow path, pipe, passage, opening, or other connection. The gas generator 320 may ignite at a predetermined timing, generate a gas by a chemical reaction by combustion, and supply the gas to the airbag 310. The gas generator 320 may supply gas to the airbag 310 by previously putting gas in a tank, starting gas ejection at a predetermined timing. The number of gas generators 320 is arbitrary, and may be one, the same as the number of airbags 310, or any other number.

FIG. 16 is a block diagram illustrating an example of a functional configuration of the UAV control unit 110A. Compared to the UAV control unit 110, the UAV control unit 110A further includes a deployment control unit 118. The deployment control unit 118 is an example of a second control unit and a third control unit. In the UAV control unit 110A of FIG. 16, the same components as those of the UAV control unit 110 of FIG. 5 are denoted by the same reference numerals, and the description thereof is omitted or simplified.

The deployment control unit 118 controls the airbag 310 to be deployed at a predetermined timing. For example, when the abnormality control unit 111 determines that the flight state of the unmanned aircraft 100A is abnormal, the deployment control unit 118 generates gas at a predetermined timing (for example, when the flight altitude drops to the predetermined altitude H1). A deployment command is sent to the device 320. The gas generator 320 ignites in response to the ignition command from the deployment controller 118 and deploys the airbag 310.

Next, the transition of the control mode of the unmanned aircraft 100A will be described.

FIG. 17 is a schematic diagram showing a transition example of the control mode of the unmanned aircraft 100A. FIG. 17 shows a state in which the unmanned aircraft 100A falls into an unexpected situation, the aircraft descends, and falls.

First, the control mode changing unit 113 sets the control mode to the normal control mode (T41). If there is an abnormality in the flight state of the unmanned aircraft 100A in the normal control mode (T42), the control mode changing unit 113 changes the control mode to the safety control mode. In this transition example, a transition is made to the fourth safety control mode. The fourth safety control mode is a control mode in which the airbag 310 is deployed so as to cover the rotor blades 211 of the unmanned aircraft 100A at a predetermined altitude H1 (for example, 5 m). The predetermined altitude H1 is an example of a third predetermined altitude.

In the fourth safety control mode, the drive current setting unit 115 increases the command value of the drive current more than the command value of the drive current before the change to the fourth safety control mode. Thereby, the rotational speed of the rotary wing 211 increases (T43), the lift in the direction opposite to the direction of gravity (that is, the direction in which the unmanned aircraft 100A rises) is increased, and the upward acceleration increases.

When the unmanned aircraft 100A descends and the deployment control unit 118 detects that the actually measured altitude acquired by the altitude acquisition unit 114 is a predetermined altitude H1 (for example, 5 m), the deployment control unit 118 sends a deployment command to the gas generator 320. Then, the airbag 310 is ignited to deploy the airbag 310 (T44).

The predetermined altitude H1 serving as a threshold for deploying the airbag 310 may be a value other than 5 m. When considering reducing the injury of a person existing on the ground, the threshold may be set to 5 m, which is higher than the height assumed for the person. In addition, when considering reducing damage to a specific structure built on the ground (for example, a structure with insufficient durability against external force, a structure such as an important cultural property), it is assumed as the structure. It may be set to an arbitrary threshold value that is higher than a certain height.

The fourth safety control mode is useful when the unmanned aerial vehicle 100A does not respond very much to the command value of the flight parameter. This is because the flight control of the unmanned aircraft 100A can hardly be performed, and the descent speed of the unmanned aircraft 100A cannot be sufficiently reduced. The case where the unmanned aircraft 100A does not respond so much may indicate a case where the ratio of the actually measured value to the command value of the flight parameter is less than 0.3.

According to the fourth safety control mode, the unmanned aircraft 100A can suppress contact of an object with the rotor wing 211 by surrounding the rotor wing 211 with the airbag 310. In addition, the unmanned aircraft 100A has a high possibility that a portion in contact with the object becomes a cushioning material, and can reduce the impact force on the object. In addition, the unmanned aerial vehicle 100A suppresses a reduction in lift due to the rotor 310 being surrounded by the airbag 310 by deploying the airbag 310 after the unmanned aircraft 100A descends to a predetermined altitude H1. An increase in the risk due to the unmanned aircraft 100A falling at a high speed can be suppressed.

Next, a structural example of the unmanned aerial vehicle 100A with the airbag 310 deployed will be described. Here, “downward” is the direction of the imaging device 220 as viewed from the UAV body 102 (for example, the direction of gravity). “Upward” is a direction opposite to the imaging device 220 viewed from the UAV main body 102 (for example, a direction opposite to the direction of gravity). “Side” is a direction perpendicular to the lower side and the upper side.

FIG. 18A is a front view showing an example of the unmanned aerial vehicle 100A in a state where the airbag 310 is deployed when the four rotor blades 211 are covered by one airbag 310. FIG.

The unmanned aerial vehicle 100A may include one airbag 310 and a plurality of (for example, four) rotating blades 211. The airbag 310 may surround at least a part of the outer periphery of the plurality of rotor blades 211 in the deployed state.

Since one airbag 310 surrounds the outer periphery of the plurality of rotor blades 211, for example, when the unmanned aircraft 100A rapidly drops, the plurality of rotor blades 211 contact the airbag 310 before contacting an object. The possibility increases. Therefore, the unmanned aircraft 100A can reduce the possibility of an object coming into contact with the rotating rotor blades 211, and can reduce damage to the object by the rotating rotor blades 211.

In addition, the unmanned aircraft 100A surrounds the entire rotor wing 211 with a single airbag 310, thereby preventing airflow between the rotor wings 211. For example, the unmanned aircraft 100A can easily take a horizontal attitude, and can take a flight attitude. It becomes easy to stabilize.

FIG. 18B is a front view showing a first example of the unmanned aerial vehicle 100A seen through a part of the airbag 310 of FIG. 18A.

The UAV main body 102 has an upper housing 102a and a lower housing 102b. The upper housing 102a is located above the lower housing 102b. The lower housing 102b is located below the upper housing 102a. The upper housing 102 a may have an opening 103. The opening 103 may be formed in the central portion 102c of the cross section when the UAV main body 102 is viewed from above in the upper housing 102a. The UAV main body 102 may have an accommodating portion 104 for accommodating the airbag 310 in a contracted state inside the UAV main body 102 by connecting to the opening 103. The shape of the accommodating part 104 and the arrangement position in the UAV main body 102 are arbitrary. Note that a container (not shown) for housing the airbag 310 in a contracted state may be provided separately from the UAV main body 102. In this case, the container may be provided near the opening 103.

When the airbag 310 is supplied with gas from the gas generator 320 under the control of the deployment control unit 118, the airbag 310 is released from the contracted state stored in the storage unit 104 to the outside of the UAV main body 102 through the opening 103. Expanded state. In this case, the airbag 310 deploys around the plurality of rotating blades 211. The airbag 310 first covers the side of the upper casing 102a of each of the plurality of rotor blades 211 on the central portion 102c side. Next, the airbag 310 covers each of the plurality of rotor blades 211. Next, the airbag 310 covers the side of each of the plurality of rotor blades 211 on the outer peripheral side (the side opposite to the central portion 102c side). Next, the airbag 310 may cover at least a part of the lower part on the outer peripheral side of each of the plurality of rotor blades 211.

In the unmanned aircraft 100A, the airbag 310 wraps around the opening 103 of the UAV main body 102 and surrounds at least a part (for example, the upper side and the side) of the plurality of rotor blades 211. Even when falling, it is possible to avoid the rotating blade 211 from coming into contact with an object. Therefore, even if the rotary blade 211 is rotating, damage to the object by the rotating rotary blade 211 can be reduced.

FIG. 18C is a front view showing a second example of the unmanned aerial vehicle 100A seen through a part of the airbag 310 of FIG. 18A. FIG. 18D is a plan view of unmanned aerial vehicle 100A of FIG. 18C as viewed from above.

The upper housing 102a and the lower housing 102b of the UAV main body may have an opening 105 at the side end. The opening 105 may be formed including the arrangement position of the rotor blade 211 in a cross section when the UAV main body 102 is viewed from above. The UAV main body 102 may have an accommodating portion 106 for accommodating the airbag 310 in a contracted state inside the UAV main body 102 by connecting to the opening 105. The shape of the accommodating part 106 and the arrangement position in the UAV main body 102 are arbitrary.

When the airbag 310 is supplied with gas from the gas generator 320 under the control of the deployment control unit 118, the airbag 310 is released from the contracted state stored in the storage unit 106 to the outside of the UAV main body 102 through the opening 105. Expanded state. In this case, the airbag 310 deploys around the plurality of rotating blades 211. The airbag 310 first covers the lower part of the outer peripheral side of each of the plurality of rotor blades 211. Next, the airbag 310 covers the outer peripheral side of each of the plurality of rotor blades 211. Next, the airbag 310 may cover at least a part of the upper part of each of the plurality of rotor blades 211.

In the unmanned aircraft 100A, the airbag 310 wraps around the opening 105 of the UAV main body 102 and surrounds at least a part (for example, the lower side and the side) of the plurality of rotor blades 211. Even when falling, it is possible to avoid the rotating blade 211 from coming into contact with an object. Therefore, even if the rotary blade 211 is rotating, damage to the object by the rotating rotary blade 211 can be reduced.

In addition, even if the unmanned aircraft 100A generates an airflow due to the descent of the unmanned aircraft 100A, the airflow tends to apply a force to the airbag 310 in the direction opposite to the gravity direction. Therefore, the unmanned aircraft 100A can easily cover the lower side and the side of the rotary wing 211 with the airbag 310. Therefore, the probability that the unmanned aircraft 100A can suitably surround the rotor wing 211 by the airbag 310 is increased even for a short time immediately before the ground drop.

FIG. 19A is a front view showing an example of the unmanned aerial vehicle 100A in a state where the airbag 310 is deployed when the four rotor blades 211 are covered by the four airbags 310. FIG.

The unmanned aircraft 100A may include a plurality (for example, four) of airbags 310 and a plurality (for example, four) of rotating blades 211. Each of the plurality of airbags 310 may surround at least a part of the periphery of each of the plurality of rotor blades 211 in the deployed state.

Each of the plurality of airbags 310 surrounds the outer periphery of each of the plurality of rotor blades 211. For example, when the unmanned aircraft 100A rapidly drops, the airbags before the rotor blades 211 come into contact with an object. The possibility of contacting 310 increases. Therefore, the unmanned aircraft 100A can reduce the possibility of an object coming into contact with the rotating rotor blades 211, and can reduce damage to the object by the rotating rotor blades 211.

Moreover, since it is sufficient that one airbag 310 surrounds one rotor blade 211, the size of one airbag 310 can be reduced. Therefore, the storage space of the airbag 310 is reduced, and the space in the main body of the unmanned aircraft 100A can be effectively used. Further, since the size of the airbag 310 is small, the unmanned aircraft 100A can shorten the time from the deployment command of the airbag 310 to the completion of deployment, and can improve the safety around the rotor blade 211 at an early stage.

FIG. 19B is a front view showing an example of an unmanned aerial vehicle 100A seen through a part of the airbag 310 of FIG. 19A. FIG. 19C is a plan view of the unmanned aerial vehicle 100A of FIG. 19B as viewed from above.

The upper casing 102a and the lower casing 102b of the UAV main body 102 may have a plurality of (for example, four) openings 107 at the side ends. Each of the plurality of openings 107 may be formed around each arrangement position of the rotor blades 211 in a cross section when the UAV main body 102 is viewed from above.

The UAV main body 102 may have a plurality (for example, four) of accommodating portions 108 for accommodating the airbag 310 in a contracted state inside the UAV main body 102 by connecting to each of the plurality of openings 107. The shape of the plurality of accommodating portions 108 and the arrangement position in the UAV main body 102 are arbitrary. Further, a plurality of containers (not shown) for accommodating the airbag 310 in a contracted state may be provided separately from the UAV main body 102. In this case, each of the plurality of containers may be provided in the vicinity of each of the plurality of openings 107.

When each airbag 310 is supplied with gas from the gas generator 320 under the control of the deployment control unit 118, each airbag 310 is in a contracted state housed in each of the plurality of housing portions 108 through each of the plurality of openings 107. Then, it is released to the outside of the UAV main body 102 to be in a developed state. In this case, each airbag 310 is deployed around each rotor blade 211. Each airbag 310 first covers the lower side of each rotor blade 211. Next, each airbag 310 covers the outer peripheral side and the central part 201c side of each rotor blade 211. Each air bag 310 may then cover at least a portion above each rotor blade 211.

In the unmanned aerial vehicle 100A, each of the plurality of airbags 310 wraps around each of the openings 105 of the UAV main body 102 and surrounds at least a part of each of the plurality of rotor blades 211 (for example, the lower side and the side). As a result, the unmanned aircraft 100A can avoid the rotating wings 211 from contacting an object even when the unmanned aircraft 100A falls in the direction of gravity from the imaging device 220 side. Therefore, even if the rotary blade 211 is rotating, damage to the object by the rotating rotary blade 211 can be reduced.

Next, an operation example of the unmanned aircraft 100A will be described.

FIG. 20 is a flowchart showing an operation example of the unmanned aerial vehicle 100A. In FIG. 20, the same steps as those shown in FIGS. 14A and 14B are denoted by the same step numbers, and description thereof is omitted or simplified.

First, although not shown, the unmanned aerial vehicle 100A executes the processing of S11 to S19 in FIG. 14A as in the first embodiment. By the process of S19, the control mode of the unmanned aircraft 100A transitions to a fourth safety control mode, which is one of the safety control modes. When transitioning to the fourth safety control mode, the unmanned aerial vehicle 100A performs the processes of S21 to S24.

When the rotation of the rotary blade 211 stops in S24, the deployment control unit 118 deploys the airbag 310 (S31).

20, since at least a part of the periphery of the rotor blade 211 is covered with the airbag 310, the unmanned aircraft 100A can suppress the airbag 310 from directly contacting an object.

Further, the deployment control unit 118 may deploy the airbag 310 when the rotation of the rotary blade 211 is stopped. Whether or not the rotation of the rotary blade 211 is stopped may be determined by the rotary blade control unit 116. The rotor control unit 116 acquires detection information from, for example, an infrared sensor (not shown) or a magnetic sensor (not shown) included in the unmanned aircraft 100A, and whether or not the rotation of the rotor 211 is stopped based on this detection information. May be determined. The rotary blade control unit 116 is an example of a second determination unit.

Unmanned aerial vehicle 100 A can suppress damage to airbag 310 due to rotation of rotating blade 211 by deploying airbag 310 when rotation of rotating blade 211 is stopped. Therefore, there is a high possibility that the rotor blades 211 are protected by the undamaged airbag 310, and the unmanned aircraft 100A can reduce damage to objects.

As mentioned above, although this indication was explained using an embodiment, the technical scope of this indication is not limited to the range given in the above-mentioned embodiment. It will be apparent to those skilled in the art that various modifications and improvements can be made to the embodiment described above. It is also apparent from the scope of the claims that the embodiments added with such changes or improvements can be included in the technical scope of the present disclosure.

The execution order of each process such as operation, procedure, step, and stage in the apparatus, system, program, and method shown in the claims, the description, and the drawings is particularly “before” or “prior to”. ”And the like, and can be realized in any order unless the output of the previous process is used in the subsequent process. Regarding the operation flow in the claims, the description, and the drawings, even if it is described using “first”, “next”, etc. for convenience, it means that it is essential to carry out in this order. is not.

10 Flight System 50 Transmitter 50B Housing 53L Left Control Rod 53R Right Control Rod 61 Transmitter Control Unit 63

Wireless Communication Unit

100, 100A Unmanned Aircraft 102 UAV Main Body 102a Upper Housing

102b Lower Housing

103, 105, 107

Opening

104 , 106, 108

accommodation unit

110, 110A UAV control unit 111 abnormality processing unit 112 signal determination unit 113 control mode change unit 114 altitude acquisition unit 115 drive current setting unit 116 rotor blade control unit 117 voice control unit 118 deployment control unit 150 communication interface 160 Memory 200 Gimbal 210 Rotary blade mechanism 211 Rotary blade 212 Drive motor 213

Current sensor

220, 230 Imaging device 240 GPS receiver 250 Inertial measurement device 260 Magnetic compass 270 Barometric altimeter 280 Ultrasonic altimeter 290 Speaker 310 Air bag 32 0 Gas generator AN1, AN2 Antenna B1 Power button B2 RTH button DP Display part L1 Remote status display part L2 Battery residual quantity display part L3 Abnormal display part OPS Operation part set

Claims

A flight control method for controlling a control mode during flight of an unmanned aerial vehicle,
Detecting an abnormal flight state of the unmanned aerial vehicle;
If an abnormality in the flight state is detected, changing the control mode to a safe control mode;
A flight control method.
When the abnormality of the flight state is detected, further comprising the step of transmitting information relating to the abnormality to an operating device that instructs control of the unmanned aircraft.
The flight control method according to claim 1.
The step of detecting an abnormality in the flight state includes:
Obtaining acceleration in the direction of gravity of the unmanned aircraft;
When the acceleration in the direction of gravity of the unmanned aircraft is greater than or equal to a predetermined value, the step of determining the flight state as abnormal,
The flight control method according to claim 1, comprising:
The step of detecting an abnormality in the flight state includes:
Obtaining acceleration in the direction of gravity of the unmanned aircraft;
Determining that the flight state is abnormal when a state in which the acceleration of the unmanned aircraft in the gravitational direction is equal to or greater than a predetermined value continues for a predetermined time;
The flight control method according to claim 1, comprising:
Further including the step of determining the presence or absence of an operation input signal from an operating device that instructs control of the unmanned aircraft,
The step of changing to the safety control mode includes the step of changing the control mode to the safety control mode when there is no operation input signal.
The flight control method according to any one of claims 1 to 4.
The step of detecting an abnormality in the flight state includes:
When there is the operation input signal, obtaining a command value of a parameter indicating the flight state based on the operation input signal;
Obtaining an actual measurement value of the parameter;
When the measured value of the parameter with respect to the command value of the parameter is outside a predetermined range, changing the control mode to the safety control mode;
The flight control method according to claim 5, comprising:
The parameter includes at least one of a driving current of a rotor blade of the unmanned aircraft, an acceleration of the unmanned aircraft, and a speed of the unmanned aircraft.
The flight control method according to claim 6.
The command value of the parameter is acquired from an operating device that instructs control of the unmanned aircraft.
The flight control method according to claim 6 or 7.
The command value of the parameter is included in setting information held by the memory of the unmanned aircraft.
The flight control method according to claim 6 or 7.
In the safety control mode, the method further includes a step of setting a drive current for driving the rotor wing of the unmanned aircraft to a predetermined current larger than the drive current.
The flight control method according to any one of claims 1 to 9.
In the safety control mode,
Detecting the flight altitude of the unmanned aerial vehicle;
When the flight altitude is less than or equal to a first predetermined altitude, stopping the rotation of the rotor blades of the unmanned aircraft;
The flight control method according to any one of claims 1 to 9, further comprising:
In the safety control mode,
Detecting the flight altitude of the unmanned aerial vehicle;
Outputting a warning sound indicating an abnormality in the flight state when the flight altitude falls below a second predetermined altitude;
The flight control method according to any one of claims 1 to 9, further comprising:
In the safety control mode,
Detecting the flight altitude of the unmanned aerial vehicle;
Deploying a cushioning material surrounding at least a portion of the rotor blades of the unmanned aerial vehicle when the flight altitude falls below a third predetermined altitude;
The flight control method according to any one of claims 1 to 9, further comprising:
In the safety control mode,
Determining whether the rotation of the rotor of the unmanned aircraft has stopped;
If the rotation of the rotor blades of the unmanned aircraft does not stop, deploying a cushioning material surrounding at least a part of the rotor blades of the unmanned aircraft; and
The flight control method according to claim 11, comprising:
The cushioning material surrounds at least a part of the outer periphery of the plurality of rotor blades of the unmanned aircraft in the deployed state of the cushioning material.
The flight control method according to any one of claims 13 and 14.
The cushioning material is expanded so as to cover at least the lower side and the side of the rotor blade,
The flight control method according to claim 15.
The unmanned aerial vehicle includes a plurality of rotor blades and a plurality of cushioning materials,
Each of the cushioning materials surrounds at least a part of the periphery of each of the rotor blades in the deployed state of the cushioning material.
The flight control method according to claim 13 or 14.
An unmanned aerial vehicle that controls the control mode during flight,
A detection unit for detecting an abnormality in a flight state of the unmanned aircraft;
When an abnormality in the flight state is detected, a changing unit that changes the control mode to a safe control mode;
An unmanned aircraft equipped with.
A communication unit that transmits information regarding the abnormality to an operating device that instructs control of the unmanned aircraft when an abnormality in the flight state is detected;
The unmanned aerial vehicle according to claim 18.
The detector is
Obtain the acceleration in the direction of gravity of the unmanned aircraft,
When the acceleration in the gravitational direction of the unmanned aircraft is greater than or equal to a predetermined value, the flight state is determined to be abnormal.
An unmanned aerial vehicle according to claim 18 or 19.
The detector is
Obtain the acceleration in the direction of gravity of the unmanned aircraft,
When the state in which the acceleration in the gravity direction of the unmanned aircraft is equal to or greater than a predetermined value continues for a predetermined time, the flight state is determined to be abnormal.
An unmanned aerial vehicle according to claim 18 or 19.
A first determination unit that determines the presence or absence of an operation input signal from an operation device that instructs control of the unmanned aircraft;
The change unit changes the control mode to the safety control mode when there is no operation input signal.
The unmanned aerial vehicle according to any one of claims 18 to 21.
The detector is
When there is the operation input signal, obtain a command value of a parameter indicating the flight state based on the operation input signal,
Obtain the measured value of the parameter,
The changing unit changes the control mode to the safety control mode when the measured value of the parameter with respect to the command value of the parameter is out of a predetermined range.
The unmanned aerial vehicle according to claim 22.
The parameter includes at least one of a driving current of a rotor blade of the unmanned aircraft, an acceleration of the unmanned aircraft, and a speed of the unmanned aircraft.
24. An unmanned aerial vehicle according to claim 23.
The command value of the parameter is acquired from an operating device that instructs control of the unmanned aircraft.
An unmanned aerial vehicle according to claim 23 or 24.
The command value of the parameter is included in setting information held by the memory of the unmanned aircraft.
An unmanned aerial vehicle according to claim 23 or 24.
The safety control mode further includes a setting unit that sets a drive current for driving the rotor blades of the unmanned aircraft to a predetermined current larger than the drive current.
The unmanned aerial vehicle according to any one of claims 18 to 26.
In the safety control mode, an acquisition unit for acquiring a flight altitude of the unmanned aircraft;
A first control unit for stopping rotation of a rotor blade of the unmanned aircraft when the flight altitude is equal to or lower than a first predetermined altitude;
The unmanned aerial vehicle according to any one of claims 18 to 26, further comprising:
In the safety control mode,
An acquisition unit for acquiring a flight altitude of the unmanned aircraft;
An output unit that outputs a warning sound indicating an abnormality in the flight state when the flight altitude is equal to or lower than a second predetermined altitude;
The unmanned aerial vehicle according to any one of claims 18 to 26, further comprising:
In the safety control mode,
An acquisition unit for acquiring a flight altitude of the unmanned aircraft;
A second control unit that deploys a cushioning material that surrounds at least a part of the rotor wing of the unmanned aerial vehicle when the flight altitude is equal to or lower than a third predetermined altitude;
The unmanned aerial vehicle according to any one of claims 18 to 26, further comprising:
In the safety control mode, a second determination unit that determines whether rotation of the rotor blades of the unmanned aircraft has stopped,
A third control unit that deploys a cushioning material that surrounds at least a part of the rotor blades of the unmanned aircraft when rotation of the rotor blades of the unmanned aircraft does not stop;
Further comprising
The unmanned aerial vehicle according to claim 28.
The cushioning material surrounds at least a part of the outer periphery of the plurality of rotor blades of the unmanned aircraft in the deployed state of the cushioning material.
The unmanned aerial vehicle according to claim 30 or 31.
The cushioning material is expanded so as to cover at least the lower side and the side of the rotor blade,
An unmanned aerial vehicle according to claim 32.
A plurality of rotor blades and a plurality of buffer materials;
Each of the cushioning materials surrounds at least a part of the periphery of each of the rotor blades in the deployed state of the cushioning material.
The unmanned aerial vehicle according to claim 30 or 31.
A flight system comprising an unmanned aerial vehicle for controlling a control mode during flight and an operating device for instructing the control of the unmanned aircraft,
The unmanned aircraft
Detecting an abnormal flight state of the unmanned aerial vehicle;
If an abnormality in the flight state is detected, the control mode is changed to a safety control mode,
When an abnormality in the flight state is detected, information on the abnormality is transmitted to the operating device,
The operating device is:
Receiving information about the anomaly;
Based on the information on the abnormality, presents that there is an abnormality in the flight state of the unmanned aircraft,
Flight system.
In the unmanned aerial vehicle, which is a computer that controls the control mode during the flight of the unmanned aerial vehicle,
Detecting an abnormal flight state of the unmanned aerial vehicle;
If an abnormality in the flight state is detected, changing the control mode to a safe control mode;
A program for running
In the unmanned aerial vehicle, which is a computer that controls the control mode during the flight of the unmanned aerial vehicle,
Detecting an abnormal flight state of the unmanned aerial vehicle;
If an abnormality in the flight state is detected, changing the control mode to a safe control mode;
The computer-readable recording medium which recorded the program for performing this.