Control system for manned flying object, terminal, and program

Abstract

To provide a system enabling remote management and remote control of a flying object from the outside.SOLUTION: This control system for a manned flying object includes a manned flying object and a user terminal and is configured for remotely managing and controlling the manned flying object. The manned flying object includes a mainframe extending in a cross direction, a control unit that controls at least the flying direction of the mainframe, and a rotary vane that generates a lift and / or thrust for the mainframe in accordance with an instruction from the control unit. The user terminal includes a management unit that communicates with the control unit to manage the state of the flying object, and a control instruction unit that at least partially controls the flying object.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control system, terminal, and program for a manned aircraft (hereinafter sometimes simply referred to as an "aircraft") that can be boarded by a passenger and that rises from the ground and moves, for externally controlling the manned aircraft. [Background technology]

[0002] Aircraft capable of floating and moving with a rider on board are expected to be realized as a new means of transportation because they are capable of moving without the restrictions on movement that moving bodies such as motorcycles that move on land are subject to in relation to other moving bodies when moving on land. For example, Patent Document 1 discloses technology relating to an aircraft also known as a hoverbike that floats and moves at a height of about 50 cm to 100 cm above the ground by rotating propellers with a rider on board. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP2019-14396A Summary of the Invention [Problem to be solved by the invention]

[0004] When a passenger drives such an aircraft, in addition to the control in the passenger's driving experience, it may be appropriate to perform remote control from outside. For example, it is important to be able to manage the aircraft even when not present in order to realize safe flight control, such as locking it so that it cannot be started by anyone other than the passenger (informing the passenger if such a situation occurs), or allowing a passenger who is not present to check the aircraft's flight distance and driving history.

[0005] The present invention has been made in consideration of the above circumstances, and aims to provide a system, terminal, and program that enable remote management and control of an aircraft from outside. [Means for solving the problem]

[0006] In order to achieve the above object, the manned aircraft control system according to the present invention comprises: A manned aircraft control system for remotely controlling and managing a manned aircraft including a manned aircraft and a user terminal, comprising: The manned vehicle comprises: The aircraft comprises an aircraft body extending in a front-rear direction; a control unit that controls at least the flight direction of the aircraft; and a rotor unit that generates lift and / or thrust for the aircraft according to instructions from the control unit. The user terminal includes a management unit that manages the state of the aircraft by communicating with the control unit, and a control instruction unit that at least partially controls the aircraft. It is a control system for manned aircraft. Effect of the Invention

[0007] The technology disclosed herein makes it possible to remotely manage and control an aircraft from outside. [Brief description of the drawings]

[0008] [Figure 1] 1 is an example of an aircraft and a terminal that constitute a system according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram of the terminal of FIG. 1. [Diagram 3] 2 is an example of a login screen displayed on the terminal of FIG. 1. [Figure 4] 13 is another example of the login screen displayed on the terminal of FIG. 1. [Diagram 5] 2 is an example of a selection screen for owned aircraft displayed on the terminal of FIG. 1. [Figure 6] This is an example of the initial screen displayed on the terminal in Figure 1. [Figure 7]2 is an example of information displayed on the terminal of FIG. 1. [Figure 8] 2 is a detailed example of information displayed on the terminal of FIG. 1. [Figure 9] 2 is an example of the specifications of the flying object displayed on the terminal of FIG. 1. [Figure 10] 2 is an example of an authentication method selection for an aircraft displayed on the terminal of FIG. 1. [Figure 11] 2 is an example of a maintenance screen displayed on the terminal of FIG. 1. [Figure 12] FIG. 1 is a perspective view showing an example configuration of an aircraft according to an embodiment of the present disclosure. [Figure 13] FIG. 2 is a side view showing an example of the configuration of the flying object according to the embodiment. [Figure 14] FIG. 2 is a block diagram showing an example of a hardware configuration of an aircraft according to the embodiment. [Figure 15] 4 is an enlarged view of a gripping portion of the flying object in a range IV of FIG. 2. [Figure 16] 4A to 4C are diagrams illustrating an example of the configuration of a left operation unit according to the embodiment. [Figure 17] 4A to 4C are diagrams illustrating an example of the configuration of a right operation unit according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] The present invention has the following configuration. (Item 1) A manned aircraft control system for remotely controlling and managing a manned aircraft including a manned aircraft and a user terminal, comprising: The manned vehicle comprises: The aircraft comprises an aircraft body extending in a front-rear direction; a control unit that controls at least the flight direction of the aircraft; and a rotor unit that generates lift and / or thrust for the aircraft according to instructions from the control unit. The user terminal includes a management unit that manages the state of the aircraft by communicating with the control unit, and a control instruction unit that at least partially controls the aircraft. Control system for manned aircraft. (Item 2) A user terminal according to item 1, The management unit of the user terminal includes an authentication unit that authenticates a passenger of the aircraft. Control system for manned aircraft. (Item 3) A user terminal according to item 1, The management unit of the user terminal includes a flight distance providing unit that acquires information regarding the flight distance of the aircraft and displays it to the user. Control system for manned aircraft. (Item 4) A user terminal according to item 1, The flying object has both a power source mainly based on fuel and a power source mainly based on electricity, The management unit of the user terminal includes a remaining amount providing unit that acquires information regarding at least the remaining amount of fuel and power of the aircraft and displays the information to the user. Control system for manned aircraft. (Item 5) A user terminal according to item 1, The management unit of the user terminal includes a location information providing unit that acquires location information of the aircraft and displays it to the user. Control system for manned aircraft. (Item 6) A user terminal according to item 1, The management unit of the user terminal includes a flight history providing unit that acquires information regarding the flight history of the aircraft and displays it to the user. Control system for manned aircraft. (Item 7) A user terminal according to item 1, The management unit of the user terminal includes a flight time providing unit that acquires information regarding the flight time of the aircraft and displays it to the user. Control system for manned aircraft. (Item 8) A user terminal according to item 1, The management unit of the user terminal includes a notification providing unit that receives a notification and displays it to the user when the state of the aircraft satisfies a predetermined condition. Control system for manned aircraft. (Item 9) A control terminal for a manned aircraft for remotely controlling and managing the manned aircraft, comprising: A management unit that manages the state of the manned aircraft by communicating with a control unit of the manned aircraft; A control instruction unit that at least partially controls the flying object, Control terminal for manned aircraft. (Item 10) A manned aircraft control program for remotely controlling and managing a manned aircraft, comprising: Device A management unit that manages the state of the manned aircraft by communicating with a control unit of the manned aircraft; A control instruction unit that at least partially controls the flying object. Control program for manned aircraft.

[0010] <System configuration> Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and the drawings, components having substantially the same functional configurations are denoted by the same reference numerals, and redundant description will be omitted.

[0011] As shown in Figure 1, the manned aircraft control system according to the present invention has a configuration including an aircraft 1 and a user terminal 100, and is intended to enable a user to remotely control and manage the aircraft using the user terminal 100.

[0012] In this embodiment, the explanation will be given on the assumption that the aircraft 1 and the user terminal 100 communicate directly, but the configuration may also be such that a management server mediates information (in part or in whole) between the aircraft 1 and the user terminal 100.

[0013] As a communication method, short-range wireless communication such as NFC (Near Field Communication), wireless communication such as BLE, Bluetooth (registered trademark), and Wi-Fi, wide-area communication such as LPWA, 3G, 4G, and 5G, etc. can be appropriately used. Furthermore, direct communication by priority may be used for certain information.

[0014] <User terminal configuration> The user terminal 100 is used to remotely manage and monitor the status of the aircraft 1 and control the aircraft 1 by communicating with the aircraft 1 through user operation.

[0015] As shown in Fig. 2, the user terminal functions as a manned aircraft control terminal by the manned aircraft control program. The manned aircraft control program causes the user terminal to function as a control instruction unit and a management unit. The management unit includes an authentication unit, a flight distance providing unit, a remaining amount providing unit, a position information providing unit, a flight history providing unit, a flight time providing unit, and a notification providing unit.

[0016] The management unit manages the state of the air vehicle by communicating with a control unit (described in more detail below) of the air vehicle. The control instruction unit at least partially controls the air vehicle by sending control signals to the control unit of the air vehicle.

[0017] Next, with reference to Figs. 3 to 11, the operation of a manned air vehicle control application (hereinafter simply referred to as application) realized by a manned air vehicle control program will be described with reference to example screens.

[0018] As shown in Fig. 3, when the application is started, a login screen is displayed and user authentication is performed by the authentication unit. Authentication may be performed by a combination of an email address and a password, or various authentication methods such as fingerprint authentication and voice authentication may be adopted. Furthermore, it may be performed by face authentication, etc., as described later.

[0019] As shown in Figures 4 and 5, once authentication is completed, a list of aircraft owned by the user is displayed and the user is prompted to select the aircraft to control.

[0020] As shown in FIG. 6, the application displays, as an initial screen, an area for displaying notifications to the user, an area for displaying a dashboard, and an area for displaying location (location information).

[0021] The contents of the notification include, but are not limited to, application update information and notifications of high urgency.

[0022] The dashboard displays average speed, remaining fuel, and remaining battery power. Items displayed on the dashboard may be customized by the user as appropriate.

[0023] The location section displays the current location of the aircraft along with a map. The user's location information may also be displayed on the map.

[0024] As shown in Figure 7, the application displays the total distance flown, the most recent distance, the flight time, the average flight speed, the remaining fuel, the remaining battery power, the engine oil temperature, and the coolant level.

[0025] As shown in FIG. 8, the application displays a detailed graph of the total distance flown and a detailed graph of the distance traveled.

[0026] The application may display the specifications of the aircraft, as shown in Figure 9. It may also display the software version and other information that changes with updates.

[0027] As shown in FIG. 10, the authentication method used on the login screen may be face authentication of the user terminal.

[0028] As shown in Figure 11, users can contact and make requests to manufacturers and sellers of aircraft via the application.

[0029] In addition, when the state of the aircraft satisfies a predetermined condition, a notification may be received and displayed to the user.

[0030] <Aircraft configuration> Next, a configuration example of the flying object to be controlled will be described.

[0031] FIG. 12 is a perspective view showing a configuration example of an aircraft 1 according to an embodiment of the present disclosure. FIG. 13 is a side view showing a configuration example of an aircraft 1 according to the present embodiment. As shown in FIG. 12 and FIG. 13, the aircraft 1 is a means of transportation also called a hoverbike, which can be boarded by a rider and can float to a height of about 50 cm to 100 cm above the ground and move horizontally. Note that, with respect to each coordinate axis shown in each figure, L indicates the front-rear direction (front side is positive) of the aircraft 1 (aircraft 2), W indicates the width direction (left direction is positive) of the aircraft 1 (aircraft 2), and H indicates the up-down direction (upper side is positive) of the aircraft 1 (aircraft 2).

[0032] The aircraft 1 includes a body 2, a saddle section 3, a grip section 4, an engine 50 which is an example of a power section 5, a first rotor section 6 (6A, 6B), a second rotor section 7 (7A-7D), a third rotor section 8 (8A-8D), and an exhaust system 9. The aircraft 1 may also include other components, which will be described later.

[0033] The airframe 2 is formed to extend in the front-rear direction L at the upper part of the aircraft 1. The airframe 2 can be formed from a material with a relatively low specific gravity and high strength, such as carbon fiber reinforced resin, glass fiber reinforced resin, aluminum, an aluminum alloy, a titanium alloy, or a magnesium alloy.

[0034] A saddle portion 3 and a grip portion 4 are provided on the upper side of the center portion in the front-rear direction L of the body 2.

[0035] The saddle section 3 corresponds to a seat on which a passenger straddles the fuselage 2 of the aircraft 1 to board. The saddle section 3 may be shaped to protrude downward so that the passenger can sit stably. Note that the saddle section 3 is an example of a boarding section, and the saddle section 3 is not limited to the shape or structure shown in the figure. As long as the saddle section has a structure that allows a passenger to board, its form is not particularly limited.

[0036] The gripping portion 4 is provided for a rider to hold on to while straddling the saddle portion 3. The shape of the gripping portion 4 is not limited to the shape shown in the figure.

[0037] The grip unit 4 is provided with an operation unit that allows the occupant to operate operations related to the lift-off and / or propulsion of the vehicle, and is provided with an operation unit, interface, etc. for operation. The grip unit 4 is fixed to the vehicle body 2. The grip unit 4 is provided with operation units such as buttons, levers, and a steering wheel. The configuration of the operation units provided on the grip unit 4 will be described later with reference to FIG. 15, which shows an enlarged view of range IV in FIG. 13, and other figures. An input signal input to the operation unit can be sent to a control unit 10, which will be described later.

[0038] The engine 50, which is an example of the power unit 5, is provided on the underside of the body 2, below the saddle portion 3. Examples of the engine 50 include a gasoline engine, a diesel engine, and a gas engine, and the mechanism of the engine 50 is not particularly limited.

[0039] The first rotor section 6 is an example of a rotor section that generates lift and / or thrust for the airframe 2. A pair of first rotor sections 6A, 6B are provided in front of and behind the power unit 5. In the example shown in Figs. 12 and 13, they are provided below a tapered frame that constitutes the front and rear of the airframe 2, in front of and behind the power unit 5. This frame shape allows a large amount of gas to be smoothly taken in by the first rotor section 6.

[0040] The first rotor 6 includes a propeller for generating lift, and a duct that houses the propeller and has vents at the top and bottom ends. The propeller is, for example, a so-called contra-rotating propeller in which a pair of blades overlapped in the vertical direction rotate in opposite directions. The rotation of the propeller generates an airflow from above to below. The airflow generates lift on the aircraft 2, allowing the aircraft 2 to float. The first rotor 6 according to this embodiment is provided at the front and rear of the aircraft 2, but the first rotor 6 may be provided at least at either the front or rear. By tilting the aircraft 2 in the pitch direction (the direction of rotation about the width direction W as the rotation axis) or the roll direction (the direction of rotation about the front-rear direction L as the rotation axis) or by tilting the first rotor 6, a horizontal thrust is generated by the first rotor 6. This allows the aircraft 1 to be propelled.

[0041] Also, louvers may be provided at least in either of the vents at the upper or lower ends of the duct of the first rotor section 6 (preferably at the upper end). For example, as shown in Fig. 12, the louvers may be rectangular, arranged in the width direction, and inclined downward from the outside to the center with the front-rear direction L as the central axis. Such louvers can prevent foreign matter from entering the duct. They can also regulate the flow of airframe air flowing in from above.

[0042] A variable flap mechanism may be provided in a portion of the duct of the first rotor section 6. Such a flap mechanism can control the flow rate and / or direction of the inflow or outflow of gas, allowing for more precise flight control of the aircraft 1.

[0043] The second rotor section 7 is an example of a rotor section that generates lift and / or thrust for the airframe 2. In particular, the second rotor section 7 can apply thrust to the airframe 2 mainly in the fore-and-aft direction of the airframe 2. The second rotor section 7A is provided on the front left side of the airframe 2, the second rotor section 7B on the rear left side of the airframe 2, the second rotor section 7C on the front right side of the airframe 2, and the second rotor section 7D on the rear right side of the airframe 2. The second rotor sections 7A, 7B, 7C, and 7D are disposed on the front and rear of the airframe 2, outside the first rotor section 6 in the width direction.

[0044] The second rotor section 7 includes a duct for circulating gas in the longitudinal direction of the aircraft body 2, and a propeller for generating thrust inside the duct. The duct has a flow port at each end in the longitudinal direction. The propeller may be, for example, a contra-rotating propeller or a single propeller. The propeller may have a rotation direction or a pitch angle appropriately changed by the control unit 10 or the motor driver 13 described later. This allows the second rotor section 7 to generate thrust along at least one of the longitudinal directions of the aircraft body 2. The second rotor section 7 normally generates thrust forward of the aircraft body 2, but may also generate thrust backward. The second rotor section 7 is used, for example, to change the speed of the aircraft 1 or to control the aircraft 1 to rotate around the yaw axis (the axis along the vertical direction H).

[0045] The third rotor section 8 is an example of a rotor section that generates lift and / or thrust for the aircraft body 2. In particular, the third rotor section 8 can apply thrust to the aircraft body 2 mainly in the vertical direction of the aircraft body 2. The third rotor section 8A is provided on the front left side of the aircraft body 2, the third rotor section 8B on the rear left side of the aircraft body 2, the third rotor section 8C on the front right side of the aircraft body 2, and the third rotor section 8D on the rear right side of the aircraft body 2. The third rotor sections 8A, 8B, 8C, and 8D are disposed on the front and rear of the aircraft body 2, outside the first rotor section 6 in the width direction.

[0046] The third rotor 8 includes a casing that allows gas to flow in the vertical direction of the airframe 2, and a propeller that generates thrust inside the casing. The casing has flow ports at the upper and lower ends. The propeller may be, for example, a contra-rotating propeller or a single propeller. The propeller may have a rotation direction or a pitch angle appropriately changed by the control unit 10 or the motor driver 13 described later. This allows the third rotor 8 to generate thrust along at least one of the vertical directions of the airframe 2. The third rotor 8 normally generates thrust upward of the airframe 2, but may also generate thrust downward. The third rotor 8 is used, for example, to control the attitude of the airframe 1 and to control the rotation of the airframe 1 around the pitch axis (axis along the width direction W) and / or the roll axis (axis along the front-rear direction L).

[0047] The exhaust system 9 is a system that processes exhaust gas discharged from the engine 50. For example, a known exhaust device or the like can be used as the exhaust system 9. The exhaust system 9 is provided below the saddle portion 3. In the example shown in FIG. 13, the exhaust system 9 is provided below the engine 50.

[0048] Next, the components of the aircraft 1 will be described in more detail with reference to FIG. 14. FIG. 14 is a block diagram showing an example of the hardware configuration of the aircraft 1 according to this embodiment. Note that the components already described above will not be described. The dashed lines shown in FIG. 3 are virtual boundaries dividing the front, center, and rear of the aircraft 1 (aircraft 2). In other words, the area where the saddle 3 is provided corresponds to the center of the aircraft 2. The arrow L shown in FIG. 3 indicates the forward direction of the aircraft 2.

[0049] As shown in FIG. 14, a saddle section 3, a grip section 4, and a power section 5 are provided in the center of the body 2, and an exhaust system 9, a control section 10, and a battery 11 may also be provided.

[0050] The power section 5 may include a gasoline tank 51, a generator 52, and a PCU (Power Control Unit) 53 in addition to the engine 50. The gasoline tank 51 stores gasoline to be supplied to the engine 50. The generator 52 has a function of generating electric power using power obtained by using the engine 50 as a power source. The generator 52 is controlled by the PCU 53, and the generated electric power is stored in the battery 11. The PCU 53 has a function of managing the power of the battery 11.

[0051] In addition to the first rotor section 6, the second rotor section 7, and the third rotor section 8, a motor 12 and a motor driver 13 are provided for each of the second rotor section 7 and the third rotor section 8 at the front and rear of the aircraft 2. In addition, direction indicators 14 may be provided at the front and rear of the aircraft 2.

[0052] In this embodiment, power generated by an engine 50 is transmitted to the first rotor section 6 via a power shaft (not shown) or the like. On the other hand, power is transmitted to the second rotor section 7 and the third rotor section 8 directly from a motor 12 provided for each of them via a power shaft or the like.

[0053] In the present embodiment, the motors 12 are provided in association with the second rotor section 7 and the third rotor section 8, respectively, but the present technology is not limited to this example. For example, the motor 12 may be provided in the center of the fuselage 2, below the saddle section 3. In this case, the motor 12 is an example of the power section 5. The number of motors 12 is not particularly limited, and for example, the number of motors 12 may correspond to the number of the second rotor sections 7 and the third rotor sections 8.

[0054] The control unit 10 has a processor, a memory, a sensor, etc. The processor is composed of a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit), etc., and controls the operation of each component of the aircraft 1, controls the transmission and reception of data between each element, and performs processing necessary for executing a program.

[0055] The memory is composed of a main storage device that is a volatile storage device such as a dynamic random access memory (DRAM), and an auxiliary storage device that is a non-volatile storage device such as a flash memory or a hard disk drive (HDD). The memory is used as a working area for the processor, and also stores various setting information such as logic, code, or program instructions that the control unit 10 can execute.

[0056] In this embodiment, the sensors are composed of various sensors such as a weight sensor, a force sensor, an inertial sensor (acceleration sensor, gyro sensor), a GPS sensor that receives radio waves from a GPS satellite, a proximity sensor, an optical or ultrasonic distance measuring sensor, a vision / image sensor (camera), a pressure sensor that measures atmospheric pressure, and a temperature sensor that measures temperature.

[0057] The control unit 10 controls the output of the engine 50 and the motor 12, for example, based on an input signal obtained from an operation unit provided in the grip unit 4 or a signal obtained from a sensor. This controls the rotation speed of each rotor unit, and causes the aircraft 1 to take off and fly. The location of the control unit 10 is not limited to the center of the aircraft 2. The control unit 10 also controls the turning on and off of the direction indicator 14, which indicates the direction of travel of the aircraft, based on an input signal obtained from the operation unit. The direction indicator 14 may include, for example, a device that indicates not only left and right turns but also up and down movement (i.e., a change in altitude).

[0058] Next, the components of the grip portion 4 will be described in detail with reference to FIGS.

[0059] Fig. 15 is an enlarged view of the gripping part 4 of the aircraft 1 in range IV in Fig. 13. As shown in Fig. 15, the gripping part 4 is provided in front of the saddle part 3 (not shown) of the body 2 of the aircraft 1. A pair of gripping parts 4 are provided symmetrically in the width direction W of the body 2.

[0060] The gripping unit 4 has one end connected and fixed to the machine body 2 and includes arm portions (left arm portion 41, right arm portion 42) extending from the machine body. The other end of the arm portions is provided with operation portions (left operation portion 43, right operation portion 44).

[0061] The left arm unit 41 and the right arm unit 42 are each fixed to the aircraft body 2. For example, these arms are provided on the aircraft body 2 so as not to be able to rotate. That is, unlike the handlebars of a typical motorcycle, for example, the arm unit according to this embodiment does not need to have the function of rotating by itself to perform steering. By grasping the arm unit, the rider can board the aircraft 1 stably even during flight.

[0062] Meanwhile, an operating unit for controlling the aircraft 1 is provided at the tip of the arm. Such an operating unit is realized by a mechanical or electrical input device such as a button, lever, throttle, or switch. Signals and information input from the operating unit are sent to the control unit 10. Based on such signals and information, the control unit 10 controls the output of each rotor unit and the operation of the components mounted on the aircraft 1.

[0063] Next, a specific configuration example of the operation unit will be described. Fig. 16 and Fig. 17 are diagrams showing configuration examples of the left operation unit 43 and the right operation unit 44 according to this embodiment. Fig. 16 and Fig. 17 are diagrams showing enlarged views of an area including the vicinity of the left arm unit 41, the right arm unit 42, the left operation unit 43 and the right operation unit 44. The tip portions of the left arm unit 41 and the right arm unit 42 on which the left operation unit 43 and the right operation unit 44 are provided may be shaped so that they can be wrapped around by the hand so that the rider can easily grasp them. This portion is called a "grip."

[0064] First, referring to FIG. 16, the left operation unit 43 includes altitude change buttons 431 a and 431 b, a yaw rotation lever 432, and a winker button 433.

[0065] The altitude change buttons 431a and 431b are an example of a first input unit. The altitude change buttons 431a and 431b are buttons for changing the altitude during flight of the aircraft 1. The altitude change buttons 431a and 431b are provided at the base of the grip of the left arm unit 41, and can be operated by the rider's fingers, palm, or the like.

[0066] For example, when altitude change button 431a is pressed, aircraft 1 ascends. When altitude change button 431b is pressed, aircraft 1 descends. The relationship between the altitude change method and the buttons may be reversed.

[0067] In this embodiment, when the altitude change button 431 is pressed, a signal related to the altitude change is sent to the control unit 10. Based on this signal, the control unit 10 controls the output of the engine 50 to adjust the rotation speed of the first rotor unit 6. This adjustment changes the altitude of the flying object 1. At that time, the amount of change in altitude of the flying object 1 and the speed related to the ascent or descent may be controlled according to, for example, the amount of depression of the altitude change button 431 and the duration of depression.

[0068] Yaw rotation lever 432 is an example of a second input unit. Yaw rotation lever 432 is a lever for rotating the aircraft 1 around the yaw axis. Yaw rotation lever 432 is provided, for example, at the tip of the grip of left arm unit 41, and can be operated by the pilot's finger.

[0069] For example, the yaw rotation lever 432 is provided so as to be rotatable left (counterclockwise) or right (clockwise) around the connection part with the grip. More specifically, when the yaw rotation lever 432 rotates left, the aircraft 1 rotates left about the yaw axis. When the yaw rotation lever 432 rotates right, the aircraft 1 rotates right about the yaw axis. The correspondence between the rotation direction of the yaw rotation lever 432 and the rotation direction of the aircraft 1 may be opposite.

[0070] In this embodiment, when the yaw rotation lever 432 rotates, signals indicating the rotation direction, rotation amount, angular velocity of the yaw rotation lever 432, and the like are sent to the control unit 10. Based on these signals, the control unit 10 controls the output of the motor 12 via the motor driver 13 to adjust the rotation speed and the like of the propellers of the second rotor units 7 provided on the front, rear, left and right sides of the aircraft 2. Through these adjustments, the flying object 1 rotates around the yaw axis. At that time, for example, the rotation speed of the flying object 1 around the yaw axis may be controlled according to the angular velocity at the time of rotation of the yaw rotation lever 432.

[0071] The turn signal button 433 is an example of a third input unit. The turn signal button 433 is a button for turning on the direction indicator 14 of the aircraft 1. The turn signal button 433 is provided at the base of the grip of the left arm unit 41, and can be operated by the passenger's finger or the like.

[0072] For example, the number and arrangement of the turn signal buttons 433 are determined according to the type of direction indicated by the turn indicator 14. More specifically, when the turn indicator 14 corresponds to the left and right directions, the turn signal button 433 is realized by arranging buttons for lighting the left and right in parallel.

[0073] In this embodiment, when the turn signal button 433 is pressed, a signal related to a direction indication corresponding to the pressed button is sent to the control unit 10. Based on this signal, the control unit 10 controls the turn signal 14 so that a lamp related to the corresponding direction is turned on.

[0074] 17, the right operating section 44 includes a speed adjustment lever 441 and a stop / hover lever 442.

[0075] The speed adjustment lever 441 is an example of a fourth input unit for performing operations related to the propulsion of the aircraft. The speed adjustment lever 441 is a lever for adjusting the acceleration and deceleration of the propulsion of the aircraft 1 during flight, and has a function similar to that of an accelerator. The speed adjustment lever 441 is provided, for example, at the base of the grip of the right arm unit 42, and can be operated by the finger of the passenger.

[0076] For example, the speed adjustment lever 441 is provided so as to be rotatable upward (counterclockwise) or downward (clockwise) around the connection part with the grip. More specifically, when the speed adjustment lever 441 rotates upward, the flying object 1 accelerates. When the speed adjustment lever 441 rotates downward, the flying object 1 decelerates. The correspondence relationship between the rotation direction of the speed adjustment lever 441 and the increase and decrease in the speed of the flying object 1 may be opposite to that in the above example.

[0077] In this embodiment, when the speed adjustment lever 441 rotates, signals such as the rotation direction, rotation amount, and angular velocity of the speed adjustment lever 441 are sent to the control unit 10. Based on these signals, the control unit 10 controls the output of the engine 50 and / or the output of the motor 12 (the output of the motor 12 is via the motor driver 13) to adjust the rotation speed of at least one of the propellers of the first rotor unit 6, the second rotor unit 7, and the third rotor unit 8. Through these adjustments, the attitude of the aircraft 2 of the flying object 1 changes and the rotation speed of the propellers of each rotor unit increases or decreases, and the speed of the flying object 1 changes. At that time, for example, the acceleration related to the acceleration or deceleration of the flying object 1 may be controlled according to the angular velocity at the time of rotation of the speed adjustment lever 441.

[0078] The stop / hover lever 442 is an example of a fourth input unit for performing operations related to the propulsion of the aircraft. The stop / hover lever 442 is a lever for stopping the propulsion of the aircraft 1 during flight (including landing) or for putting the aircraft into a hovering state, and has a function similar to a brake. The stop / hover lever 442 is provided, for example, at the base of the grip of the right arm unit 42, in a position different from the speed adjustment lever 441, and can be operated by the finger of the passenger.

[0079] For example, the stop / hover lever 442 is provided so as to be rotatable about the connection part with the grip. Normally, it is biased so as to be held at a position away from the grip. Then, by gripping the stop / hover lever 442 so as to approach the grip, the aircraft 1 can be stopped or hovered. The stop / hover lever 442 can also function as a lever that serves as a trigger for the aircraft 1 to start to rise. In other words, by operating the stop / hover lever 442 with respect to the aircraft 1 that is on the ground, it is possible to make the aircraft 1 rise and enter a hovering state.

[0080] In this embodiment, when the stop / hover lever 442 rotates, a signal indicating the direction of rotation, amount of rotation, angular velocity of the rotation, etc. of the stop / hover lever 442 is sent to the control unit 10. Based on this signal, the control unit 10 controls the output of the engine 50 and / or the output of the motor 12 via the motor driver 13 to adjust the rotation speed, etc. of at least one of the propellers of the first rotor unit 6, the second rotor unit 7, and the third rotor unit 8. This adjustment causes a change in the attitude of the aircraft 2 and an increase or decrease in the rotation speed of the propellers of each rotor unit, causing the aircraft 1 to transition to a stopped or hovering state. At that time, for example, the magnitude of the braking force applied to the stopped or hovering state of the aircraft 1 may be controlled according to the angular velocity at the time of rotation of the stop / hover lever 442.

[0081] The above describes exemplary configurations of the operation unit of the grip unit 4. Note that the exemplary configurations of the operation unit provided in the grip unit 4 are not limited to those shown in Figs. 15 to 17, and an input unit for operating functions related to the lifting, propulsion, braking, and intention display of the aircraft 1 may be appropriately provided in the operation unit of the grip unit 4 (for example, the grip described above).

[0082] In this way, by consolidating the functions related to the levitation, propulsion, etc. of the aircraft 1 in the gripping unit 4, it becomes possible to easily operate the aircraft 1 without removing one's hands from or changing hands when operating the aircraft 1. In addition, by concentrating the operating parts in the above-mentioned grip, it becomes possible to perform all operations related to operation at hand.

[0083] Furthermore, by implementing operations related to the lift and / or propulsion of the aircraft 1 with buttons, levers, etc., it becomes possible to operate the aircraft 1 more precisely and accurately. Furthermore, as shown in Fig. 15, by consolidating a group of operations related to the lift and / or propulsion of the aircraft 1 in the right operation unit, it becomes possible for the passenger to operate the aircraft more accurately from an ergonomic standpoint.

[0084] Although the preferred embodiment of the present disclosure has been described in detail above with reference to the attached drawings, the technical scope of the present disclosure is not limited to such examples. It is clear that a person having ordinary knowledge in the technical field of the present disclosure can conceive of various modified or amended examples within the scope of the technical ideas described in the claims, and it is understood that these also naturally belong to the technical scope of the present disclosure.

[0085] For example, in the above embodiment, the rotor section is configured with the first rotor section 6 that generates lift for lifting the airframe 2, and the second rotor section 7 and the third rotor section 8 that provide thrust to the airframe 2, but the present technology is not limited to such an example. For example, only the second rotor section 7 as shown in the above embodiment may be provided as the rotor section that generates thrust, or only the third rotor section 8 may be provided. Even in this case, the control section can appropriately control the power section such as the engine or the motor based on a signal input by the operation section. Also, the power section may be provided with only one of the engine or the motor.

[0086] In addition, the effects described in this specification are merely descriptive or exemplary and are not limiting. In other words, the technology according to the present disclosure may achieve other effects that are apparent to a person skilled in the art from the description of this specification, in addition to or in place of the above effects.

[0087] Note that the following configurations also fall within the technical scope of the present disclosure. (Item 1) The aircraft extends forward and backward, A saddle portion provided on an upper side of the aircraft body; A grip portion provided on the front side of the saddle portion of the body; A rotor unit provided on the airframe and generating lift and / or thrust for the airframe; Equipped with An aircraft, wherein the gripping unit is provided with an operating unit for controlling operations related to the lift-off and / or propulsion of the aircraft. (Item 2) The gripping portion includes an arm portion having one end connected and fixed to the body and extending from the body, Item 2. The aircraft described in item 1, wherein the operating unit is provided at the other end of the arm unit. (Item 3) 3. The aircraft described in item 2, wherein the arm portion is non-rotatably mounted to the aircraft body. (Item 4) 4. The flying object according to any one of items 1 to 3, wherein the operation unit includes a first input unit for performing an operation to change the altitude of the aircraft. (Item 5) 5. The flying body according to any one of claims 1 to 4, wherein the operation unit includes a second input unit for performing an operation to rotate the aircraft around a yaw axis. (Item 6) 6. The aircraft described in any one of items 1 to 5, wherein the operation unit includes a fourth input unit for operating a direction indicator that indicates the traveling direction of the aircraft. (Item 7) 7. The flying object according to any one of claims 1 to 6, wherein the operation unit includes a fourth input unit for performing operations related to the propulsion of the aircraft. (Item 8) 8. The aircraft described in item 7, wherein the fourth input unit sends at least an input signal for accelerating or decelerating the aircraft, or stopping or hovering the aircraft. (Item 9) The gripping portion is provided in a pair symmetrically in the width direction of the body, 9. The flying body described in items 1 to 8, wherein at least one of the pair of gripping parts has a group of the operating parts for performing operations corresponding to at least one of the propulsion, rotation, or altitude of the aircraft. [Explanation of symbols]

[0088] 1. Flying object 2. Aircraft 3 Saddle 4 Grip part 5 Power section 6 First Rotor Section 7 Second Rotor Section 8. Third Rotor Section 9. Exhaust System 10 Control section 41 Left arm 42 Right arm 43 Left control section 44 Right control section

Claims

1. A manned aircraft control system for remotely controlling and managing a manned aircraft including a manned aircraft and a user terminal, comprising: The manned air vehicle comprises: The aircraft comprises an aircraft body extending in a forward and rearward direction; a control unit that controls at least the flight direction of the aircraft; and a rotor unit that generates lift and / or thrust for the aircraft according to instructions from the control unit. The user terminal includes a management unit that manages the state of the aircraft by communicating with the control unit, and a control instruction unit that at least partially controls the aircraft. Control system for manned aircraft.

2. A user terminal according to claim 1, The management unit of the user terminal includes an authentication unit that authenticates a passenger of the aircraft. Control system for manned aircraft.

3. A user terminal according to claim 1, The management unit of the user terminal includes a flight distance providing unit that acquires information regarding the flight distance of the aircraft and displays it to the user. Control system for manned aircraft.

4. A user terminal according to claim 1, The flying object has both a power source mainly based on fuel and a power source mainly based on electricity, The management unit of the user terminal includes a remaining amount providing unit that acquires information regarding at least the remaining amount of fuel and power of the aircraft and displays the information to the user. Control system for manned aircraft.

5. A user terminal according to claim 1, The management unit of the user terminal includes a location information providing unit that acquires location information of the aircraft and displays it to the user. Control system for manned aircraft.

6. A user terminal according to claim 1, The management unit of the user terminal includes a flight history providing unit that acquires information regarding the flight history of the aircraft and displays it to the user. Control system for manned aircraft.

7. A user terminal according to claim 1, The management unit of the user terminal includes a flight time providing unit that acquires information regarding the flight time of the aircraft and displays it to the user. Control system for manned aircraft.

8. A user terminal according to claim 1, The management unit of the user terminal includes a notification providing unit that receives a notification and displays it to the user when the state of the aircraft satisfies a predetermined condition. Control system for manned aircraft.

9. A control terminal for a manned aircraft for remotely controlling and managing the manned aircraft, comprising: A management unit that manages the state of the manned aircraft by communicating with a control unit of the manned aircraft; A control instruction unit that at least partially controls the flying object, Control terminal for manned aircraft.

10. A manned aircraft control program for remotely controlling and managing a manned aircraft, comprising: Device A management unit that manages the state of the manned aircraft by communicating with a control unit of the manned aircraft; A control instruction unit that at least partially controls the flying object. Control program for manned aircraft.

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