Flight body control system, flight body operation system, flight body, flight body control method and program

Abstract

To provide a flight body control system that can improve safety during emergency stop of a flight body with a propeller.SOLUTION: Provided is a control system for a flight body with a propeller. This control system comprises a processor which is so configured as to executing each of the following steps. At a reception step, a propeller emergency stop command is received. At an emergency stop step, the emergency stop command is received to instruct a rotation control part for controlling rotation of the propeller to rotate the propeller at a predetermined rotation speed for stopping, and after a rotation speed of the propeller reaches the rotation speed for stopping, the propeller is instructed to stop free run.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a control system for a flying object, an operation system for a flying object, a flying object, a control method for a flying object, and a program.

Background Art

[0002] As disclosed in the following documents, in a rotary-wing type flying object, the flying object is stopped urgently by stopping the drive of the propeller.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When the drive of the propeller is stopped during an emergency stop (when a kill operation is performed), power is no longer transmitted to the propeller, but the propeller is in a natural deceleration state due to free running. Therefore, if the propeller contacts the ground or the like before the rotational speed of the propeller sufficiently decreases, there is a risk of breakage and scattering of the propeller blades.

[0005] In view of the above circumstances, the present invention aims to provide a control system for a flying object that can enhance the safety of the flying object having a propeller during an emergency stop.

Means for Solving the Problems

[0006] According to one aspect of the present invention, a control system for a flying object having a propeller is provided. This control system includes a processor configured to execute the following steps. In the reception step, an emergency stop command for the propeller is received. In the emergency stop step, upon receiving the emergency stop command, the rotation control unit that controls the rotation of the propeller is instructed to rotate the propeller at a predetermined stopping rotational speed. After the rotational speed of the propeller reaches the stopping rotational speed, the rotation control unit is instructed to freely stop the propeller.

[0007] According to such an aspect, by rotating the propeller at the stopping rotational speed during an emergency stop, a brake can be applied to the propeller. Therefore, before the propeller contacts the ground or the like, the propeller can be stopped or decelerated sufficiently. As a result, the safety during the emergency stop of the flying object can be enhanced.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

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Figure 7

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Various features shown in the embodiments described below can be combined with each other.

[0010] Incidentally, the program for realizing the software appearing in this embodiment may be provided as a non-transitory computer-readable medium that can be read by a computer, may be provided so as to be downloadable from an external server, or may be provided so that the program is started on an external computer to realize its function on a client terminal (so-called cloud computing).

[0011] In addition, in this embodiment, the “unit” may include, for example, a combination of hardware resources implemented by a circuit in a broad sense and information processing of software that can be specifically realized by these hardware resources. Also, in this embodiment, various types of information are handled, and these information are represented, for example, by physical values of signal values representing voltage and current, the high and low of signal values as a set of binary bits composed of 0 or 1, or quantum superposition (so-called quantum bits), and communication and calculation can be executed on a circuit in a broad sense.

[0012] In addition, a circuit in a broad sense is a circuit realized by appropriately combining at least a circuit, circuitry, a processor, a memory, and the like. That is, it includes an application specific integrated circuit (ASIC), programmable logic devices (for example, a simple programmable logic device (SPLD), a complex programmable logic device (CPLD), and a field programmable gate array (FPGA)), and the like.

[0013] 1. Hardware Configuration In this section, the hardware configuration will be described.

[0014] <Aircraft 1> FIG. 1 is a schematic diagram of the aircraft 1. The aircraft 1 is a rotary-wing manned aircraft or unmanned aircraft (drone). The aircraft 1 includes a main body 2, a plurality of propellers 3, and a control box 5 (flight control system 51).

[0015] <Main Body 2> As shown in the plan view of FIG. 1A and the rear view of FIG. 1B, the main body 2 has a fuselage 21, a frame 22, and skids 23. The fuselage 21 houses or holds various devices including the control box 5. Also, when the aircraft 1 is a manned aircraft, a cockpit is provided in the fuselage 21.

[0016] The frame 22 is connected to the fuselage 21. The frame 22 holds a plurality of propellers 3. Also, wings (ladders) etc. for controlling the attitude of the aircraft 1 are provided on the frame 22. The skids 23 are legs that touch the ground when the aircraft 1 lands. The skids 23 are attached to the fuselage 21 so as to protrude downward from the fuselage 21. Note that the skids 23 may be configured to be foldable during horizontal flight.

[0017] <Propeller 3> The plurality of propellers 3 are each attached to the frame 22. The propellers 3 generate buoyancy and thrust of the aircraft 1 by being rotated by a power source such as a motor. Also, the attitude of the aircraft 1 is adjusted by controlling the thrust (rotation speed) of each of the plurality of propellers 3. The rotation speed and rotation direction of the propellers 3 are controlled by the control box 5.

[0018] <Control Box 5> The control box 5 controls the flight of the aircraft 1. FIG. 2 is a block diagram showing the configuration of the control box 5. The control box 5 is held by the main body 2. As shown in FIG. 2, the control box 5 includes a flight control system 51 (information processing device), a plurality of ESCs 53, and a battery 55.

[0019] The flight control system 51 controls the propellers 3 and the like. The configuration of the flight control system 51 will be described later. The ESC 53 (electronic speed controller) is an example of a rotation control unit that controls the rotation speed of the motor 3A that rotates the propeller 3. One ESC 53 is provided for each of the plurality of propellers 3. The battery 55 supplies power to the flight control system 51, the motor 3A, and the like.

[0020] The control box 5 receives the output of the camera sensor 6 of the aircraft 1. The control box 5 uses the output received from the camera sensor 6 for the processing of the flight control system 51 or transmits it to the controller 101.

[0021] <Flight control system 51> The flight control system 51 is configured to control the rotation of the propeller 3. The flight control system 51 consists of one or more information processing devices or components. Hereinafter, these components will be described.

[0022] FIG. 3 is a block diagram showing the hardware configuration of the flight control system 51. The flight control system 51 includes a communication bus 510, a communication unit 511, a storage unit 512, and a processor 513. The communication unit 511, the storage unit 512, and the processor 513 are electrically connected via the communication bus 510 inside the flight control system 51.

[0023] <Communication unit 511> Although the communication unit 511 preferably uses wired communication means such as USB, IEEE1394, Thunderbolt (registered trademark), and wired LAN network communication, it may also include wireless LAN network communication, mobile communication such as 3G / LTE / 5G, and BLUETOOTH (registered trademark) communication as required. That is, it is more preferably implemented as a set of these multiple communication means. That is, the flight control system 51 may communicate various information from the outside via the communication unit 511 and the network.

[0024] <Memory unit 512> The memory unit 512 stores various information defined by the foregoing description. This can be implemented as a storage device such as a solid state drive (SSD) that stores various programs related to the flight control system 51 executed by the processor 513, or as a memory such as a random access memory (RAM) that stores temporarily necessary information (arguments, arrays, etc.) related to the calculation of the program. The memory unit 512 stores various programs, variables, etc. related to the flight control system 51 executed by the processor 513.

[0025] <Processor 513> The processor 513 performs processing and control of the overall operations related to the flight control system 51. The processor 513 is, for example, a central processing unit (CPU). The processor 513 realizes various functions related to the flight control system 51 by reading a predetermined program stored in the memory unit 512. That is, the information processing by software stored in the memory unit 512 is specifically realized by the processor 513, which is an example of hardware, and can be executed as each functional unit included in the processor 513. These will be described in more detail in the next section. Note that the processor 513 is not limited to being single, and may be implemented to have multiple processors 513 for each function. Or a combination thereof may also be used.

[0026] The flight control system 51 may be in an on-premises form or a cloud form. As the flight control system 51 in the cloud form, for example, in the form of SaaS (Software as a Service) or cloud computing, the above-described functions and processes may be provided.

[0027] <Flight vehicle operation system 100> As shown in FIG. 2, the flight vehicle operation system 100 includes a flight control system 51 and a controller 101 (a transceiver constituting a proportional system) configured to send commands to a processor.

[0028] FIG. 4 is a schematic diagram of the controller 101. The controller 101 has a kill operation switch 102 in addition to switches for controlling ascent, descent, horizontal flight, hovering, etc. of the flight vehicle 1. The kill operation switch 102 is arranged, for example, on the side surface of the housing of the controller 101.

[0029] FIG. 5 is a schematic diagram showing a state change (mode switching) of the kill operation switch 102. The kill operation switch 102 is switchable between a first state (the state shown in FIG. 5A) that permits the rotation of the propeller 3, a second state (the state shown in FIG. 5B) that prohibits the rotation of the propeller 3, and a third state (the state shown in FIG. 5C) for inputting an emergency stop command. Thereby, since the switch for switching the availability of the rotation of the propeller 3 and the switch for inputting an emergency stop command are integrated, an emergency stop operation can be performed with the same switch as the normal operation for stopping the rotation of the propeller 3. In addition, due to the integration of the switches, the controller 101 can be miniaturized. Note that the state realized when the kill operation switch 102 is in the second state includes a normal stopped state after landing and a stopped state due to free run.

[0030] When the kill operation switch 102 is in the first state, a command to permit driving of the motor 3A (rotation of the propeller 3) is transmitted to the flight control system 51, and based on the operation input from the controller 101, the flight control system 51 rotates the propeller 3. On the other hand, when the kill operation switch 102 is in the second state, a command to lock the driving of the motor 3A (rotation of the propeller 3) is transmitted to the flight control system 51, and even if there is an operation input such as takeoff from the controller 101, the flight control system 51 does not rotate the propeller 3. In the present embodiment, a command to lock the motor 3A is taken as the command in the second state, but the command in the second state is not particularly limited to the locking command. For example, in the second state, a command not to rotate the propeller 3 may be transmitted to the flight control system 51, and as a result, a free-run stop may be realized.

[0031] When the kill operation switch 102 is in the third state, an emergency stop command described later is transmitted to the flight control system 51, and the flight control system 51 causes the aircraft 1 to make an emergency stop (emergency landing).

[0032] The kill operation switch 102 has a lever 102A that is displaceable from a first position (see FIG. 5A) that expresses the first state, via a second position (see FIG. 5B) that expresses the second state, to a third position (see FIG. 5C) that expresses the third state. Thereby, by strongly operating the lever 102A from the first position toward the third position, the kill operation switch 102 can be displaced from the first state to the third state. Therefore, the operator can perform an emergency stop operation without undergoing special training.

[0033] The bar 102A is configured such that one end (the connecting end) is connected to the housing of the controller 101 and is swingable in the vertical direction with the connecting end as a fulcrum. As shown in FIG. 5A, the first position is the position where the other end (the operating end) of the bar 102A is at the lowest point. As shown in FIG. 5B, the second position is the position where the operating end of the bar 102A is at the neutral position between the first position and the third position. As shown in FIG. 5C, the third position is the position where the operating end of the bar 102A is at the highest point. The operator can displace the bar 102A to the third position by pushing up the bar 102A in the first position and passing through the second position. Here, the kill operation switch 102 may be configured to stop at any one of the first position, the second position, and the third position. In that case, a mechanism that stops at a specific position, such as a spring, may be provided in the controller 101 so that the kill operation switch 102 does not get caught at intermediate positions other than these.

[0034] Note that the arrangement order of the first position, the second position, and the third position is not limited to the above. For example, the first position may be the position where the operating end of the bar 102A is at the highest point, and the third position may be the position where the operating end of the bar 102A is at the lowest point. Also, the displacement direction of the bar 102A is not limited to the vertical direction and may be the horizontal direction.

[0035] When flying the aircraft 1 in the landing state, after confirming safety, the kill operation switch 102 in the second state is switched to the first state, and then the takeoff and flight operations are performed. In the normal landing of the aircraft 1, after performing the landing operation, the kill operation switch 102 in the second state is switched to the first state. In an emergency landing when the aircraft 1 becomes uncontrollable, etc., the kill operation switch 102 in the first state is switched to the third state. Thereby, the emergency stop of the propeller 3 described later is performed, and the aircraft 1 falls while reducing the rotation of the propeller 3.

[0036] 2. Functional Configuration In this section, the functional configuration of this embodiment will be described. The information processing by software stored in the storage unit 512 is specifically realized by the processor 513 which is an example of hardware, and can be executed as each functional unit included in the processor 513.

[0037] FIG. 6 is a block diagram showing the functions realized by the flight control system 51 (processor 513). Specifically, the flight control system 51 (processor 513) includes a transmission / reception unit 5131, a flight control unit 5132, a reception unit 5133, and an emergency stop unit 5134.

[0038] <Transmission / Reception Unit 5131> The transmission / reception unit 5131 is configured to transmit and receive data to and from the controller 101 shown in FIG. 2. The transmission and reception between the transmission / reception unit 5131 and the controller 101 is performed by wireless communication. When the flying object 1 is an unmanned aerial vehicle, the data sent from the controller 101 to the transmission / reception unit 5131 includes operation commands for instructing the operation of the flying object 1 (ascending, descending, horizontal flight, hovering, etc.). In addition, the data sent from the transmission / reception unit 5131 to the controller 101 includes the control status of the flying object 1, the images captured by the camera of the flying object 1, the data acquired by the sensor, etc.

[0039] <Flight Control Unit 5132> The flight control unit 5132 is configured to control the rotation speed and rotation direction of each of the plurality of propellers 3. Specifically, the flight control unit 5132 controls the motor 3A of each propeller 3 based on the operation command, thereby controlling the rotation speed and rotation direction of the propeller 3 respectively. By the control of the flight control unit 5132, the flying object 1 performs operations such as ascending, descending, horizontal flight, and hovering based on the operation command.

[0040] <Reception Unit 5133> The reception unit 5133 is configured to receive the emergency stop command of the propeller 3 input to the controller 101.

[0041] <Emergency Stop Unit 5134> When the reception unit 5133 receives an emergency stop command, the emergency stop unit 5134 is configured to stop the rotation of the propeller 3, thereby causing the aircraft 1 to make an emergency stop (fall). Specifically, upon receiving an emergency stop command, the emergency stop unit 5134 instructs the rotation control unit (ESC53) that controls the rotation of the propeller 3 to rotate the propeller 3 at a predetermined rotational speed for stopping. After the rotational speed of the propeller 3 reaches the rotational speed for stopping, the emergency stop unit instructs the rotation control unit to freely stop the propeller 3.

[0042] More specifically, immediately after receiving an emergency stop command, the emergency stop unit 5134 forcibly reduces the output of the motor 3A via the ESC53 to a stop output that is smaller than the current output (for example, the rated output). The stop output is the output of the motor 3A at which the rotational speed of the propeller 3 becomes the rotational speed for stopping. As a result, the rotational speed of the propeller 3 decreases so as to follow the rotational speed for stopping. After the rotational speed of the propeller 3 reaches the rotational speed for stopping, the emergency stop unit 5134 sets the output of the motor 3A to zero via the ESC53. The emergency stop unit 5134 gives such instructions to the corresponding ESC53 for all the propellers 3.

[0043] The rotational speed for stopping is the rotational speed at which the motor 3A is driven with an output that is 10% or less of the rated output of the motor 3A that rotates the propeller 3. The rated output is the output for rotating the propeller 3 during the cruise (horizontal flight) of the aircraft 1. Thereby, the deceleration of the rotation of the propeller 3 at the time of emergency stop can be increased. As the output of the motor 3A at the rotational speed for stopping, for example, 7% or less of the rated output is preferable, and 5% or less is more preferable.

[0044] For example, when the rotational speed for stopping is set to the rotational speed at which the motor 3A is driven with an output of 4% of the rated output of the motor 3A, after giving a rotation instruction at several rotational speeds for stopping from the state of rotating at the rated output, the rotational speed of the propeller 3 reaches the rotational speed for stopping within 0.5 seconds or less. That is, in this case, the propeller 3 can be shifted from the rated rotation to the free-run stop within 0.5 seconds.

[0045] 3. Control Method of Flying Object In this section, a control method of a flying object using the flight control system 51 will be described. Each part of this control method of the flying object is executed by a computer as each step.

[0046] Specifically, the control method of the flying object includes a reception step and an emergency stop step. In the reception step, an emergency stop command for the propeller 3 is received from the controller 101. In the emergency stop step, upon receiving the emergency stop command, the rotation control unit (ESC53) that controls the rotation of the propeller 3 is instructed to rotate the propeller 3 at a predetermined stopping rotational speed. After the rotational speed of the propeller 3 reaches the stopping rotational speed, the rotation control unit is instructed to freely stop the propeller 3.

[0047] FIG. 7 is an activity diagram showing the flow of information processing (emergency stop processing of the flying object 1) executed by the flight control system 51. Hereinafter, the information processing will be described along with each activity of this activity diagram.

[0048] The emergency stop processing of the flying object 1 is started when the flight control system 51 is in a normal flight state. In this state, the user inputs an emergency stop command from the controller 101 by operating the kill operation switch 102 as needed for an emergency stop (activity A110). The flight control system 51 receives the emergency stop command transmitted from the controller 101 (activity A120).

[0049] After receiving the emergency stop command, the flight control system 51 sends a command to rotate the propeller 3 at the stopping rotational speed to the ESC53 (activity A130). The ESC53 reduces the output of the motor 3A based on the command from the flight control system 51 so that the rotational speed of the propeller 3 becomes the stopping rotational speed (activity A140). Note that the flight control system 51 may input the stopping rotational speed to the ESC53, or may input the stopping motor output corresponding to the stopping rotational speed to the ESC53.

[0050] After reducing the output of the motor 3A, the ESC 53 notifies the flight control system 51 of the rotational speed of the propeller 3 (activity A150). That is, the flight control system 51 continuously acquires the rotational speed of the propeller 3. When the rotational speed of the propeller 3 reaches the stop rotational speed, the flight control system 51 instructs the ESC 53 to perform a free-run stop (activity A160). The ESC 53 stops the motor 3A based on the command from the flight control system 51 (activity A170). As a result, the propeller 3 performs a free-run stop.

[0051] 4. Operation Summarizing the operation of this embodiment, it is as follows. That is, by rotating the propeller 3 at the stop rotational speed during an emergency stop, a brake can be applied to the propeller 3. Therefore, before the propeller 3 contacts the ground or the like, the propeller 3 can be stopped or sufficiently decelerated. As a result, the safety during the emergency stop of the aircraft 1, such as reduction of flying objects after falling, can be enhanced.

[0052] As described above, the embodiments of the present invention have been explained, but the present invention is not limited thereto and can be appropriately modified without departing from the technical idea of the invention.

[0053] 5. Others The aspect of this embodiment is not limited to the flight control system 51, and may be a control method for an aircraft or a program. The control method for an aircraft includes each step executed by the flight control system 51. The program causes a computer to function as the flight control system 51.

[0054] The switch for inputting the emergency stop command to the controller 101 is not limited to the above-described kill operation switch 102. The controller 101 may have, for example, a push button for inputting an emergency stop command by pressing.

[0055] The controller 101 does not necessarily need to remotely operate the flight control system 51. For example, the controller 101 may be arranged in the cockpit of the aircraft 1 which is a manned aircraft.

[0056] The flight control system 51 does not necessarily need to be installed on the aircraft 1. For example, the flight control system 51 may be composed of an information processing device installed in a facility or the like outside the aircraft 1.

[0057] It may be provided in each of the aspects described below.

[0058] (1) A control system for an aircraft having a propeller, comprising a processor configured to execute the following steps. In a reception step, an emergency stop command for the propeller is received. In an emergency stop step, upon receiving the emergency stop command, the rotation control unit that controls the rotation of the propeller is instructed to rotate the propeller at a predetermined rotational speed for stopping. After the rotational speed of the propeller reaches the rotational speed for stopping, the rotation control unit is instructed to freely stop the propeller. A control system for an aircraft.

[0059] (2) In the control system for an aircraft according to (1) above, the rotational speed for stopping is the rotational speed at which the motor that rotates the propeller is driven with an output of 10% or less of the rated output of the motor. A control system for an aircraft.

[0060] (3) An operation system for an aircraft, comprising the control system for an aircraft according to (1) or (2) above, and a controller configured to send a command to the processor. The controller has a switch that can be switched to a first state in which the rotation of the propeller is permitted, a second state in which the rotation of the propeller is prohibited, and a third state in which the emergency stop command is input. An operation system for an aircraft.

[0061] (4) In the flight vehicle operation system according to (3) above, the switch has a bar that is displaceable from a first position that expresses the first state, via a second position that expresses the second state, to a third position that expresses the third state, the flight vehicle operation system.

[0062] (5) A flight vehicle comprising an information processing device as the flight vehicle control system according to (1) or (2) above.

[0063] (6) A flight vehicle control method comprising each step executed by the flight vehicle control system according to (1) or (2) above.

[0064] (7) A program for causing a computer to function as the flight vehicle control system according to (1) or (2) above. Of course, this is not all.

[0065] Finally, although various embodiments according to the present disclosure have been described, these are presented as examples and are not intended to limit the scope of the invention. The novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. The embodiments and their modifications are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalent scope thereof.

Explanation of Reference Numerals

[0066] 1: Flight vehicle 2: Main body 3: Propeller 3A: Motor 5: Control box 6: Camera sensor 21: Fuselage 22: Frame 23: Skid 51: Flight vehicle control system 53: ESC 55: Battery 100: Aircraft operation system 101: Controller 102: Kill operation switch 102A: Bar 510: Communication bus 511: Communication unit 512: Memory unit 513: Processor 5131: Transceiver 5132: Flight control unit 5133: Reception unit 5134: Emergency stop unit

Claims

1. A control system for a flying object having a propeller, comprising: a processor configured to execute the following steps: In a reception step, receiving an emergency stop command for the propeller; In an emergency stop step, in response to the emergency stop command, instructing a rotation control unit that controls the rotation of the propeller to rotate the propeller at a predetermined stopping rotational speed, and after the rotational speed of the propeller reaches the stopping rotational speed, instructing the rotation control unit to freely stop the propeller. A control system for a flying object.

2. In the control system for a flying object according to Claim 1, the stopping rotational speed is a rotational speed at which the motor that rotates the propeller is driven with an output of 10% or less of the rated output of the motor. A control system for a flying object.

3. An operating system for a flying object, comprising: the control system for a flying object according to Claim 1 or Claim 2; a controller configured to send a command to the processor; and the controller has a switch that can be switched to a first state that permits the rotation of the propeller, a second state that prohibits the rotation of the propeller, and a third state that inputs the emergency stop command. An operating system for a flying object.

4. In the operating system for a flying object according to Claim 3, the switch has a bar that is displaceable from a first position that exhibits the first state, via a second position that exhibits the second state, to a third position that exhibits the third state. An operating system for a flying object.

5. A flying object, comprising: an information processing device as the control system for a flying object according to Claim 1 or Claim 2.

6. A control method for a flying object, comprising: each step executed by the control system for a flying object according to Claim 1 or Claim 2.

7. A program for causing a computer to function as the control system for a flying object according to Claim 1 or Claim 2. ​

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