Unmanned flying object controlling system and unmanned flying object controlling method

Abstract

To suppress a route deviation of an unmanned flying object.SOLUTION: An unmanned flying object controlling system 1001 which controls a flight of an unmanned flying object 101, comprises: a route generation unit 212 that generates a flight route for the unmanned flying object 101; an attitude control mode generating unit 213 that assigns one of a plurality of attitude control modes of the unmanned flying object 101 prepared in advance to each of a plurality of flight sections which make up the flight route; and an attitude control unit 124 that controls the attitude of the unmanned flying object 101 according to the assigned attitude control mode and flies the unmanned flying object 101 along a flight route.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to controlling unmanned air vehicles. [Background technology]

[0002] In recent years, unmanned aerial vehicles (UAVs) have been used to take photographs or take measurements for the inspection of infrastructure structures such as tunnels and bridges. The UAVs autonomously fly within a predetermined range while measuring the range of the object to be inspected, thereby reducing the labor required for inspection (for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-225863 Summary of the Invention [Problem to be solved by the invention]

[0004] If a dynamic obstacle such as a bird suddenly appears, or if the sensor detects the obstacle only after the unmanned aerial vehicle approaches the obstacle closely, the unmanned aerial vehicle must make an emergency stop or fly on an evasive route to avoid collision with the obstacle. Not only when such disturbances occur, but also when the unmanned aerial vehicle deviates from its route, it becomes unable to properly inspect the inspection target, which is undesirable.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and aims to prevent unmanned aerial vehicles from deviating from their routes. [Means for solving the problem]

[0006] The unmanned aerial vehicle control system disclosed herein is an unmanned aerial vehicle control system that controls the flight of an unmanned aerial vehicle, and includes a path generation unit that generates a flight path for the unmanned aerial vehicle, an attitude control mode generation unit that assigns one attitude control mode from a plurality of attitude control modes for the unmanned aerial vehicle that have been prepared in advance to each of a plurality of flight sections that make up the flight path, and an attitude control unit that controls the attitude of the unmanned aerial vehicle in accordance with the assigned attitude control mode and causes the unmanned aerial vehicle to fly along the flight path. [Effects of the Invention]

[0007] The unmanned aerial vehicle control system disclosed herein controls the attitude of the unmanned aerial vehicle and flies it using an attitude control mode defined for each flight section, thereby performing appropriate attitude control for each flight section and preventing the unmanned aerial vehicle from deviating from its path. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a top view of an unmanned aerial vehicle according to the first embodiment. [Figure 2] FIG. 1 is a side view of an unmanned aerial vehicle according to the first embodiment. [Figure 3] 1 is a configuration diagram of an unmanned aerial vehicle control system according to a first embodiment. [Figure 4] FIG. 1 is a top view of an unmanned aerial vehicle according to the first embodiment that obtains thrust in the traveling direction from four propellers. [Figure 5] FIG. 2 is a top view of an unmanned aerial vehicle according to the first embodiment that obtains thrust in the direction of travel from two propellers. [Figure 6] FIG. 10 is a top view showing a first example of an inspection route. [Figure 7] FIG. 2 is a side view showing a first example of an inspection route. [Figure 8] FIG. 2 is a side view of the unmanned aerial vehicle according to the first embodiment ascending in a vertical attitude. [Figure 9] FIG. 10 is a top view showing a second example of an inspection route. [Figure 10] FIG. 10 is a side view showing a second example of an inspection route. [Figure 11]FIG. 2 is a side view of the unmanned aerial vehicle according to the first embodiment moving horizontally in a vertical attitude. [Figure 12] FIG. 10 is a side view showing a third example of an inspection route. [Figure 13] FIG. 2 is a side view showing the unmanned aerial vehicle according to the first embodiment approaching the ground. [Figure 14] FIG. 2 is a side view showing the unmanned aerial vehicle according to the first embodiment, which is no longer able to maintain its trajectory in attitude maintenance mode. [Figure 15] 4 is a flowchart showing the operation of the unmanned aerial vehicle according to the first embodiment when flying in attitude maintenance mode. [Figure 16] FIG. 2 is a side view showing an obstacle suddenly appearing while the unmanned aerial vehicle according to the first embodiment is flying in attitude maintenance mode. [Figure 17] FIG. 10 is a configuration diagram of an unmanned aerial vehicle control system according to a second embodiment. [Figure 18] FIG. 10 is a top view of an unmanned aerial vehicle according to a third embodiment. [Figure 19] FIG. 10 is a side view of an unmanned aerial vehicle according to a third embodiment. [Figure 20] FIG. 10 is a configuration diagram of an unmanned aerial vehicle control system according to a third embodiment. [Figure 21] FIG. 10 is a top view showing an example of a repair path. [Figure 22] FIG. 10 is a side view showing an example of a repair path. [Figure 23] FIG. 10 is a side view showing how the unmanned aerial vehicle of the third embodiment obtains thrust from two propellers to offset the reaction force of the jet. [Figure 24] FIG. 11 is a side view showing how the unmanned aerial vehicle of the third embodiment obtains thrust for horizontal movement from two propellers. [Figure 25] FIG. 10 is a side view showing the unmanned aerial vehicle of embodiment 3 jetting onto the ground surface when the center of gravity is at J1. [Figure 26] FIG. 11 is a side view showing the unmanned aerial vehicle of embodiment 3 jetting onto the ground surface when the center of gravity is at J2. [Figure 27]It is a flowchart showing the operation of the unmanned aerial vehicle according to Embodiment 3 in the flight of the attitude holding mode. [Figure 28] It is a diagram showing the hardware configuration for realizing the functional blocks of the unmanned aerial vehicle. [Figure 29] It is a diagram showing the hardware configuration for realizing the functional blocks of the unmanned aerial vehicle.

Modes for Carrying Out the Invention

[0009] <A. Embodiment 1> FIG. 1 is a top view of the unmanned aerial vehicle 101 according to Embodiment 1. As shown in FIG. 1, the unmanned aerial vehicle 101 includes a main body 111, six propeller shafts 112a, 112b, 112c, 112d, 112e, 112f, six propellers 113a, 113b, 113c, 113d, 113e, 113f, six rotary motors 114a, 114b, 114c, 114d, 114e, 114f, and six first angle motors 115a, 115b, 115c, 115d, 115e, 115f.

[0010] In this specification, when the propeller shafts 112a, 112b, 112c, 112d, 112e, 112f are not individually distinguished, they are referred to as the propeller shaft 112. The same applies to other components, and they are also referred to as the propeller 113, the rotary motor 114, the first angle motor 115, etc.

[0011] Various control boards and sensors are mounted on the main body 111. The inertial sensor 125 and the in-vehicle sensor 128, which will be described later, are mounted on the main body 111. Six propeller shafts 112 project radially from the main body 111 at equal intervals in different directions from each other.

[0012] Propellers 113a, 113b, 113c, 113d, 113e, and 113f and rotary motors 114a, 114b, 114c, 114d, 114e, and 114f are provided at the tips of the propeller shafts 112a, 112b, 112c, 112d, 112e, and 112f, respectively. The rotary motors 114 rotate the corresponding propellers 113 to generate thrust.

[0013] First angle motors 115a, 115b, 115c, 115d, 115e, and 115f are mounted on the propeller shafts 112a, 112b, 112c, 112d, 112e, and 112f, respectively. The first angle motors 115 rotate the corresponding propeller shafts 112 around the propeller shafts 112. In Figures 1 and 2, the direction of rotation of the propeller shafts 112 by the first angle motors 115 is indicated by an arrow. Hereinafter, the propeller shafts 112 are also referred to as the "first axis," and the axial rotation angle of the propeller shafts 112 is also referred to as the "first angle." In the unmanned aerial vehicle 101, the orientation of the propeller 113 is determined by the first angle of the propeller shafts 112.

[0014] FIG. 2 is a side view of unmanned aerial vehicle 101, seen from the side where propeller 113a is visible. In this view, propellers 113b and 113c are pointing downward, while propeller 113a is pointing diagonally. The orientation of propeller 113 is adjusted by the rotation of first angle motor 115. First angle motor 115 changes the direction of thrust from propeller 113. Rotation motor 114 also changes the rotation speed of propeller 113. This allows unmanned aerial vehicle 101 to fly at different speeds and directions.

[0015] FIG. 3 shows the configuration of an unmanned aerial vehicle control system 1001 according to the first embodiment. The unmanned aerial vehicle control system 1001 includes an unmanned aerial vehicle 101, a control system 201 that issues commands to the unmanned aerial vehicle 101, and an external device 301. The external device 301 includes an external sensor 311 and a conversion processing unit 312. The external device 301 is a device that measures and transmits the position of the unmanned aerial vehicle 101. The external sensor 311 is installed at a fixed point or the like and measures the absolute position of the unmanned aerial vehicle 101. The conversion processing unit 312 converts the absolute position of the unmanned aerial vehicle 101 measured by the external sensor 311 into a relative coordinate system or the like required by the unmanned aerial vehicle 101, and transmits it to the positioning unit 127 of the unmanned aerial vehicle 101. Note that this configuration is used when the unmanned aerial vehicle 101 measures its own position in cooperation with the external sensor 311. The unmanned aerial vehicle 101 may be equipped with a sensor in the positioning unit 127, and may use this sensor to estimate or measure its own position.

[0016] The control system 201 includes an inspection planning unit 211 , a path generation unit 212 , and an attitude control mode generation unit 213 .

[0017] The inspection planning unit 211 plans tasks for carrying out work such as inspections.

[0018] The route generation unit 212 creates a flight route for the unmanned aerial vehicle 101 based on the tasks planned by the inspection planning unit 211.

[0019] The attitude control mode generation unit 213 plans an attitude control mode for the flight path based on the task and flight path, and transmits route information including the attitude control mode as a command to the unmanned aerial vehicle 101. The command value generation unit 126 generates a command value based on the command received from the attitude control mode generation unit 213 and self-position information from the positioning unit 127.

[0020] The attitude control mode is a mode related to attitude control during flight of the unmanned aerial vehicle 101. The attitude control modes include an attitude holding mode in which the unmanned aerial vehicle 101 flies in a predetermined direction while maintaining its attitude at a predetermined angle, and an acceleration / deceleration priority mode in which the unmanned aerial vehicle 101 flies in the desired direction without maintaining its attitude. The acceleration / deceleration priority mode is useful when the unmanned aerial vehicle 101 needs to accelerate or decelerate, for example, or when it is desired to reach a certain speed.

[0021] For example, since the unmanned aerial vehicle 101 does not necessarily need to maintain its attitude during flight sections where inspections are not performed, it is desirable to prioritize increasing speed in acceleration / deceleration priority mode rather than suppressing speed in attitude maintenance mode. This minimizes the effects of disturbances such as wind, and achieves energy savings by suppressing increases in the rotation speed of some propellers and increasing efficiency.

[0022] As described above, the unmanned aerial vehicle 101 can change the direction of the propeller 113 using the first angle motor 115, so it can fly in any direction while maintaining its attitude. There are multiple patterns for the attitude maintenance mode.

[0023] Figure 4 shows the first pattern of the attitude maintenance mode. In this example, vertical thrust is generated by the rotation of two propellers 113d and 113f, whose orientation is fixed downward, and thrust in the forward direction is generated by the rotation of four propellers 113b, 113c, 113d, and 113e, whose orientation is variable.

[0024] Figure 5 shows the second pattern of the attitude maintenance mode. In this example, vertical thrust is generated by the rotation of four propellers 113a, 113b, 113e, and 113f, whose orientation is fixed downward, and thrust in the forward direction is generated by the rotation of two propellers 113c and 113d, whose orientation is variable.

[0025] In this way, the attitude control mode generation unit 213 also determines which propellers 113 have their orientation fixed and which propellers 113 have their orientation variable for the attitude holding mode, and transmits this information to the unmanned aerial vehicle 101 along with the attitude holding mode.

[0026] In addition to the rotation motor 114 and the first angle motor 115, the unmanned aerial vehicle 101 is equipped with motor control units 121, 122, an attitude control unit 124, an inertial sensor 125, a command value generation unit 126, a positioning unit 127, an in-vehicle sensor 128, an obstacle detection unit 129, and an emergency mode determination unit 130.

[0027] The positioning unit 127 measures the current position of the unmanned aerial vehicle 101.

[0028] The command value generation unit 126 obtains the route information and attitude control mode of the unmanned aerial vehicle 101 from the attitude control mode generation unit 213, obtains the current position information of the unmanned aerial vehicle 101 from the positioning unit 16, and outputs these to the attitude control unit 124.

[0029] Based on the attitude control mode of the unmanned aerial vehicle 101 and current position information, the attitude control unit 124 calculates thrust distribution to determine the direction of the propeller 113 and the rotation speed of the rotary motor 114 so that the unmanned aerial vehicle 101 flies along the route.

[0030] The motor control unit 121 performs feedback control on the rotary motor 114 to realize the rotation speed of the rotary motor 114 determined by the attitude control unit 124 .

[0031] The motor control unit 122 performs feedback control on the first angle motor 115 to realize the orientation of the propeller 113 determined by the attitude control unit 124 .

[0032] The route information sent from the attitude control mode generation unit 213 to the command value generation unit 126 includes information on the flight route and information on the speed and attitude control mode of the unmanned aerial vehicle 101 along the flight route. A flight route is a route connecting multiple waypoints, with the first waypoint also referred to as the start point and the last waypoint also referred to as the end point. The area between two consecutive waypoints is also referred to as a flight segment. Information on the speed and attitude control mode is provided for each flight segment.

[0033] The attitude control mode information includes whether attitude maintenance is being performed, i.e., whether the attitude control mode is the attitude maintenance mode or the acceleration / deceleration priority mode, as well as information on the motion axis pattern of each propeller shaft 112 if the attitude control mode is the attitude maintenance mode. The motion axis pattern is a pattern that indicates whether the rotation angle around the rotation axis of each propeller shaft 112 is maintained or variable. When the rotation angle of a propeller shaft 112 is maintained, the orientation of the corresponding propeller is fixed, and when the rotation angle of a propeller shaft 112 is variable, the orientation of the corresponding propeller is variable.

[0034] In other words, the motion axis pattern represents a pattern of propellers 113 with fixed orientation and propellers 113 with variable orientation. The information on the motion axis pattern may include the fixed rotation angle for the fixed propeller shafts 112. Furthermore, when there are many variable propeller shafts 112, for example, when all the propeller shafts 112 are variable, the information on the motion axis pattern may include information on the limit on the variable angle for each propeller shaft 112.

[0035] 6 and 7 are top and side views, respectively, showing a first example of an inspection flight path for unmanned aerial vehicle 101. Unmanned aerial vehicle 101 performs inspections by photographing inspection targets T11, T12, T13, T14, T15, T16, and T17 with a camera mounted on the vehicle.

[0036] The inspection planning unit 211 determines the range and order of inspection of the inspection objects during the current flight. Assume that the inspection order is determined as follows: inspection object T11 → inspection object T12 → inspection object T13 → inspection object T14 → inspection object T15 → inspection object T16 → inspection object T17. In accordance with this determination, the path generation unit 212 creates an inspection flight path. The path generation unit 212 creates a path that starts at point P61 and passes through points P62, P64, and P65 in this order. When the unmanned aerial vehicle 101 flies along this path, it is necessary that the inspection object falls within the camera angle of view 33. If the attitude of the unmanned aerial vehicle 101 fluctuates, it will be impossible to acquire high-precision images of the inspection object.

[0037] The unmanned aerial vehicle 101 flies from point P61 to point P62 while maintaining a horizontal attitude, acquiring data on inspection object T11. The unmanned aerial vehicle 101 then turns vertical at point P62 and flies in that state from point P62 to point P63, acquiring data on inspection object T12. Next, the unmanned aerial vehicle 101 returns to a horizontal attitude at point P63 and flies in that state from point P63 to point P64, acquiring data on inspection object T13 and inspection object T14. The unmanned aerial vehicle 101 then turns vertical at point P64 and flies to point P65, acquiring data on inspection object T15 and inspection object T16.

[0038] The flight characteristics of the unmanned aerial vehicle 101 are anisotropic with respect to its direction of travel or attitude. Therefore, the attitude control mode is commanded for each flight segment that constitutes the flight path. From point P12 to point P13, the unmanned aerial vehicle 101 assumes a vertical attitude (angle of 90°) due to the camera's angle of view 33. At this time, as shown in Figure 8, the unmanned aerial vehicle 101 assumes an attitude in which the propeller shafts 112b and 112e are horizontal, and the propellers 113b and 113e are fixed in a vertically downward direction, generating vertically upward thrust. The other propellers 113a, 113c, 113d, and 113f have variable orientations and are responsible for correcting the direction of travel if the unmanned aerial vehicle 101 deviates from the path. This achieves an attitude control mode with little vertical thrust loss due to the orientation of the propeller shaft 112 during vertical flight of the unmanned aerial vehicle 101, i.e., a highly responsive attitude control mode.

[0039] After inspecting inspection target T11, unmanned aerial vehicle 101 needs to change its attitude at point P12. At point P12, unmanned aerial vehicle 101 can smoothly change its attitude by simply rotating its attitude 90° from a horizontal attitude to a vertical attitude. Therefore, unmanned aerial vehicle 101 adjusts the inclination of propellers 113b and 113e at point P12 and flies toward point P13.

[0040] For the same reason, the attitude of the unmanned aerial vehicle 101 when flying from point P13 to point P14 is the same as the attitude from point P11 to point P12, and it maintains a horizontal attitude (angle 0°). When flying from point P14 to point P15, the camera direction is reversed, so the vehicle descends with propellers 113d and 113f facing downward, and the attitude control mode is the same as from point P62 to point P63.

[0041] 9 and 10 are top and side views, respectively, showing a second example of an inspection flight path for unmanned aerial vehicle 101. Unmanned aerial vehicle 101 performs inspections by photographing inspection targets T11, T12, T13, T14, and T15 with a camera.

[0042] It is assumed that the inspection planning unit 211 has determined that the inspection order is inspection objects T11 → T12 → T13 → T14 → T15. In accordance with this determination, the route generation unit 212 creates a route that starts at point P11 and passes through points P12, P13, and P14 in this order.

[0043] Unmanned aerial vehicle 101 moves horizontally from point P12 to point P13 in a vertical orientation, photographing inspection objects T12, T13, and T14 in sequence. The orientation of unmanned aerial vehicle 101 at this time is shown in Figure 11. Unmanned aerial vehicle 101 ensures vertical thrust with propellers 113b, 113c, 113d, and 113e, while ensuring thrust in the forward direction with propellers 113a and 113f.

[0044] When inspecting inspection object T11 and inspection object T15, unmanned aerial vehicle 101 assumes a horizontal attitude and enters attitude control mode, flying in the directions of propeller shaft 112f and propeller shaft 112a, respectively. At this time, propeller shafts 112a and 112f are fixed, and vertical thrust is ensured by propellers 113a and 113f, while propeller shafts 112b, 112c, 112d, and 112e are variable, and thrust in the forward direction is ensured by propellers 113b, 113c, 113d, and 113e.

[0045] The reason why the unmanned aerial vehicle 101 assumes a horizontal attitude from point P11 to point P12 and from point P13 to point P14 is not simply because it is easy to change to the next attitude or change from the previous attitude. Because it is easy to move in a horizontal direction while maintaining thrust, if path tracking is required, the unmanned aerial vehicle 101 will fly from point P11 to point P12 in the same attitude mode as the former, and then correct the yaw angle by 30° at point P12 before switching to a vertical attitude.

[0046] 12 is a side view showing a third example of an inspection flight route for the unmanned aerial vehicle 101. The third example includes a mixture of routes that require attitude maintenance and routes that do not. Furthermore, when maintaining attitude, the unmanned aerial vehicle 101 needs to approach inspection targets T21 and T22.

[0047] The objects to be inspected are T21 and T22, which are located at two separate locations on the ground surface. Inspection is to be performed on the objects to be inspected T21 and T22 in that order. In this case, the unmanned aerial vehicle 101 does not need to perform inspections while moving horizontally, nor does it need to maintain its posture. Furthermore, at points P102 and P104 where it approaches the objects to be inspected T21 and T22, the unmanned aerial vehicle 101 does not move horizontally. Therefore, the unmanned aerial vehicle 101 starts from point P101 and flies along the route of point P101 → point P102 → point P101 → point P103 → point P104 → point P103.

[0048] In flying from point P101 to point P102, the unmanned aerial vehicle 101 needs to approach the inspection target T102, i.e., the ground surface. If the unmanned aerial vehicle 101 approaches the ground surface with the propellers 113 pointing vertically downward, the unmanned aerial vehicle 101 will be affected by the airflow that bounces off the ground surface, resulting in unstable flight. Therefore, as shown in FIG. 13, the orientation of the propellers 113 is tilted from the vertically downward direction. Specifically, the propellers 113a, 113b, and 113d are tilted from the vertically downward direction to the left in the figure, and the propellers 113c, 113e, and 113f are tilted from the vertically downward direction to the right in the figure. This reduces the effect of the airflow that bounces off the ground surface, allowing the unmanned aerial vehicle 101 to maintain stable flight.

[0049] During horizontal flight from point P21 to point P23, the unmanned aerial vehicle 101 may deviate slightly from the route along the way, as long as it ultimately arrives at point P23. Therefore, during this flight section, the unmanned aerial vehicle 101 is allowed to tilt all of its propeller shafts 112, and flies at high speed in acceleration / deceleration priority mode.

[0050] 14 shows unmanned aerial vehicle 101 performing an inspection flight of inspection target T31 in attitude holding mode. The route follows points P31, P32, and P33 in order. In the flight section from point P32 to point P33, unmanned aerial vehicle 101 assumes a horizontal attitude (angle 0°), obtains vertically upward thrust from propellers 113a, 113b, 113e, and 113f fixed facing vertically downward, and ascends while following the route using propellers 113c and 113d whose direction can be changed.

[0051] Suppose that wind is blowing toward inspection object T31, causing unmanned aerial vehicle 101 to deviate from its course and collide with inspection object T31. In this case, unmanned aerial vehicle 101 changes its attitude control mode using in-flight sensor 128, obstacle detection unit 129, and emergency mode determination unit 130 to avoid collision with inspection object T31.

[0052] The obstacle detection unit 129 uses an in-flight sensor 128 that detects the surroundings of the unmanned aerial vehicle 101 to detect obstacles around the unmanned aerial vehicle 101 and measures the distance to the obstacle. In the example of Figure 14, the obstacle is an inspection target object T31.

[0053] The emergency mode determination unit 18 determines whether the unmanned aerial vehicle 101 can avoid the obstacle while remaining in the attitude holding mode, based on the distance between the unmanned aerial vehicle 101 and the obstacle, etc. If the unmanned aerial vehicle 101 cannot avoid the obstacle while remaining in the attitude holding mode, the emergency mode determination unit 18 changes the current attitude control mode from the attitude holding mode to the acceleration / deceleration priority mode, and avoids a collision with the obstacle.

[0054] FIG. 15 is a flowchart showing the operation of the unmanned aerial vehicle 101 performing an inspection flight in attitude maintenance mode.

[0055] First, in step S101, the unmanned aerial vehicle 101 starts flying in attitude holding mode.

[0056] Next, in step S102, the positioning unit 16 measures the current position of the unmanned aerial vehicle 101, and the command value generation unit 126 compares the current position with the route to determine whether the unmanned aerial vehicle 101 has deviated from the route. This determination is made at a predetermined interval.

[0057] If the unmanned aerial vehicle 101 deviates from the route in step S102, the command value generation unit 126 corrects the position of the unmanned aerial vehicle 101 while it is in attitude holding mode in step S103. Then, in step S104, the command value generation unit 126 determines whether the unmanned aerial vehicle 101 has returned to the route. If the unmanned aerial vehicle 101 has returned to the route in step S104, the processing of the unmanned aerial vehicle 101 returns to step S102, and the unmanned aerial vehicle 101 continues flying.

[0058] If the unmanned aerial vehicle 101 has not deviated from the route in step S102, the obstacle detection unit 129 determines in step S105 whether or not there is an obstacle on the route of the unmanned aerial vehicle 101. Figure 16 shows a situation in which a bird 35, which is an obstacle, has appeared on the route 34 of the unmanned aerial vehicle 101. The obstacle detection unit 129 detects the bird 35 on the route 34 using the sensor 128 inside the aircraft.

[0059] If an obstacle is found in step S105, the emergency mode determination unit 18 determines in step S106 whether a predetermined deceleration is necessary to avoid a collision with the obstacle. Here, the predetermined deceleration means deceleration exceeding a predetermined deceleration.

[0060] In step S106, if a specified deceleration is not required to avoid the obstacle, in step S107 the command value generation unit 126 creates an avoidance route that can avoid the obstacle instead of the conventional route, and the unmanned aerial vehicle 101 flies along the avoidance route.

[0061] If the unmanned aerial vehicle 101 deviates from the route and cannot return to the route even if it corrects its position while in attitude holding mode (No in step S104), or if the unmanned aerial vehicle 101 is flying along the route but needs to decelerate to a certain extent to avoid colliding with an obstacle in its path (Yes in step S106), in step S108 the emergency mode determination unit 18 changes the attitude control mode of the unmanned aerial vehicle 101 from attitude holding mode to acceleration / deceleration priority mode. Then, in step S109, the unmanned aerial vehicle 101 makes an emergency stop or flies an avoidance route.

[0062] If the answer is No in step S105, or after step S107 or step S109, in step S110 the command value generation unit 15 determines whether the unmanned aerial vehicle 101 has arrived at the waypoint. If the unmanned aerial vehicle 101 has not yet arrived at the waypoint in step S110, the processing of the unmanned aerial vehicle 101 returns to step S102.

[0063] If the unmanned aerial vehicle 101 has arrived at the waypoint in step S110, the command value generation unit 15 determines in step S111 whether there is a next waypoint. If there is a next waypoint, the command value generation unit 15 changes the attitude control mode of the unmanned aerial vehicle 101 to the mode defined for the next section as necessary in step S112. If the attitude control mode for the next section is also the attitude holding mode, the processing of the unmanned aerial vehicle 101 returns to step S102.

[0064] If there is no next waypoint in step S111, the unmanned aerial vehicle 101 ends its flight in step S113.

[0065] Thus, even when the unmanned aircraft 101 is flying in the attitude holding mode, in an emergency where there is a possibility of collision with an obstacle, it flies in an acceleration / deceleration priority mode that emphasizes attitude tilting and acceleration / deceleration. That is, the unmanned aircraft 101 changes its attitude control mode by itself regardless of the instructions from the control system 2 according to the situation. The unmanned aircraft 101 notifies the control system 2 of the history of changing the attitude control mode. Based on the history of changes in the attitude control mode obtained from the unmanned aircraft 101, the control system 2 creates a new inspection plan and flight route for the unmanned aircraft 101 again.

[0066] The unmanned aircraft 101 can obtain accurate inspection data by performing autonomous flight based on the inspection plan and flight route created by the control system 2.

[0067] The sensor side may determine whether there is a deviation from the attitude holding in cooperation with the inspection sensor, and notify the inspection plan unit 21 or the emergency mode determination unit 18 of the control system 2 of the result for correction.

[0068] In the above, for each of the six propellers 113 of the unmanned aircraft 101, its direction can be adjusted by the first angle motor 115, and thus the unmanned aircraft 101 flies while maintaining its attitude. However, only four of the six propellers 113 whose directions can be adjusted may be provided.

[0069] Note that the control system 201 is typically provided on the ground separately from the unmanned aircraft 101, but it may also be mounted on the unmanned aircraft 101.

[0070] <B. Embodiment 2> FIG. 17 is a configuration diagram of an unmanned aircraft control system 1002 according to Embodiment 2. The unmanned aircraft control system 1002 is different from the unmanned aircraft control system 1001 according to Embodiment 1 in that it includes a control system 202 instead of the control system 201. The control system 202 includes a wind direction prediction unit 214 in addition to the configuration of the control system 201.

[0071] The wind direction prediction unit 214 measures or predicts the wind direction. The wind direction prediction unit 214 may measure or predict the wind speed in addition to the wind direction. Here, the wind is an example of a disturbance. That is, the wind direction prediction unit 214 functions as a disturbance prediction unit that measures or predicts a disturbance.

[0072] The attitude control mode generation unit 213 determines the attitude control mode in each flight section of the flight path based on the disturbance measured or predicted by the wind direction prediction unit 214. For example, when the wind direction prediction unit 214 predicts that a strong downward wind blows in a certain flight section, the attitude control mode generation unit 213 determines the attitude control mode as an attitude holding mode that is resistant to the downward wind. The attitude holding mode that is resistant to the downward wind is, for example, a mode in which four of the six propellers 113 are directed downward to obtain an upward thrust, and the traveling direction and the turning rotation are realized by the two propellers 113.

[0073] <C. Embodiment 3> FIG. 18 is a top view of the unmanned aerial vehicle 103 according to Embodiment 3. FIG. 19 is a side view of the unmanned aerial vehicle 103. FIG. 20 is a configuration diagram of the unmanned aerial vehicle control system 1003 according to Embodiment 3.

[0074] 18 and 19, the unmanned aerial vehicle 103 includes second angle motors 116a, 116b, 116c, 116d, 116e, and 116f in addition to the configuration of the unmanned aerial vehicle 101 according to embodiment 1. In this specification, when the second angle motors 116a, 116b, 116c, 116d, 116e, and 116f are not individually distinguished, they are referred to as second angle motors 116. The second angle motors 116a, 116b, 116c, 116d, 116e, and 116f rotate the propeller shafts 112a, 112b, 112c, 112d, 112e, and 112f about second axes different from the propeller shafts 112a, 112b, 112c, 112d, 112e, and 112f (first axes). The rotation direction of the propeller shaft 112 around the second axis is also referred to as the second direction, and the rotation angle of the propeller shaft 112 around the second axis is also referred to as the second angle. In FIG. 18, the dashed dotted line indicates the second axis, and the black arrow indicates the second direction. The second axis is perpendicular to the first axis. The second angle of each propeller shaft 112 is independently controlled by the corresponding second angle motor 116. Therefore, the orientation of each propeller 113 in the unmanned aerial vehicle 103 is determined by the first angle of the propeller shaft 112 determined by the rotation of the first angle motor 115 and the second angle of the propeller shaft 112 determined by the rotation of the second angle motor 116.

[0075] Furthermore, the unmanned aerial vehicle 103 is equipped with an ejection device 40. The ejection device 40 is equipped with an ejection determination unit 41, an ejection control unit 42, and an ejection nozzle 43. The ejection determination unit 41 acquires the position of the unmanned aerial vehicle 101 from the positioning unit 127, and determines the need for ejection based on the position of the unmanned aerial vehicle 101. The ejection control unit 42 controls the ejection at the ejection nozzle 43. A jet of ejection material is built into the ejection device 40, and the jet of ejection material is ejected from the ejection nozzle 43 under the control of the ejection control unit 42. When the jet of ejection material is ejected from the ejection nozzle 43, the weight and center of gravity position of the unmanned aerial vehicle 101 change.

[0076] The unmanned aerial vehicle control system 1003 according to the third embodiment includes an unmanned aerial vehicle 103, a control system 203, and an external device 301.

[0077] The control system 203 is configured to include a repair planning unit 215 , a path generation unit 212 , an attitude control mode generation unit 213 , and a center of gravity estimation unit 216 .

[0078] The repair planning unit 215 creates a repair plan. For example, the repair planning unit 215 determines the order of repairs for multiple repair targets to be repaired in one repair flight.

[0079] The route generation unit 212 determines the flight route of the unmanned aerial vehicle 103 in accordance with the repair plan.

[0080] The center of gravity estimation unit 216 estimates the weight and center of gravity position of the unmanned aerial vehicle 103 in each flight segment of the flight path.

[0081] The attitude control mode generation unit 213 determines the speed and attitude mode of the unmanned aerial vehicle 103 in each flight segment, taking into account the weight and center of gravity position of the unmanned aerial vehicle 103 in each flight segment, to ensure efficient flight.

[0082] When the center of gravity of the heavy main body 111 is far from the center of the resultant force of the lift generated by each propeller 113, the repair planning unit 215 determines the route order in advance so that the plan is carried out at a position that does not tilt the attitude.

[0083] In addition to the configuration of the unmanned aerial vehicle 101 according to embodiment 1, the unmanned aerial vehicle 103 includes the aforementioned injection device 40, a motor control unit 123 that controls the second angle motor 116, and a center of gravity estimation unit 19. The center of gravity estimation unit 19 estimates the weight and center of gravity position of the unmanned aerial vehicle 103 based on the control load of the rotation motor 114, first angle motor 115, or second angle motor 116 by the inertial sensor 125 or motor control units 121-123.

[0084] The center of gravity estimation unit 216 of the control system 203 receives feedback of the current attitude control mode, weight, and center of gravity position from the center of gravity estimation unit 19 of the unmanned aerial vehicle 103. If the weight and center of gravity position of the unmanned aerial vehicle 103 obtained by the center of gravity estimation unit 216 from the unmanned aerial vehicle 103 differ from the initially estimated weight and center of gravity position, the attitude control mode generation unit 213 redetermines the attitude control mode based on the new weight and center of gravity position.

[0085] Figure 21 is a top view showing an example of a repair flight route by the unmanned aerial vehicle 103. Figure 22 is a side view showing the same example route as Figure 21. The unmanned aerial vehicle 103 performs the task of applying a spray material to objects to be repaired T41 and T42.

[0086] Because repair target T41 is located on the side of the wall, which is a vertical surface, the unmanned aerial vehicle 103 can spray the injection material onto repair target T41 while remaining in a horizontal position without tilting its attitude, thereby repairing it. On the other hand, because repair target T42 is located on the ground surface, which is a horizontal surface, the unmanned aerial vehicle 103 must tilt its attitude to repair it. If there is a large amount of injection material remaining in the injection device 40 and the unmanned aerial vehicle 103 is heavy, flying with a tilted attitude is disadvantageous from the perspective of flight energy or attitude control. Therefore, the repair planning unit 215 creates a plan to repair repair targets T41, T42 in that order.

[0087] Therefore, the path generation unit 212 generates a path starting from point P41 and flying in the order of point P41, point P42, point P43, point P44, and point P41. Because the unmanned aerial vehicle 103 does not perform thrust during the flight section from point P41 to point P42, it is sufficient if it can arrive at point P42 without maintaining its attitude or direction. Therefore, the attitude control mode during this flight section is acceleration / deceleration priority mode.

[0088] During the flight section from point P42 to point P43, as shown in FIG. 21, the unmanned aerial vehicle 103 flies while appropriately ejecting propellant 44 from nozzle 43. When the propellant 44 is ejected, a reaction force is generated on the unmanned aerial vehicle 103. The black arrows in FIG. 23 indicate the reaction force of the ejection acting on the unmanned aerial vehicle 103. To maintain its posture against the reaction force of the ejection, the unmanned aerial vehicle 103 rotates the first angle motors 115a and 115f to tilt the propellers 113a and 113f slightly in the direction of the reaction force of the ejection. As a result, the thrust generated by the rotation of propellers 113a and 113f is directed in the direction of the white arrows in FIG. 23, canceling out the reaction force of the ejection. The other four propellers 113b, 113c, 113d, and 113e face directly downward, generating a thrust directly upward against gravity. Here, the four propellers 113b, 113c, 113d, and 113e are used to generate thrust in the upward direction because a large amount of the propellant 44 still remains in the propellant device 40 and the unmanned aerial vehicle 103 is heavy.

[0089] In order for the unmanned aerial vehicle 103 to fly from point P42 to point P43 while maintaining a horizontal attitude, the second angle motors 116a, 116f are rotated to adjust the second direction angle of the propellers 113a, 113f, as shown in Figure 24, and the propellers 113a, 113f generate thrust in the forward direction. That is, the angle of the propellers 113a, 113f in the first direction is adjusted to generate thrust in a direction against the jet reaction force, and the angle in the second direction is adjusted to generate thrust in the forward direction.

[0090] The unmanned aerial vehicle 103 does not need to maintain a horizontal attitude when flying from point P41 to point P42. However, if the horizontal attitude is maintained when the unmanned aerial vehicle 103 arrives at point P42, it will be easy for the unmanned aerial vehicle 103 to spray the jet 44 from the nozzle 43 protruding from its side toward the repair target T41. Therefore, the unmanned aerial vehicle 103 may fly in an attitude maintenance mode that maintains a horizontal attitude during the flight section from point P41 to point P42.

[0091] By the time it arrives at point P43, the unmanned aerial vehicle 103 has already sprayed the jet material 44 onto the repair target T41, making it lighter. Therefore, at point P43, the unmanned aerial vehicle 103 changes its orientation by 90° from a horizontal attitude to a vertical attitude. Then, as shown in Figure 25, during the flight section from point P43 to point P44, the unmanned aerial vehicle 103 sprays the jet material 44 onto the repair target T42 while maintaining a vertical attitude.

[0092] Point J1 shown in Figure 25 is the center of gravity of unmanned aerial vehicle 103. The rotation speeds of propellers 113a and 113f are adjusted so that the thrust from propellers 113a and 113f can maintain the moment force of the pitch axis relative to the direction of travel of unmanned aerial vehicle 103. For the remaining four propellers 113b, 113c, 113d, and 113e, first angle motor 115 and second angle motor 116 are rotated so that they point approximately downward, and the propeller rotation speeds are adjusted by rotation motor 114.

[0093] However, if more jet material 44 remains than expected and the center of gravity of the unmanned aerial vehicle 103 is at point J2 shown in Figure 25, the moment force of the pitch axis against the direction of travel of the unmanned aerial vehicle 103 due to the center of gravity position will be large, and the attitude control shown in Figure 25 will not be able to maintain the attitude, or it will be difficult to control the path following.

[0094] If the center of gravity estimation unit 216 determines, based on the center of gravity position of the unmanned aerial vehicle 103 that it has estimated itself or obtained from the center of gravity estimation unit 131, that it cannot maintain the attitude using the attitude control shown in FIG. 25 or that path tracking control is difficult, it determines whether repair work is possible based on an attitude control mode that can maintain the attitude relative to the center of gravity position. If it determines that repair work is possible, the attitude control mode generation unit 213 again transmits an attitude control mode that can maintain the attitude relative to the center of gravity position to the command value generation unit 15. The attitude of the unmanned aerial vehicle 103 in this case will be, for example, that shown in FIG. 26.

[0095] 27 is a flowchart showing the operation of the unmanned aerial vehicle control system 1003 when the unmanned aerial vehicle 103 performs repair flight in attitude holding mode. The flow in FIG. 27 adds steps S201, S202, S203, S204, and S205 to the flow in FIG. 15.

[0096] While flying along a route in attitude holding mode, in step S201 the command value generation unit 126 determines whether the attitude of the unmanned aerial vehicle 103 is as expected. If the attitude is as expected, processing of the unmanned aerial vehicle 103 proceeds to step S105. If the attitude deviates from the expected attitude, in step S202 the center of gravity estimation unit 216 determines whether the weight and center of gravity position of the unmanned aerial vehicle 103 are as expected.

[0097] If the weight and center of gravity position of the unmanned aerial vehicle 103 are as expected, processing of the unmanned aerial vehicle 103 proceeds to step S108. If the weight and center of gravity position of the unmanned aerial vehicle 103 deviate from the expectation, in step S203, the center of gravity estimation unit 216 determines whether it is possible to change the attitude control mode and execute the repair plan.

[0098] If the repair plan cannot be executed even after changing the attitude control mode in step S203, the unmanned aerial vehicle 103 suspends the repair work in step S204, moves to the starting point, and proceeds to processing in step S110.

[0099] If the attitude control mode can be changed in step S203 and the repair plan can be executed, in step S205 the attitude control mode generation unit 213 changes the attitude control mode of the unmanned aerial vehicle 103 to an attitude control mode that can execute the repair plan, and instructs the command value generation unit 126. If the attitude control mode after the change is the attitude holding mode, the processing of the unmanned aerial vehicle 103 proceeds to step S102.

[0100] Thus, when the weight or the center of gravity position of the unmanned aircraft 103 changes as the repair plan is executed, the control system 203 sets the attitude or the attitude control mode of the unmanned aircraft 103 in each flight section at the planning stage. And when the unmanned aircraft 103 actually flies and the weight or the center of gravity position is unexpected, the control system 203 reviews the attitude control mode. Note that the control system 203 may review the route plan instead of or in addition to reviewing the attitude control mode. The control system 203 may review not only the attitude of the unmanned aircraft 103 but also the method of attitude control.

[0101] By appropriately controlling the attitude or the attitude control mode of the unmanned aircraft 103, it is also possible to confirm whether the unmanned aircraft 103 is performing repair work. Further, the unmanned aircraft 103 may have a sensor in the injection device 40 and use the sensor to determine whether the unmanned aircraft 103 itself can perform the injection operation. Even with such a configuration, by transmitting the determination result of the feasibility of the injection operation from the unmanned aircraft 103 to the control system 203, the control system 203 can efficiently determine the work result.

[0102] Note that the control system 203 is typically provided on the ground separately from the unmanned aircraft 103, but it may be mounted on the unmanned aircraft 103.

[0103] <D. Hardware Configuration> Each of the components of the control systems 201, 203 described above is realized by a processing circuit 81 shown in FIG. 28. Similarly, the motor control units 121, 122, 123, attitude control unit 124, center of gravity estimation unit 131, command value generation unit 126, positioning unit 127, obstacle detection unit 129, and emergency mode determination unit 130 in the unmanned aerial vehicles 101, 103 are also realized by the processing circuit 81 shown in FIG. 28. That is, the processing circuit 81 includes each of the components described above. Dedicated hardware may be applied to the processing circuit 81, or a processor that executes a program stored in memory may be applied. The processor may be, for example, a central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, DSP (Digital Signal Processor), etc.

[0104] When the processing circuit 81 is dedicated hardware, the processing circuit 81 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination of these. The functions of each unit may be realized by multiple processing circuits 81, or the functions of each unit may be realized together by a single processing circuit.

[0105] When the processing circuit 81 is a processor, the functions of each unit are realized by a combination of software, etc. (software, firmware, or software and firmware). Software, etc. is written as a program and stored in memory. As shown in FIG. 29, the processor 82 applied to the processing circuit 81 realizes the functions of each unit by reading and executing a program stored in the memory 83. In other words, the unmanned aerial vehicle control systems 1001-1003 include a memory 83 for storing a program that, when executed by the processing circuit 81, results in the function of each unit being executed. In other words, this program can be said to cause a computer to execute the procedure or method of each unit. Here, the memory 83 may be, for example, a non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), HDD (Hard Disk Drive), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disk) and its drive device, or any storage medium to be used in the future.

[0106] The above describes a configuration in which the functions of each functional unit of unmanned aerial vehicle control systems 1001-1003 are realized either by hardware or software, etc. However, this is not limited to this, and some of the functional units may be realized by dedicated hardware, and other parts may be realized by software, etc.

[0107] As described above, the processing circuitry 81 can realize the above-mentioned functions by hardware, software, or a combination of these.

[0108] Although the preferred embodiments have been described in detail above, the present invention is not limited to the above embodiments, and various modifications and substitutions can be made to the above embodiments without departing from the scope of the claims.

[0109] Various aspects of the present disclosure are summarized below as appendices.

[0110] (Appendix 1) An unmanned aerial vehicle control system for controlling the flight of an unmanned aerial vehicle, a path generation unit that generates a flight path for the unmanned aerial vehicle; an attitude control mode generation unit that assigns one attitude control mode from a plurality of attitude control modes of the unmanned aerial vehicle that are prepared in advance to each of a plurality of flight segments that make up the flight path; an attitude control unit that controls the attitude of the unmanned aerial vehicle in accordance with the assigned attitude control mode and causes the unmanned aerial vehicle to fly along the flight path; Unmanned aerial vehicle control system.

[0111] (Appendix 2) The attitude control mode is an attitude holding mode in which the unmanned aerial vehicle flies while maintaining its attitude; an acceleration / deceleration priority mode in which the unmanned aerial vehicle prioritizes acceleration and deceleration over maintaining its attitude; Including, 1. An unmanned air vehicle control system as described in Appendix 1.

[0112] (Appendix 3) The unmanned aerial vehicle is The main body and a plurality of propeller shafts protruding in different directions from the outer periphery of the main body; a plurality of propellers mounted on the plurality of propeller shafts, respectively; Equipped with Each of the plurality of propeller shafts has a rotation axis in a predetermined direction, the attitude maintenance mode includes a pattern in which the rotation angle of each of the plurality of propeller shafts around the rotation axis is maintained or varied. 1. An unmanned air vehicle control system as described in Appendix 2.

[0113] (Appendix 4) and an emergency mode determination unit that is mounted on the unmanned aerial vehicle and that changes the attitude control mode of the unmanned aerial vehicle to the acceleration / deceleration priority mode when the unmanned aerial vehicle is flying in the attitude holding mode, depending on the deviation of the unmanned aerial vehicle from the flight path or the status of obstacles around the unmanned aerial vehicle. 1. An unmanned aerial vehicle control system as described in Appendix 2 or Appendix 3.

[0114] (Appendix 5) The attitude control mode generation unit acquires a change history of the attitude control mode of the unmanned aerial vehicle to the acceleration / deceleration priority mode by the emergency mode determination unit, and re-determines the attitude control mode based on the change history. 1. An unmanned air vehicle control system as described in Appendix 4.

[0115] (Appendix 6) The path generation unit and the attitude control mode generation unit are provided in a control system external to the unmanned aerial vehicle. An unmanned aerial vehicle control system according to any one of Supplementary Note 1 to Supplementary Note 5.

[0116] (Appendix 7) The attitude control mode generation unit determines the attitude control mode based on anisotropy of flight characteristics of the unmanned aerial vehicle. An unmanned aerial vehicle control system as described in any one of Supplementary Note 1 to Supplementary Note 6.

[0117] (Appendix 8) a disturbance measurement unit that measures or predicts disturbances to the unmanned aerial vehicle; the attitude control mode generation unit determines the attitude control mode based on the disturbance. An unmanned aerial vehicle control system as described in any one of Supplementary Note 1 to Supplementary Note 7.

[0118] (Appendix 9) The attitude control mode generation unit updates the attitude control mode based on a change in weight or center of gravity position of the unmanned aerial vehicle during flight. An unmanned aerial vehicle control system as described in any one of Supplementary Note 1 to Supplementary Note 8.

[0119] (Appendix 10) An unmanned aerial vehicle control method for controlling the flight of an unmanned aerial vehicle, comprising: generating a flight path for the unmanned aerial vehicle; determining an attitude control mode of the unmanned aerial vehicle for each flight segment of the flight path consisting of a plurality of flight segments; Controlling the attitude of the unmanned aerial vehicle in accordance with the attitude control mode and causing the unmanned aerial vehicle to fly along the flight path. A method for controlling an unmanned aerial vehicle. [Explanation of symbols]

[0120] 2 Control system, 15 Command value generation unit, 16 Positioning unit, 18 Emergency mode determination unit, 19 Center of gravity estimation unit, 21 Inspection planning unit, 33 Camera angle of view, 40 Injection device, 41 Injection determination unit, 42 Injection control unit, 43 Injection nozzle, 44 Injection object, 81 Processing circuit, 82 Processor, 83 Memory, 101, 103 Unmanned aerial vehicle, 111 Main body, 112 Propeller shaft, 113 Propeller, 114 Rotation motor, 115 First angle motor, 116 Second angle motor, 121-123 Motor control unit, 124 Attitude control unit, 125 Inertial sensor, 126 Command value generation unit, 127 Positioning unit, 128 In-vehicle sensor, 129 Obstacle detection unit, 130 Emergency mode determination unit, 131 Center of gravity estimation unit, 201, 202, 203 Control system, 211 inspection planning unit, 212 route generation unit, 213 attitude control mode generation unit, 214 wind direction prediction unit, 215 repair planning unit, 216 center of gravity estimation unit, 301 external device, 311 external sensor, 312 conversion processing unit, 1001-1003 unmanned aerial vehicle control system.

Claims

1. An unmanned aerial vehicle control system for controlling the flight of an unmanned aerial vehicle, a path generation unit that generates a flight path for the unmanned aerial vehicle; an attitude control mode generation unit that assigns one attitude control mode from a plurality of attitude control modes of the unmanned aerial vehicle that are prepared in advance to each of a plurality of flight segments that make up the flight path; an attitude control unit that controls the attitude of the unmanned aerial vehicle in accordance with the assigned attitude control mode and causes the unmanned aerial vehicle to fly along the flight path; Unmanned aerial vehicle control system.

2. The attitude control mode is an attitude holding mode in which the unmanned aerial vehicle flies while maintaining its attitude; an acceleration / deceleration priority mode in which the unmanned aerial vehicle prioritizes acceleration and deceleration over maintaining its attitude; Including, The unmanned aerial vehicle control system of claim 1 .

3. The unmanned aerial vehicle is The main body and a plurality of propeller shafts protruding in different directions from the outer periphery of the main body; a plurality of propellers mounted on the plurality of propeller shafts, respectively; Equipped with Each of the plurality of propeller shafts has a rotation axis in a predetermined direction, the attitude maintenance mode includes a pattern in which the rotation angle of each of the plurality of propeller shafts around the rotation axis is maintained or varied. The unmanned aerial vehicle control system according to claim 2 .

4. and an emergency mode determination unit that is mounted on the unmanned aerial vehicle and that changes the attitude control mode of the unmanned aerial vehicle to the acceleration / deceleration priority mode when the unmanned aerial vehicle is flying in the attitude holding mode, depending on the deviation of the unmanned aerial vehicle from the flight path or the status of obstacles around the unmanned aerial vehicle. The unmanned aerial vehicle control system according to claim 2 .

5. The attitude control mode generation unit acquires a change history of the attitude control mode of the unmanned aerial vehicle to the acceleration / deceleration priority mode by the emergency mode determination unit, and re-determines the attitude control mode based on the change history.

5. The unmanned aerial vehicle control system according to claim 4.

6. The path generation unit and the attitude control mode generation unit are provided in a control system external to the unmanned aerial vehicle. The unmanned aerial vehicle control system of claim 1 .

7. The attitude control mode generation unit determines the attitude control mode based on anisotropy of flight characteristics of the unmanned aerial vehicle. The unmanned aerial vehicle control system of claim 1 .

8. a disturbance measurement unit that measures or predicts disturbances to the unmanned aerial vehicle; the attitude control mode generation unit determines the attitude control mode based on the disturbance. The unmanned aerial vehicle control system of claim 1 .

9. The attitude control mode generation unit updates the attitude control mode based on a change in weight or center of gravity position of the unmanned aerial vehicle during flight. The unmanned aerial vehicle control system of claim 1 .

10. An unmanned aerial vehicle control method for controlling the flight of an unmanned aerial vehicle, comprising: generating a flight path for the unmanned aerial vehicle; determining an attitude control mode of the unmanned aerial vehicle for each flight segment of the flight path consisting of a plurality of flight segments; Controlling the attitude of the unmanned aerial vehicle in accordance with the attitude control mode and causing the unmanned aerial vehicle to fly along the flight path. A method for controlling an unmanned aerial vehicle.

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