Fixed-wing unmanned aerial vehicle system and control method for fixed-wing unmanned aerial vehicle system

Abstract

To provide a fixed-wing unmanned aerial vehicle system and a control method for a fixed-wing unmanned aerial vehicle system that improves controllability for landing by deliberately using a separation device to separate the distal end of the main wing even in the event of an event that causes the fixed-wing unmanned aerial vehicle system to lose thrust. [Solution] The fixed-wing unmanned aerial vehicle system 1 comprises, for example, an aircraft body 4, a main wing 6 fixed to the aircraft body, a detachment device 8 that detaches the distal end of the main wing, a parachute 10a that slows the falling speed of the aircraft body, and control units 16, 30 that control flight.

Description

[Technical Field]

[0001] The present invention relates to a fixed-wing unmanned aerial vehicle system and a method for controlling a fixed-wing unmanned aerial vehicle system. [Background technology]

[0002] Advances in the capabilities of fixed-wing unmanned aerial vehicles (UAVs) have led to attempts to transport medicines and medical specimens (e.g., blood, urine, and other samples taken from the human body and used for diagnosing illnesses, checking health conditions, and researching disease prevention measures) in areas with limited access, remote areas, and island regions in developing countries. Of course, similar attempts are being made in developed countries to use fixed-wing UAVs to rapidly transport life-saving medicines and medical specimens. Fixed-wing UAVs can transport supplies more cheaply and easily than passenger planes or helicopters. Furthermore, fixed-wing UAVs utilize the lift of their fixed wings to fly long distances with less energy than rotary-wing UAVs, and their use for transporting goods is being considered. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 7438523 Summary of the Invention [Problem to be solved by the invention]

[0004] However, if a fixed-wing unmanned aerial vehicle loses thrust for some reason while transporting goods, the lift of the fixed wings causes the vehicle to glide a relatively long distance. In this case, if the vehicle is not under sufficient control, it may be blown away by the wind while gliding, and even if it manages to land, it may be carried far away to an unintended location, or it may land in an unintended location such as a densely populated area or a water source. In addition, because of the lack of sufficient control, it may collide with people or objects during a landing that involves gliding.

[0005] Regarding the landing of a fixed-wing unmanned aerial vehicle, for example, Patent Document 1 proposes a technique in which the propellers are rotated upon arrival over the destination, the vehicle transitions to a hovering state, and then lands. However, if thrust is lost, the propellers cannot rotate, making it difficult to implement the technique described above.

[0006] Furthermore, when fixed-wing unmanned aerial vehicles transport medicines or medical specimens, there is a risk that the medicines may fall off in developing countries and be used or acquired, or that pathogens from the medicines or specimens may fall into water sources and be washed away, resulting in serious consequences. Therefore, there is a need to control the landing site of fixed-wing unmanned aerial vehicles to a certain extent in order to be able to recover the transported materials even in an emergency situation where thrust is lost.

[0007] The present invention has been made to solve such problems, and aims to provide a fixed-wing unmanned aerial vehicle system and a control method for a fixed-wing unmanned aerial vehicle system that improves controllability for landing by using a separation device to separate the distal end of the main wing, even in the event of an event causing the fixed-wing unmanned aerial vehicle system to lose thrust. [Means for solving the problem]

[0008] In order to achieve the above-mentioned object, according to one embodiment of the present invention, a fixed-wing unmanned aerial vehicle system having a main wing fixed to a main body of the aircraft is provided, comprising: the main body of the aircraft; a main wing fixed to the main body of the aircraft; a separation device that separates the distal end of the main wing; a parachute that slows the falling speed of the main body of the aircraft; and a control unit that controls flight. According to one embodiment of the present invention, the fixed-wing unmanned aerial vehicle system includes a main wing fixed to the airframe, a release device for separating the distal end of the main wing, and a parachute. This allows the system to fall at a relatively high speed using the release device, narrowing the predicted range of impact before deploying the parachute, improving controllability for landing. This technology reduces the risk of collision with people or objects on the ground and the possibility of landing in an unintended location. For example, this technology reduces the risk of the main wing being maintained in a state of insufficient flight control, resulting in a long glide or flight distance, which could lead to a crash near people or objects or in an unintended location. It also reduces the risk of the parachute being blown in an unintended direction by winds due to the parachute being deployed at a relatively high altitude, resulting in a crash near people or objects or in an unintended location.

[0009] According to one embodiment of the present invention, the method for controlling a fixed-wing unmanned aerial vehicle system preferably has main wings fixed to a main body of the aircraft, and includes a detachment step for detaching the distal end of the main wing, and a deployment step for deploying a parachute to slow down the falling speed of the main body of the aircraft. According to one embodiment of the present invention, a method for controlling a fixed-wing unmanned aerial vehicle system includes a separation step of separating the distal end of the main wing and a deployment step of deploying a parachute to slow the descent speed of the airframe. This allows the system to fall at a relatively high speed by using a separation device, even if the fixed-wing unmanned aerial vehicle system experiences insufficient flight control, such as a loss of thrust. This allows the system to narrow the predicted range of impact before deploying the parachute, improving controllability for landing. This technology can reduce the risk of collision with people or objects on the ground and the possibility of landing in an unintended location. For example, this technology can reduce the risk of the main wing being maintained in a state of insufficient flight control, resulting in a long glide or flight distance, which could lead to a crash near people or objects or in an unintended location. It can also reduce the risk of the parachute being blown in an unintended direction by winds due to the parachute being deployed at a relatively high altitude, resulting in a crash near people or objects or in an unintended location. [Effects of the Invention]

[0010] According to the fixed-wing unmanned aerial vehicle system and control method for a fixed-wing unmanned aerial vehicle system of the present invention, even if an event occurs in which the fixed-wing unmanned aerial vehicle system loses thrust, the distal end of the main wing can be detached using a detachment device, thereby improving controllability for landing. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram illustrating an example of a fixed-wing unmanned aerial vehicle system and a control method thereof according to an embodiment of the present invention. [Figure 2] 1 is a schematic diagram of a fixed-wing unmanned aerial vehicle system according to one embodiment of the present invention. [Figure 3] 1 is a block diagram showing the configuration of a fixed-wing unmanned aerial vehicle of a fixed-wing unmanned aerial vehicle system according to an embodiment of the present invention. FIG. [Figure 4] 2 is a block diagram showing the configuration of a system control unit of a fixed-wing unmanned aerial vehicle system according to one embodiment of the present invention. FIG. [Figure 5] 1 is a rear view of a fixed-wing unmanned aerial vehicle according to an embodiment of the present invention, showing the vehicle falling. FIG. [Figure 6] 1 is a flowchart illustrating the processing of a control method performed by a fixed-wing unmanned air vehicle system according to one embodiment of the present invention. [Figure 7] FIG. 2 is a diagram showing the relationship between the altitude of a fixed-wing unmanned aerial vehicle and the drop controllable circle in a fixed-wing unmanned aerial vehicle system according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0012] A fixed-wing unmanned aerial vehicle system 1 according to one embodiment of the present invention will now be described with reference to the accompanying drawings. The embodiments of the present disclosure have been described as examples, and it will be apparent to those skilled in the art that many variations, modifications, and substitutions can be made within the spirit and scope of the present invention. Therefore, the present invention is not limited to the disclosed embodiments, and various variations, modifications, etc. can be made in form and details without departing from the scope of the claims. Furthermore, the components disclosed in the specification can be freely combined.

[0013] As shown in Figure 1, a fixed-wing unmanned aerial vehicle system 1 according to one embodiment of the present invention can provide a system using an unmanned aerial vehicle with fixed wings. The fixed-wing unmanned aerial vehicle system 1 also functions as a fixed-wing unmanned aircraft system. Even if an event occurs in which flight control is insufficient, such as when the fixed-wing unmanned aerial vehicle system 1 loses thrust, the distal end of the main wing 6 can be deliberately separated using the separation device 8, causing the vehicle to fall at a relatively high speed to an altitude where the range of the predicted fall point can be assumed to be relatively safe, and after narrowing the predicted fall range, the parachute 10a can be deployed, improving controllability for landing.

[0014] 2, the fixed-wing unmanned aerial vehicle system 1 includes a fixed-wing unmanned aerial vehicle 2 and a system control unit 30 that performs some of the control for the fixed-wing unmanned aerial vehicle 2. The system control unit 30 and the aircraft control unit 16, which will be described later, can function together as a control unit. In the following description of one embodiment of the present invention, the direction of travel in which the fixed-wing unmanned aerial vehicle 2 flies is referred to as the front side, the opposite side to the direction of travel is referred to as the rear side, the right-hand side when facing the direction of travel of the fixed-wing unmanned aerial vehicle 2 is referred to as the right side, the left-hand side is referred to as the left side, the side above the fixed-wing unmanned aerial vehicle 2 is referred to as the upper side, and the side below it is referred to as the lower side, as shown in Figure 2.

[0015] The fixed-wing unmanned aerial vehicle 2 constitutes a fixed-wing unmanned aerial vehicle equipped with main wings 6 fixed to the airframe body 4. The fixed-wing unmanned aerial vehicle 2 flies using the lift of the fixed main wings 6, and can fly for longer periods of time and longer distances than rotary-wing unmanned aerial vehicles. The fixed-wing unmanned aerial vehicle 2 is used, for example, to transport predetermined materials, such as medicines and medical specimens. The fixed-wing unmanned aerial vehicle 2 glides using the lift of the main wings 6, and therefore takes off and lands on a flat surface, such as a runway. The takeoff and landing of the fixed-wing unmanned aerial vehicle 2 is fundamentally different from the vertical takeoff and landing of the fixed-wing unmanned aerial vehicle 2, and requires a predetermined runway.

[0016] The fixed-wing unmanned aerial vehicle 2 comprises a main body 4, a thrust generating device 5, main wings 6 fixed to the main body 4, a separation device 8 that separates the distal ends of the main wings 6, a parachute device 10 that deploys a parachute 10a that slows the falling speed of the main body, a tail device 12, a communication unit 14, a loading unit 18 for loading supplies, a camera 23, an altitude measuring device 24, an operation unit 25, a GPS unit 27, and an aircraft control unit 16.

[0017] The airframe body 4 has a frame structure extending from the front to the rear of the fixed-wing unmanned air vehicle 2. The airframe body 4 is formed from a resin material such as plastic, for example, a resin whose main ingredient is polypropylene, such as expanded polypropylene (EPP), or carbon fiber reinforced plastic. The airframe body 4 may also be formed from metals such as carbon or aluminum, or other resins. The airframe body 4 is configured to be able to mount various devices. For example, the airframe body 4 is also equipped with a thrust generating device 5, a release device 8, a parachute device 10, a communication unit 14, an airframe control unit 16, a payload unit 18, a camera 23, an altitude measuring device 24, an operation unit 25, a GPS device 27, etc.

[0018] The thrust generating device 5 is provided on the aircraft body 4. The thrust generating device 5 forms a device that generates a thrust that moves the aircraft body 4 in the direction of travel. The thrust generating device 5 includes, for example, a propeller 13 provided on the aircraft body 4 and a motor 15 that drives the propeller 13. The propeller 13 is formed of, for example, two blades. The propeller 13 can generate a forward thrust by rotating in the forward direction. The motor 15 is electrically connected to a power source (not shown) and is driven electrically.

[0019] As shown in Figure 2, the main wing 6 extends from near the center of the fuselage body 4 toward the right and left, and also extends diagonally rearward. The main wing 6 extends horizontally and forms a flat wing. The main wing 6 is configured to generate lift primarily when the fuselage body 4 moves forward. The main wing 6 is formed from a resin material such as plastic, for example, a resin whose main ingredient is polypropylene, such as expanded polypropylene (EPP), e.g., expanded polystyrene.

[0020] The separation device 8 is, for example, a nichrome wire device. The separation device 8 is heated by applying electricity, and can melt and cut, for example, the polystyrene foam of the main wing 6, and almost the entire main wing 6 is separated. Therefore, the separation device 8 extends from the inside of the fuselage body 4 to the base of the main wing 6. The separation device 8 is illustrated by a dashed line in Figure 2. The separation device 8 can cut the proximal end side of the main wing 6 and separate the main wing 6, for example, can separate at least a part of the main wing 6, for example the distal end 6a side of the main wing 6. The separation device 8 can be installed inside the fuselage Electricity is supplied from the main body of the detachment device 8 to the nichrome wire 8a extending on the proximal end 6b side of the main wing 6. The nichrome wire 8a (see FIG. 2) of the detachment device 8 extends from the forward end to the aft end at the base of the main wing 6. The nichrome wire 8a of the detachment device 8 is provided on both the right main wing 6 and the left main wing 6.

[0021] As a variant, instead of the nichrome wire device, the separation device 8 may be an explosive bolt (separation bolt) attached to the main wing 6. If the main wing 6 and the aircraft body 4 are connected by an explosive bolt, the explosive bolt is detonated by passing electricity, releasing the fixed components and allowing the main wing 6 and the aircraft body 4 to be separated. As another modified example, the separation device 8 may separate the main wing 6 and the aircraft body 4 by operating the electromagnet, which connects the main wing 6 and the aircraft body 4. In this case, the separation device 8 can separate the main wing 6 and the aircraft body 4 by operating the electromagnet.

[0022] The parachute device 10 stores a parachute 10a. During normal flight, the parachute 10a is stored in the parachute device at the rear of the aircraft body 4. The parachute 10a can be deployed by command from the aircraft control unit 16 or the system control unit 30. The parachute 10a has a structure that, when deployed, rapidly decelerates the falling speed of the aircraft body 4. Deploying the parachute 10a prevents the aircraft body 4 and any carried cargo from colliding with the ground at the speed of free fall. The parachute 10a allows, for example, the aircraft body 4 and any carried cargo to make a relatively safe soft landing on the ground while maintaining their original shape. The parachute device 10 is equipped with an altimeter (not shown) and is configured so that the aircraft control unit 16 can deploy the parachute 10a at a predetermined altitude.

[0023] The tail unit 12 is provided at the rear of the aircraft body 4. The tail unit 12 includes a horizontal stabilizer 12a provided on the aircraft body 4 and a vertical stabilizer 12b provided on the aircraft body 4. The horizontal stabilizer 12a extends horizontally to the right and left from the rear of the aircraft body 4. The horizontal stabilizer 12a has the function of facilitating the maintenance of the vertical balance of the aircraft body 4 during approximately level flight, and also has the function of controlling the up and down movement (pitch movement) of the nose. During a fall as shown in FIG. 5, the horizontal stabilizer 12a can control the movement direction (fall direction) in the lateral direction toward the first direction D1 or the second direction D2 by controlling the horizontal stabilizer 12a with the nose of the aircraft body 4 facing directly downward.

[0024] The vertical tail 12b extends vertically upward from the rear of the aircraft body 4. The vertical tail 12b may also have a portion extending vertically downward from the rear of the aircraft body 4. The vertical tail 12b extends vertically upward from the rear of the aircraft body 4. The vertical tail 12b has the function of making it easier to maintain stability against yawing (left-right movement) of the aircraft body 4 during approximately level flight, and has the function of controlling movement of the nose in the yawing direction (left-right movement). During a fall as shown in FIG. 5, by controlling the vertical tail 12b with the nose of the aircraft body 4 facing directly downward, the direction of movement (fall direction) can be controlled in the lateral direction, in the third direction D3 or the fourth direction D4.

[0025] The tail unit 12 is configured to remain attached to the rear of the aircraft body 4 and fall together with the main wings 6 even after the main wings 6 are separated from the aircraft body 4. As a result, when the main wings 6 are separated and the aircraft body 4 begins free falling with its nose pointing straight down, the falling direction of the aircraft body 4 can be controlled within a range of first direction D1 to fourth direction D4 as shown in FIG. 5. The tail unit 12 is not limited to one equipped with a horizontal stabilizer and a vertical stabilizer, and may be equipped with other shapes of tail units, such as tail units extending diagonally in the vertical direction. The diagonally extending tail units also enable directional control of the aircraft body 4. Because the tail unit 12 can use the airflow to control the direction of travel of the aircraft body 4 during free fall, the falling direction of the aircraft body 4 can be controlled to within a predetermined distance from a road, which is safer and less likely to collide with people or objects, and allows the loaded materials to be easily retrieved.

[0026] The communication unit 14 has a communication function for performing wireless communication with the system control unit 30 etc. The communication unit 14 is electrically connected to the system control unit 30 etc.

[0027] The loading unit 18 forms a storage space in which supplies can be loaded. The loading unit 18 can load supplies such as medicines and medical specimens. The loading unit 18 can load, for example, a specimen transport container capable of storing supplies such as medicines and medical specimens, such as an impact-resistant capsule, a refrigerated container, a constant-temperature transport refrigerator, a specimen transport box, a bio box, a container for hazardous materials, a stainless steel container, or a chemical-resistant container. The present technology discloses a technology for a non-dropping unmanned aerial vehicle that aims to recover supplies stored in the airframe main body 4 without dropping them, even in the event of a loss of thrust.

[0028] The camera 23 can photograph and visually confirm the surrounding conditions from the fixed-wing unmanned aerial vehicle 2. The camera 23 acquires the conditions around the camera 23 as video, and the system control unit 30 and the like can use the video data. The camera 23 is installed so that it can acquire the conditions of the flight direction of the fixed-wing unmanned aerial vehicle 2 and the conditions of the planned landing point as video data. Based on the video acquired by the camera 23, the system control unit 30 has the function of recognizing roads for recovery, rivers and lakes where landing should be avoided, people and objects with which collision should be avoided, etc.

[0029] The altitude measurement device 24 can measure the altitude (distance) of the fixed-wing unmanned aerial vehicle 2 relative to the ground. The altitude measurement device 24 is configured by combining a GPS altimeter and a barometric altimeter. The altitude measurement data reception interval of the GPS altimeter can be combined with altitude measurement by the barometric altimeter. The altitude measurement device 24 may be configured with either a GPS altimeter or a barometric altimeter. The altitude measurement device 24 may also be configured with any one or combination of a barometric pressure sensor that can measure flight altitude by measuring barometric pressure, an ultrasonic sonar that can measure the distance from the fixed-wing unmanned aerial vehicle 2 to the ground, a laser measurement sensor that can measure the distance from the fixed-wing unmanned aerial vehicle 2 to the ground G, etc. This allows the altitude measurement device 24 to measure the altitude H (distance) from the fixed-wing unmanned aerial vehicle 2 to the ground. Based on the altitude recognized by the altitude measurement device 24, the system control unit 30 can control the deployment of the parachute of the parachute device and calculate the controllable range circle.

[0030] The operation unit 25 (see FIG. 2 ) can issue operation commands for flight operation of the fixed-wing unmanned aerial vehicle 2 and, if necessary, for control of the fixed-wing unmanned aerial vehicle system 1. The operation unit 25 is located at a location separate from the main body 4 of the fixed-wing unmanned aerial vehicle 2 and is electrically connected via wireless communication to the system control unit 30 (described later). The operation unit 25 can be remotely operated, for example, by a user. The flight of the fixed-wing unmanned aerial vehicle 2 can also be controlled by the user's operation of the operation unit 25. In addition, all or part of the release device 8, tail unit 12, parachute device 10, etc. of the fixed-wing unmanned aerial vehicle system 1 may be instructed and controlled by the user's operation of the operation unit 25. For example, the operation unit 25 can also control only any part of the fixed-wing unmanned aerial vehicle 2 during its fall. For example, only the deployment of the parachute may be operated by the operation unit 25, with other operations automatically controlled by the system control unit 30. The operation unit 25 may be displayed on a monitor 28 that displays images. In this way, the operation unit 25 may be, for example, an information terminal device such as a smartphone or a tablet terminal. As another example, it may be an operation device such as a dedicated controller, such as a radio-controlled car controller. The operation unit 25 may be formed integrally with the system operation unit 36 ​​and / or the system control unit 30.

[0031] The GPS device 27 is capable of determining the current location of the fixed-wing unmanned aerial vehicle 2 using satellites.

[0032] The aircraft control unit 16 is provided in the aircraft body 4. The aircraft control unit 16 may also be provided in an information terminal device or the like on the system control unit 30 side. The aircraft control unit 16 controls the fixed-wing unmanned aerial vehicle system 1 and the flight of the fixed-wing unmanned aerial vehicle 2. More specifically, the aircraft control unit 16 can control the flight altitude and flight route of the fixed-wing unmanned aerial vehicle 2, the separation operation of the main wings 6 by the separation device 8, etc. The aircraft control unit 16 can also control the direction of the fixed-wing unmanned aerial vehicle 2 by the tail unit 12 when free-falling toward the ground after the main wings 6 have been separated. The aircraft control unit 16 incorporates a CPU 17 and a storage device 19 such as memory, etc., and controls connected devices to execute predetermined controls based on predetermined control programs recorded in the memory or the like. The aircraft control unit 16 is electrically connected to the thrust generating unit 5, the main wings 6, the separation device 8, the parachute device 10, the tail unit 12, the communication unit 14, the aircraft control unit 16, etc. These electrical connections may be made by wireless communication, etc. The machine control unit 16 and a system control unit 30 (described later) may be formed as a single device.

[0033] The system control unit 30 functions as all or part of the control unit of the fixed-wing unmanned aerial vehicle system 1. As shown in FIG. 2, the system control unit 30 is provided in a location separate from the airframe main body 4, for example, in a ground-based information terminal device such as a personal computer. The system control unit 30 may be provided in part in the airframe control unit 16, or in the form of a program on a server via the Internet. In other words, the system control unit 30 may be provided on a server via the Internet. The system control unit 30 may be physically or functionally integrated with the airframe control unit 16 (described later) of the fixed-wing unmanned aerial vehicle 2. For example, the airframe control unit 16 may be configured to perform all of the functions of the system control unit 30, and the system control unit may be omitted. The system control unit 30 controls the fixed-wing unmanned aerial vehicle system 1 and the control method for the fixed-wing unmanned aerial vehicle system. The system control unit 30 incorporates a CPU 40 and a storage device 42 such as a memory, and controls connected devices to execute predetermined controls based on predetermined control programs stored in the memory. The system control unit 30 is electrically connected to the communication unit 14, the aircraft control unit 16, and other components. The system control unit 30 is also electrically connected to the thrust generating unit 5, main wing 6, release device 8, parachute device 10, tail unit 12, payload unit 18, camera 23, altitude measuring device 24, operation unit 25, GPS device 27, and other components via the communication unit 14, the aircraft control unit 16, and other components. These electrical connections may be made either wired or wireless. The aircraft control unit 16 and the system control unit 30, which will be described later, may be formed as a single device.

[0034] The system control unit 30 may include a monitor unit 44. The monitor unit 44 can be used to check control information and input control instructions.

[0035] As shown in Figure 4, the system control unit 30 has a descent control mode 31 that controls the horizontal stabilizer and the vertical stabilizer to control the descent direction after the main wing 6 is separated by the separation device 8. The system control unit 30 has a deployment height change mode 32 that can change the deployment height of the parachute 10a. The system control unit 30 has a drop range estimation mode 33 that estimates the drop range of the aircraft body 4. The system control unit 30 has a safety estimation mode 34 that estimates the safety within the drop range estimated by the drop range estimation mode 33. The system control unit 30 has a timing control mode 35 that controls the timing at which the distal end of the main wing 6 is separated by the separation device 8.

[0036] The system control unit 30 may include a system operation unit 36 ​​that accepts operation input. The system operation unit 36 ​​can input operation commands for control and operation by the system control unit 30. The flight of the fixed-wing unmanned aerial vehicle 2 can also be controlled by a user operating the system operation unit 36. In other words, the system operation unit 36 ​​and the operation unit 25 may be integrated. The system operation unit 36 ​​may be displayed within the monitor unit 44 that displays images as described above. In this way, the system operation unit 36 ​​may be, for example, an information terminal device such as a smartphone or tablet terminal.

[0037] Next, a control method for a fixed-wing unmanned aerial vehicle system 1 having main wings 6 fixed to the fuselage body 4 will be described with reference to Figure 6. Figure 6 is a flowchart illustrating the processing of the control method executed by the fixed-wing unmanned aerial vehicle system 1 according to one embodiment of the present invention.

[0038] First, in the control method, a step of preparing the fixed-wing unmanned air vehicle system 1 may be performed. If the system control unit 30 determines that a problem has occurred in generating or maintaining the propulsion force for flight of the aircraft body 4 in the fixed-wing unmanned aerial vehicle system 1, for example, if it determines that propulsion force has been lost, the system control unit 30 starts a specified fixed-wing unmanned aerial vehicle system control method and proceeds to S1.

[0039] In S1, the system control unit 30 executes step S1, which separates the main wing 6 using the separation device 8. By executing separation step S1 relatively early, the system control unit 30 can prevent the fixed-wing unmanned aerial vehicle 2 from being blown by the wind or flying in an unintended direction, resulting in a distant landing point, even in cases where the possible landing point is relatively far away, due to problems with generating or maintaining thrust. This allows the unmanned aerial vehicle 2 to fall at a relatively high speed to an altitude where the range of predicted landing points is relatively easy to predict. Therefore, even if the main wing is separated, safety is actually increased, and it becomes easier to drop or land at the intended location. The separated main wing 6 is mainly made of materials such as polystyrene foam and falls separately from the airframe body 4. After executing separation step S1, the system control unit 30 proceeds to S2.

[0040] In S1, before executing the separation step S1, the system control unit 30 may use the timing control mode 35 to control the timing at which the separation device 8 separates the distal end of the main wing 6. This allows the system control unit 30 to glide with the main wing 6 to move to an area where it is easier to recover supplies before separating the main wing 6. For example, in an area that is difficult to access and far from a road, or in an area over the sea, the main wing 6 can be separated when it is closer to an area where it is easier to recover supplies. Furthermore, the system control unit 30 may estimate and / or search for a relatively safe landing area while gliding on the main wings 6, and then proceed with the rapid descent process once a predetermined target has been reached (after predetermined calculation processing has been completed). In this way, the timing control mode 35 allows for calculation processing while gliding to provide a time buffer, thereby further improving the safety of landing.

[0041] In S2, the system control unit 30 executes a drop control step S2 in drop control mode 31, controlling the tail unit 12 to control the drop direction. After the main wings 6 are separated, the drop direction of the aircraft body 4 can be controlled by the tail unit 12 provided at the rear of the aircraft body 4. For example, when the main wings 6 are separated and the aircraft body 4 is free falling with its nose pointing straight down, the drop direction of the aircraft body 4 can be controlled by the tail unit 12 within a range from the first direction D1 to the fourth direction D4, as shown in FIG. 5. Therefore, the system control unit 30 can control the aircraft body 4 to head toward an area that the system control unit 30 determines is more suitable for landing. In this way, even if the main wings 6 are separated, control is not abandoned, and the drop direction of the aircraft body 4 continues to be controlled by the compact mechanism of the tail unit 12. As a result, after the main wing 6 is separated by the separation device 8, the aircraft can be caused to fall at a relatively high speed to an altitude where the range of the predicted fall point is relatively easy to predict, while the tail unit 12 controls the fall direction of the aircraft body 4 while the nose of the aircraft body 4 is pointing straight down and free falling, for example, by using the horizontal stabilizer and vertical stabilizer while the aircraft body 4 is free falling while pointing down. Therefore, this technology further reduces the risk of collision with people or objects on the ground and the possibility of landing in an unintended location. The system control unit 30 executes the fall control step S2 and proceeds to S3. Note that in this embodiment, an example is described in which steps S2, S3, and S4 are executed sequentially. However, this execution start order is not limited to this, and steps S2, S3, and S4 can be executed at any timing. For example, steps S2, S3, and S4 can be executed in parallel. Furthermore, for example, steps S2, S3, and S4 may be executed independently and repeatedly.

[0042] In step S3, the system control unit 30 executes a drop range estimation step S3 in which a drop range is estimated using a drop range estimation mode 33. The drop range estimation mode 33 allows the drop range of the airframe 4 to be estimated. For example, the drop range of the airframe 4 can be estimated based on the altitude and orientation of the airframe 4. The system control unit 30 calculates a drop controllable circle B as the drop range to the ground based on the altitude and orientation of the airframe 4. The drop controllable circle B in this case is a virtual circle that represents the drop controllable range after the parachute 10a is deployed at a predetermined altitude. The drop controllable circle B represents the range into which the airframe 4 is expected to fall after the parachute 10a is deployed at a predetermined altitude. For example, as shown in FIG. 7a in FIG. 7, when the altitude of the airframe 4 is a relatively high altitude H1, the system control unit 30 can calculate a drop controllable circle B with a diameter C1. The system control unit 30 can estimate the predicted drop range by estimating the virtual drop controllable circle B. As shown in FIG. 7b in FIG. 7, for example, when the altitude of the airframe 4 is at altitude H2, which is lower than altitude H1, the system control unit 30 can calculate a drop controllable circle B with a diameter C2, which is smaller than diameter C1. As shown in FIG. 7c in FIG. 7, for example, when the altitude of the airframe 4 is at altitude H3, which is lower than altitude H2, the system control unit 30 can calculate a drop controllable circle B with a diameter C3, which is smaller than diameter C2. In this way, once the airframe 4 reaches a predetermined low altitude, the drop controllable circle B can be limited, reducing the risk of the airframe 4 being carried away unintentionally by the wind. The system control unit 30 can change the position of the drop controllable circle B by, for example, changing the drop direction of the airframe 4. Therefore, the system control unit 30 estimates the drop range using the drop range estimation mode 33, for example, depending on the drop direction of the airframe 4. When the aircraft body 4 is falling, the altitude and direction change from moment to moment, so the fall range estimation step S3 for estimating the fall range in the fall range estimation mode 33 is repeatedly executed at predetermined intervals, for example.

[0043] In S4, the system control unit 30 uses the safety estimation mode 34 to estimate the safety of the fall range estimated in the fall range estimation mode 33. The safety estimation mode 34 of the system control unit 30 estimates the safety of the fall range estimated in the fall range estimation step S3. The system control unit 30 acquires the position and movement status of objects, such as people and vehicles, within the fall range, for example, using the camera 23. The system control unit 30 predicts the movement of the object based on the acquired position and movement status of the object and estimates the safety of the predicted landing point position within the fall range. Since the safety estimation mode 34 can estimate the safety of the fall range estimated in the fall range estimation mode, the system control unit 30 can more easily control the fall to achieve a safer fall range. Note that the system control unit 30 may also predict the movement of the object based on the acquired position and movement status of the object and estimate the safety of the entire fall range. After executing the safety estimation step S4, the system control unit 30 proceeds to S5.

[0044] In S5, the system control unit 30 determines, based on the execution results of S2, S3, S4, etc., whether it is highly likely that the parachute 10a can be deployed and the aircraft can land at a predetermined position. If the system control unit 30 determines that it is highly likely that the parachute device can be deployed and the aircraft can land at the predetermined position (if YES), the system control unit 30 proceeds to S6. If the system control unit 30 cannot determine that it is highly likely that the parachute device can be deployed and the aircraft can land at the predetermined position (NO), the system control unit 30 returns to S2. For example, the system control unit 30 can determine a location where the aircraft body 4 can land by repeatedly executing steps S2, S3, S4, etc.

[0045] In S6, the system control unit 30 executes a deployment step S6 in which the parachute device 10 deploys the parachute 10a. As shown in FIG. 1, deploying the parachute 10a rapidly decelerates the aircraft body 4, allowing the aircraft body 4 and its cargo to safely land on the ground. The system control unit 30 can control the parachute device 10 to deploy the parachute at an altitude between 10 m and 100 m above ground. For example, the system control unit 30 can also control the parachute device 10 to deploy the parachute at an altitude between 10 m and 50 m above ground, or between 10 m and 30 m above ground, such as 15 m above ground. Deploying the parachute 10a at a relatively low altitude like this can prevent the aircraft body 4 from drifting in an unintended direction and colliding with a person or vehicle, falling into a water source, or falling into a location far from a road or other inaccessible location. After completing S6, the system control unit 30 proceeds to the end.

[0046] In S6, when executing the deployment step S6, the system control unit 30 may change the deployment altitude of the parachute 10a using the deployment altitude change mode 32. This allows the parachute to be deployed after narrowing the predicted fall range, improving landing controllability. For example, if a river or the like is relatively nearby, the deployment altitude of the parachute 10a can be lowered to narrow the predicted fall range, making it less likely that the aircraft main body 4 will crash into the river or the like. For example, if the parachute can be deployed at a lower altitude, the risk of the parachute being blown away by wind after deployment can be reduced, and the risk of the parachute being blown towards power lines, people, objects, etc. can be reduced.

[0047] Examples of an embodiment of the present invention may be provided in each aspect as described below.

[0048] (1) A fixed-wing unmanned aerial vehicle system having a main wing fixed to a main body of the aircraft, the fixed-wing unmanned aerial vehicle system comprising: the main body of the aircraft; a main wing fixed to the main body of the aircraft; a separation device that separates the distal end of the main wing; a parachute that slows the falling speed of the main body of the aircraft; and a control unit that controls flight. According to one embodiment of the present invention, the fixed-wing unmanned aerial vehicle system 1 includes a main wing 6 fixed to the airframe, a release device 8 for separating the distal end of the main wing, and a parachute 10a. Even if the fixed-wing unmanned aerial vehicle system 1 experiences insufficient flight control, such as a loss of thrust, the release device 8 can be used to separate the distal end of the main wing 6, causing the unmanned aerial vehicle to fall at a relatively high speed, narrowing the predicted range of impact, and then deploying the parachute 10a, improving controllability for landing. This technology can reduce the risk of collision with people or objects on the ground and the possibility of landing in an unintended location. For example, this technology can reduce the risk of the main wing being maintained in a state of insufficient flight control, resulting in a long glide or flight distance and resulting in a crash near people or objects or in an unintended location, or the risk of the parachute being deployed at a relatively high altitude and being blown in an unintended direction by the wind, resulting in a crash near people or objects or in an unintended location.

[0049] (2) The fixed-wing unmanned aerial vehicle system described in (1) further includes a tail unit provided at the rear of the aircraft body, and the control unit has a drop control mode in which it controls the tail unit to control the drop direction after the main wing is separated by the separation device.

[0050] (3) The fixed-wing unmanned aerial vehicle system described in (1), wherein the tail unit comprises a horizontal tail unit provided on the main body of the aircraft and a vertical tail unit provided on the main body of the aircraft, and the drop control mode of the control unit controls the horizontal tail unit and the vertical tail unit to control the drop direction after the main wing is separated by the separation device.

[0051] (4) The control unit of the fixed-wing unmanned aerial vehicle system described in (1) has a fall range estimation mode that estimates the fall range of the aircraft body.

[0052] (5) The control unit of the fixed-wing unmanned aerial vehicle system described in (4) is equipped with a safety estimation mode that estimates the safety within the fall range estimated by the fall range estimation mode.

[0053] (6) The fixed-wing unmanned aerial vehicle system described in (1), wherein the control unit has a deployment altitude change mode that can change the deployment altitude of the parachute.

[0054] (7) The fixed-wing unmanned aerial vehicle system described in (1), wherein the control unit has a timing control mode that controls the timing at which the distal end of the main wing is separated by the separation device.

[0055] (8) A control method for a fixed-wing unmanned aerial vehicle system having a main wing fixed to a main body of the aircraft, the control method comprising: a detachment step for detaching the distal end of the main wing; and a deployment step for deploying a parachute to slow down the falling speed of the main body of the aircraft. According to one embodiment of the present invention, the control method for the fixed-wing unmanned aerial vehicle system 1 includes a separation step of separating the distal end of the main wing 6 and a deployment step of deploying the parachute 10a to slow the falling speed of the airframe 4. This allows the unmanned aerial vehicle system 1 to fall at a relatively high speed by using the separation device 8, even if flight control becomes insufficient, such as when the fixed-wing unmanned aerial vehicle system 1 loses thrust. This allows the system to narrow the predicted fall range and then deploy the parachute 10a, improving controllability for landing. This technology can reduce the risk of collision with people or objects on the ground and the possibility of landing in an unintended location. For example, this technology can reduce the risk of the main wing being maintained in a state of insufficient flight control, resulting in a long glide or flight distance, which could lead to the unintended landing near people or objects, or the risk of the parachute being blown in an unintended direction by the wind and crashing near people or objects, or the risk of the parachute being deployed at a relatively high altitude. [Explanation of symbols]

[0056] 1: Fixed-wing unmanned aerial vehicle system 2:Fixed-wing unmanned aerial vehicle 4: Aircraft body 6: Main wing 8: Disconnecting device 10a: Parachute 12:Tail unit 12a:Horizontal stabilizer 12b: Vertical stabilizer 16: Aircraft control unit 30: System control section

Claims

1. A fixed-wing unmanned aerial vehicle system having main wings fixed to a fuselage body, The aircraft main body; The main wing fixed to the fuselage body; a separation device that separates the main wing; a parachute that slows down the falling speed of the aircraft body; a control unit for controlling flight; a horizontal stabilizer provided on the aircraft body; a vertical tail provided on the aircraft body, the control unit has a drop control mode in which, after the main wing is separated by the separation device, the control unit controls the horizontal stabilizer and the vertical stabilizer to control the drop direction; the horizontal stabilizer and the vertical stabilizer are arranged so as to remain attached to the rear part of the airframe body and fall together even after the main wing is separated from the airframe body, The descent control mode of the control unit controls the horizontal stabilizer and the vertical stabilizer to control the descent direction when the nose of the aircraft body points downward and free falls after the main wing is detached by the detachment device, and narrows the predicted descent range before deploying the parachute, thereby improving controllability of landing, in a fixed-wing unmanned aerial vehicle system.

2. The fixed-wing unmanned aerial vehicle system according to claim 1 , wherein the control unit is provided with a fall range estimation mode that estimates a fall range of the aircraft body.

3. The fixed-wing unmanned aerial vehicle system according to claim 2 , wherein the control unit is provided with a safety estimation mode that estimates safety within the fall range estimated by the fall range estimation mode.

4. The fixed-wing unmanned aerial vehicle system according to claim 1 , wherein the control unit has a deployment height change mode that can change the deployment height of the parachute.

5. The fixed-wing unmanned aerial vehicle system according to claim 1 , wherein the control unit has a timing control mode that controls the timing at which the main wing is separated by the separation device.

6. A control method for a fixed-wing unmanned aerial vehicle system having main wings fixed to an airframe body, comprising: a separation step of separating the main wing; a fall control step of controlling the falling direction of the airframe body by the horizontal stabilizer and the vertical stabilizer, which fall together while remaining attached to the rear of the airframe body, when the airframe body free falls with its nose pointing downward after the main wing has been separated from the airframe body in the separation step; A control method for a fixed-wing unmanned aerial vehicle system, comprising: a deployment step of deploying a parachute that slows down the falling speed of the aircraft body after narrowing the predicted fall range by the fall control step.

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