Control system for a land and air mobile vehicle

Abstract

To provide a steering device suitable for a moving body for both land and air, capable of performing operation suitable for both ground traveling and flight in the air, and capable of acquiring and notifying various information.SOLUTION: A steering device of a moving body for both land and air includes: a steering mechanism 1 that performs an operation for changing an attitude; reaction force units 8 to 1 that generate reaction force against the operation of the steering mechanism 1; and a controller 30 that controls the reaction force. The controller 30 has: a flight detection unit that detects a flight; and a responsiveness control unit that, when the flight is detected, makes reaction force control responsiveness by the reaction force units lower than that in a case of traveling on the ground.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This invention relates to a device for controlling or steering a moving object such as a vehicle that can travel on the ground and also fly in the air.

Background Art

[0002] Patent Document 1 describes an active control device. In this control device, a feel is calculated based on the displacement and operating force of the control lever, and based on the calculation result, an actuator is operated to generate a reaction force that counteracts the operating force of the control lever. Therefore, the reaction force felt by the operator corresponds to the magnitude and speed of the operation of the control lever, and since the flight attitude or three-dimensional operating state such as the orientation of the aircraft changes according to the magnitude and speed of the operation of the control lever, the operator can sense the state of the aircraft based on the operating feel of the control lever. Vertically takeoff and landing type moving objects such as helicopters and drones fly by the reaction force of the air flow generated by the rotation of the rotor, so even if a reaction force corresponding to the flight attitude and flight speed is applied to the rotor and drive system, it is not applied to the control device. According to the control device described in Patent Document 1, a reaction force is generated in a so-called simulated manner and felt by the operator, so the controllability of a vertically takeoff and landing type moving object can be improved.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Conventionally, so-called drone-type vehicles equipped with multiple rotors for lift, which are vertical take-off and landing mobile units (hereinafter referred to as land and air mobile units or land and air vehicles), have been developed. The control device described in Patent Document 1 above may be able to improve maneuverability during flight when mounted on this type of mobile unit. However, since the steering reaction force when driving on the ground and the steering reaction force when flying are significantly different, if the control device described in Patent Document 1 is used on a land and air vehicle, the steering response characteristics when driving on the ground may become too sluggish, potentially resulting in a vehicle that is difficult to drive.

[0005] Furthermore, a mobile vehicle for both land and air use would be equipped with devices for both flight control and ground steering. However, in order to reduce size and weight, it is desirable to equip it with devices that can be used for both ground travel and flight, i.e., multi-functional devices. The control device described in Patent Document 1 is strictly for flight control, and therefore, if it were to be mounted on a mobile vehicle for both land and air use, a ground steering device would need to be mounted in addition to the control device. In other words, two types of devices would be mounted for attitude control of the mobile vehicle, which could impair its practicality in terms of reducing size and weight.

[0006] Furthermore, it is assumed that a land-air vehicle will perform both ground travel and flight during its journey to its destination, with the flight portion connecting ground travel sections. Therefore, it is thought that it will fly at lower altitudes than existing aircraft or helicopters. Consequently, its flight path will be close to ground structures and trees, and will be susceptible to the effects of wind from buildings. To facilitate control and ensure safe flight, it is desirable to acquire information about the surroundings during flight (so-called environmental information) and inform the driver (pilot). The control device described in Patent Document 1 does not have a configuration that takes into account the acquisition and notification of such environmental information, and in this respect as well, there is still much room for improvement before it can be installed on a land-air mobile vehicle.

[0007] This invention has been made in view of the above circumstances, and aims to provide a control device suitable for a mobile vehicle used on both land and in the air, which can perform operations suitable for both ground travel and aerial flight, and can acquire and disseminate a variety of information. [Means for solving the problem]

[0008] To achieve the above objective, this invention provides a control device for a land and air mobile vehicle that can travel on the ground and fly in the air, comprising: a control mechanism that performs an operation to change the attitude; a reaction force unit that generates a reaction force to the operation of the control mechanism; and a controller that controls the reaction force by the reaction force unit, wherein the controller comprises: a flight detection unit that detects whether the land and air mobile vehicle is in flight; and a responsiveness control unit that, when the flight detection unit detects that the land and air mobile vehicle is in flight, reduces the responsiveness of the reaction force control by the reaction force unit compared to when the land and air mobile vehicle is traveling on the ground. Furthermore, the responsiveness control unit includes a low-pass filter that sets the cutoff frequency when the land and air mobile vehicle is in flight to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground. It is characterized by the presence of [something].

[0009] Also, this In the Ming Dynasty, Controller Furthermore, The system includes a flight detection unit that detects when the land and air mobile vehicle is in flight, an environmental information acquisition unit that acquires environmental information, which is information about the area around the land and air mobile vehicle, when the land and air mobile vehicle is in flight, and a reaction force adjustment unit that controls the reaction force from the reaction force unit based on the environmental information. Furthermore, the reaction force adjustment unit can be configured to control the reaction force by the reaction force unit based on the environmental information after setting the cutoff frequency of the low-pass filter to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground when the vehicle is in flight.

[0010] In this invention, the environmental information includes at least one of the distance between the flying land and air mobile body and a fixed object on the ground, and information on the possibility of parking in a parking lot for the land and air mobile body, the controller further has a determination unit that determines an approach suppression strength, which is the strength of the approach suppression based on the environmental information, and the reaction force adjustment unit may be configured to adjust the reaction force according to the approach suppression strength determined by the determination unit.

[0011] Furthermore, this In the Ming Dynasty, Controller Furthermore, The system includes a position deviation detection unit that determines the deviation between the position of the land and air mobile body and the planned flight path of the land and air mobile body, and a reaction force adjustment unit that adjusts the reaction force according to the deviation determined by the position deviation detection unit. Furthermore, the reaction force adjustment unit can be configured to control the reaction force from the reaction force unit in accordance with the setting of the cutoff frequency by the low-pass filter to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground, when the land and air mobile vehicle is in flight.

[0012] In this invention, the reaction force adjustment unit may be configured to increase the reaction force acting in the direction that increases the deviation in accordance with the increase in the deviation.

[0013] Furthermore, in this invention, the controller may further include a resistance force generating unit that generates a resistance force in a direction that limits the operation when the control mechanism is operated, and the controller may further include a resistance force adjusting unit that reduces the resistance force to operation of the control device in the direction opposite to the direction that increases the deviation.

[0014] Furthermore, this In the Ming Dynasty, Controller Furthermore, The system includes an aircraft information acquisition unit that detects when the flight attitude of the land and air mobile vehicle is in flight and deviates from a reference flight attitude corresponding to the amount of operation of the control mechanism, and a reaction force adjustment unit that increases the reaction force in a direction that increases the deviation of the flight attitude detected by the aircraft information acquisition unit. Furthermore, the reaction force adjustment unit can be configured such that, when the land and air mobile vehicle is in flight, the cutoff frequency of the low-pass filter is set to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground, and then the reaction force is increased in a direction that increases the deviation of the flight attitude.

[0015] In this invention, the steering mechanism may include a steering wheel capable of rotational operation to change the horizontal orientation of the land and air mobile body from left to right by rotating it about a predetermined axis, and a push-pull operation to change the vertical orientation of the land and air mobile body up and down by pushing and pulling it along the direction of the axis, and a guide mechanism capable of pitching operation to change the tilt of the land and air mobile body in the front-rear direction by guiding the steering wheel in the front-rear direction of the land and air mobile body, and rolling operation to change the tilt of the land and air mobile body in the left-right direction by swinging the steering wheel from left to right about another axis along the front-rear direction of the land and air mobile body.

Advantages of the Invention

[0016] According to this invention, when the vehicle is traveling on the ground and when it is flying in the air, the detection response and reaction force response of any of the detection and reaction force units are different. More specifically, during flight, compared to when traveling, Also, by lowering the cutoff frequency of the low-pass filter, the response to the reaction force can be controlled. the response is reduced. Therefore, the handling stability can be improved in both traveling and flying.

[0017] Also, in this invention, the operating reaction force is adjusted based on information about the surroundings during flight, such as the distance from fixed objects on the ground and the availability of parking spaces. More specifically, when information indicating that approach or contact should be avoided is obtained, the reaction force for an operation in the direction opposite to the direction of that approach or contact is increased. That is, the force in the direction that promotes approach or contact is increased. Therefore, the operator can perceive the surrounding information as an operating reaction force, and instinctively reacts to the force attempting to approach or make contact by operating in the opposite direction, and thus an operation in the direction of avoiding or suppressing approach or contact is quickly performed, making flight at low altitude close to the ground easier.

[0018] Furthermore, in this invention, the operating reaction force is adjusted based on the deviation from the planned course and the attitude of the aircraft. Specifically, a reaction force in the direction opposite to the direction of approaching the planned course or correcting the change from a horizontal or straight - ahead attitude is added. Therefore, the operator can know the information of the land - air dual - purpose mobile body itself as a change in the operating reaction force, and reacts to the changed reaction force by operating in the direction opposite to the change direction, that is, in the direction of correcting the flight course and attitude, making the operation easier.

[0019] Also, in this invention, the resistance to an operation in the direction opposite to the direction of the changed reaction force is reduced, and the operation can be easily performed in that direction. Therefore, the driver or operator can confirm that there is no error in the operation as the operating force, and at the same time, the operation becomes easier and the handling performance is improved.

[0020] According to the present invention, the steering wheel can be rotated, pushed and pulled, slid forward and backward, and swung left and right, and the attitude of the aircraft can be changed and controlled according to these operations. Therefore, even if the directions of operations for steering are diverse, the operations can be performed by a single steering wheel, so that the steering wheel becomes a multi-functional device and the configuration of the entire steering device can be miniaturized or the weight can be reduced.

Brief Description of the Drawings

[0021] [Figure 1] It is a block diagram schematically showing a steering mechanism and its control system in an embodiment of the present invention. [Figure 2] It is a schematic diagram for explaining an example of the sensor-actuator device. [Figure 3] It is a block diagram for explaining the functional configuration of the controller. [Figure 4] It is a flowchart for explaining an example of the control executed in an embodiment of the present invention. [Figure 5] Examples of maps for obtaining the approach suppression intensity are shown. (A) shows a map in which the approach suppression intensity is determined according to the distance from a fixed object or the like, and (B) shows a map in which the approach suppression intensity is determined according to the parking density (parking possibility) in a parking lot. [Figure 6] It is a diagram showing an example of a map in which the magnitude of the reaction force (weight of steering) is determined according to the approach suppression intensity. [Figure 7] It is a flowchart for explaining another example of the control executed in an embodiment of the present invention. [Figure 8] It is a flowchart for explaining still another example of the control executed in an embodiment of the present invention.

Modes for Carrying Out the Invention

[0022] Next, embodiments of this invention will be described with reference to the drawings. It should be noted that the embodiments described below are merely examples of how this invention can be implemented and do not limit the invention.

[0023] First, Figure 1 shows the mechanism and control system in an embodiment of this invention. The control mechanism shown in Figure 1 is a device for steering or controlling a land and air mobile vehicle (vehicle) (not shown) equipped with a drive device for traveling on the ground and a flight device for flying in the air. The flight device is configured to lift off and fly in the forward and backward directions by, for example, arranging multiple rotors evenly around the body (vehicle body) and changing the direction of the rotors (direction of the rotation axis) upward and diagonally upward. In other words, the land and air mobile vehicle is a so-called drone type or helicopter type mobile vehicle that is capable of traveling on the ground. The control device is configured to perform turning operations (steering operations) to change the direction of travel left and right when traveling on the ground, and to perform left and right turning operations, ascent and descent operations, pitching operations to tilt forward and backward, and rolling operations to tilt left and right when flying. A steering wheel 1 is provided to perform these operations. In other words, the control system shown in Figure 1 can be used for both ground travel and aerial flight, and therefore, by sharing the control system between ground travel and flight, it is possible to simplify or lighten the overall configuration of the land-air mobile vehicle.

[0024] The steering wheel 1 is supported on a column 2 that extends diagonally toward the driver or operator (hereinafter collectively referred to as the passenger; not shown), so as to be able to rotate about the central axis of the column 2. Furthermore, the support shaft 3 that supports the steering wheel 1 to the column 2 is held so as to be able to push and pull relative to the column 2 in the direction of its central axis. In other words, the steering wheel 1 is configured to be able to rotate and be pushed and pulled.

[0025] Column 2 has a universal joint (not shown) in its middle section, and the portion below the universal joint is connected to a guide mechanism 4 which is supported by a base section (not shown) such as the aircraft body (vehicle body). The guide mechanism 4 is a mechanism that guides the steering wheel 1 in two axial directions, and its first axis is the axis along the longitudinal direction of the land and air mobile vehicle. For example, a rolling shaft 5 that can rotate around the axis along the longitudinal direction of the land and air mobile vehicle is provided, and the above-mentioned column 2 is connected to the rolling shaft 5, and therefore the steering wheel 1 is supported so that it can swing from side to side around the rolling shaft 5. The rolling shaft 5 is supported by a pitching base 6. The pitching base 6 is a base that tilts in the longitudinal direction of the land and air mobile vehicle and is provided so as to be rotatable (swingable) by a pitching shaft 7 provided along the width direction (lateral direction) of the land and air mobile vehicle. In other words, the guide mechanism 4 is configured to cause the steering wheel 1 to swing in the left-right direction (rolling direction) and the front-rear direction (pitching direction) of the land and air mobile body. The universal joint provided on the column 2 is installed to prevent the rotational and pushing / pulling operations of the steering wheel 1 from interfering with the front-rear and left-right swinging caused by the guide mechanism 4.

[0026] A detection / reaction force unit corresponding to the reaction force unit in this embodiment of the invention is provided, which has a sensor function to detect the amount of rotational movement, pushing / pulling movement, forward / backward swinging, and left / right swinging of the steering wheel 1 that controls the direction of movement of the land / air mobile body, and a reaction force function to generate a reaction force to these movements. A first detection / reaction force unit 8 that detects the rotation angle of the steering wheel 1 and generates a reaction force to its rotation is provided between the column 2 and the support shaft 3. A second detection / reaction force unit 9 that detects the amount of pushing / pulling movement of the steering wheel 1 and generates a reaction force to its pushing / pulling movement is also provided between the column 2 and the support shaft 3. Furthermore, a third detection / reaction force unit 10 is provided that detects the pitching angle, which is the rotation angle of the pitching shaft 7, and generates a reaction force to the rotation of the pitching shaft 7. Similarly, a fourth detection / reaction force unit 11 is provided that detects the rolling angle, which is the rotation angle of the rolling shaft 5, and generates a reaction force to the rotation of the rolling shaft 5.

[0027] Each of these detection and reaction force units 8 to 11 may have the same function. For example, the detection function electrically detects the amount of movement of a predetermined movable part accompanying the rotation or axial movement of the support shaft 3, or the rotation of the pitching shaft 7 or rolling shaft 5, and outputs a detection signal. As a sensor for this, one example is a strain gauge, or a widely known sensor whose impedance or conductance changes according to the amount of movement. Furthermore, the actuator for generating the reaction force preferably has a configuration comprising a spring element that generates a steady reaction force that increases according to the amount of operation, a damping element that generates a reaction force according to the operating speed, and a friction element that generates a reaction force when operation occurs. An example of this is schematically shown in Figure 2.

[0028] Figure 2 schematically shows a sensor-actuator device 20 that can be used as each detection / reaction force unit 8 to 11, and comprises a spring element 21S, a damping element 21D, and a friction element 21F. These spring element 21S, damping element 21D, and friction element 21F are provided between the movable part 22, which is connected to the aforementioned support shaft 3, pitching shaft 7, or rolling shaft 5, and the fixed part 23. The spring element 21S is configured, for example, to act on the movable part 22 as an electromagnetic force corresponding to the current or voltage as a reaction force, or it is configured in combination with such an electromagnetic component and an elastic body such as a coil spring. Therefore, the reaction force of the spring element 21S changes as the relative displacement of the movable part 22 with respect to the fixed part 23 increases, and also maintains a reaction force corresponding to the relative displacement. Furthermore, the electromagnetic force as a reaction force changes according to the current or voltage applied to the spring element 21S. The damping element 21D is a so-called electrical damper configured to electrically generate a resistance force corresponding to the speed and acceleration of the movement (displacement) of the movable part 22. This resistance force changes according to the applied current or voltage. Furthermore, the friction element 21F is configured to electrically generate a resistance force in a direction that limits the movement (displacement) of the movable part 22 when it moves (displaces) relative to the fixed part 23. This resistance force also changes according to the applied current or voltage. These damping elements 21D and friction elements 21F correspond to the resistance force generating parts in this embodiment of the invention.

[0029] The detection signals from each of the detection / reaction force units 8 to 11 described above are input to an attitude control device (not shown) that controls the attitude of the land and air mobile vehicle, as well as to a controller 30 that controls each of the reaction forces described above. The controller 30 is mainly composed of a microcomputer equipped with arithmetic elements, memory elements, and input / output interfaces, and is configured to perform calculations according to a predetermined program using input data and pre-stored data, and to output the result of the calculation as a control command signal. Each of the detection / reaction force units 8 to 11 described above is connected to this controller 30. That is, the detection signals detected by each of the detection / reaction force units 8 to 11 are input to the controller 30, and the controller 30 controls the current or voltage (i.e., reaction force) to each of the sensor / actuator devices 20.

[0030] Low-pass filters (LPFs) F8, F9, F10, and F11 are provided corresponding to each detection / reaction unit 8 to 11 to filter the detection signals detected and output by each detection / reaction unit 8 to 11, as well as the control signals that control the reaction forces in each detection / reaction unit 8 to 11. These low-pass filters F8 to F11 correspond to the responsiveness control unit in this embodiment of the invention and are used to change responsiveness such as detection responsiveness and reaction force control responsiveness according to the cutoff frequency. In Figure 1, signals directed to the controller 30 are shown as "in," and signals output from the controller 30 are shown as "out."

[0031] The controller 30 also receives data from an attitude sensor 40, a positioning system 41, a throttle position sensor 42, a camera 43, and a ground load sensor 44. The attitude sensor 40 is a sensor that detects and outputs the roll angle, pitch angle, or yaw angle of a mobile vehicle used for both land and air while in flight, such as a gyro sensor. It may be a single sensor or sensors that detect each angle individually. These sensors may be those that are commonly used in aircraft and other vehicles. A low-pass filter (LPF) F40 is provided to filter the detection signal. The positioning system 41 is a system that detects and outputs the position of a mobile vehicle used for both land and air. It is a conventionally known system that performs altitude measurement using radar or a barometer (not shown) and position measurement using GPS (Global Positioning System) or radar (not shown).

[0032] The throttle position sensor 42 is a sensor that detects the output of the power source that drives or flies the land and air mobile vehicle. When an internal combustion engine is used as the power source, it may be a sensor that detects the opening of the throttle valve. A low-pass filter (LPF) F42 is provided to filter the detected signal. The camera 43 is for visually detecting the conditions around the land and air mobile vehicle and inputs image data to the controller 30. Therefore, based on the image data, it is possible to determine the distance between the land and air mobile vehicle and surrounding fixed or moving objects, the attitude based on the position and inclination of the horizon, and the presence or absence of a parking space. The ground load sensor 44 is a sensor for detecting when the land and air mobile vehicle is lifted off the ground. For example, strain gauges, load sensors, or displacement sensors installed in the suspension mechanism (not shown) supporting the wheels can be used.

[0033] The controller 30 is configured to control the detection response of each detection / reaction unit 8-11, attitude sensor 40, and throttle opening sensor 42, as well as the operation response of the sensor / actuator device 20 in each detection / reaction unit 8-11, so that they differ between driving and flight. The functional configuration for this is shown in a block diagram in Figure 3. A flight detection unit 31 is provided to detect that the land and air mobile vehicle is in flight. When the land and air mobile vehicle is in flight, the ground load is substantially zero, so the flight detection unit 31 can detect that the land and air mobile vehicle is in flight by comparing the ground load detected by the ground load sensor 44 with a predetermined reference load, or by combining this with the fact that a ready switch (not shown) is turned on.

[0034] During flight, the degree of freedom of movement in three dimensions is higher compared to when the aircraft is moving, resulting in diverse and frequent changes in attitude and speed. Therefore, the responsiveness during ground movement becomes overly sensitive during flight. For this reason, the controller 30 is equipped with a responsiveness control unit 32 that reduces the responsiveness of detection and reaction force control by each detection / reaction force unit 8-11 compared to when the aircraft is moving. Specifically, this responsiveness control unit 32 is configured to lower the cutoff frequency of the low-pass filters F8-F11, which are provided in relation to each detection / reaction force unit 8-11, during flight compared to when the aircraft is moving. As an example, the cutoff frequency is set to a standard 2Hz during ground movement and to 0.5Hz to 1Hz during flight.

[0035] Furthermore, the controller 30 is equipped with a reaction force adjustment unit 33 that changes and adjusts the reaction force from each detection / reaction force unit 8-11 according to the situation. This reaction force adjustment unit 33 primarily controls the reaction force by adjusting the current or voltage applied to the spring element 21S in the aforementioned sensor / actuator device 20 to change it according to the situation. In addition, a resistance force adjustment unit 34 is provided that adjusts the resistance force that acts in a direction that limits the operation or displacement of the steering mechanism (steering wheel 1) when it is operated. As mentioned above, the damping element 21D generates a resistance force in a direction that limits the operation of the steering wheel 1 according to its operating speed and operating acceleration, and the friction element 21F generates a resistance force in a direction that limits the operation or displacement of the steering wheel 1 when it is operated. The resistance force adjustment unit 34 is a functional means of changing the magnitude of these resistance forces, and as an example, it controls the resistance force by adjusting the current or voltage applied to the damping element 21D or friction element 21F in the aforementioned sensor / actuator device 20 to change it according to the situation.

[0036] To perform this reaction force control, an environmental information acquisition unit 35 is provided in the controller 30 as a functional means for acquiring data. The environmental information acquisition unit 35 is for acquiring information about the surroundings of the flying land and air mobile vehicle, and acquires information about fixed objects such as buildings, transmission towers, trees, and power lines obtained by the aforementioned camera 43, as well as information about so-called variable objects such as other land and air mobile vehicles flying around, constantly changing available spaces in parking lots, and the availability of landing sites for switching from flight to ground travel. In addition, it can acquire information such as the presence and distance of surrounding fixed objects based on the position information obtained by the aforementioned positioning system 41 and pre-prepared map information.

[0037] While it is possible to directly utilize surrounding environmental information for control such as reaction forces, in this embodiment of the invention, the proximity suppression strength is determined from the environmental information. For this determination, the controller 30 is provided with a determination unit 36. The proximity suppression strength is a control index designed to increase as the distance between the land and air mobile body in flight and the ground fixed object decreases. Therefore, the determination unit 36 ​​determines the proximity suppression strength based on a predetermined design standard, using the environmental information to suppress approach to the fixed object.

[0038] Furthermore, in this embodiment of the invention, if the aircraft is flying off a planned course, the reaction force is adjusted based on the deviation from the planned course. A position deviation detection unit 37 for detecting the deviation from the planned course is provided in the controller 30. The position of the land and air mobile aircraft during flight can be determined by the positioning system 41 described above, and the planned flight course can be pre-input into the controller 30 or a separately provided navigation system, etc. Therefore, the deviation can be determined by comparing the actual position of the land and air mobile aircraft with the pre-stored planned course. Accordingly, the position deviation detection unit 37 also serves as the position information acquisition unit in this embodiment of the invention.

[0039] The flight attitude of the land and air mobile vehicle can be controlled by operating the control mechanism or steering wheel 1 shown in Figure 1. The controller 30 is equipped with an aircraft information acquisition unit 38 that detects the flight attitude of the vehicle being controlled. This aircraft information includes, for example, the roll angle, pitch angle, and yaw angle, and this aircraft information can be acquired based on data input from the attitude sensor 40 mentioned above. Furthermore, when the steering wheel 1 is operated, an aircraft attitude (reference flight attitude) corresponding to the amount of operation is determined, and the aircraft information acquisition unit 38 acquires the difference (deviation) between the detected aircraft information (flight attitude) and the reference flight attitude corresponding to the amount of control operation.

[0040] Next, an example of control in an embodiment of this invention will be described. Figure 4 is a flowchart illustrating an example of this control. First, it is determined whether the ready switch that puts the entire system of the land and air mobile vehicle into an operational state is on or off (Ready ON) (Step S1). If the determination in Step S1 is negative because the vehicle is not yet operational, the system returns to the start without any particular control. Conversely, if the determination in Step S1 is positive, each sensor is set to its initial state, and the cutoff frequency (fc) of the low-pass filter F40 from the attitude sensor 40 is set to a predetermined initial value (for example, 2Hz) in the design (Step S2). At the point when the determination in Step S1 is positive, the land and air mobile vehicle is on the ground and not flying, so the cutoff frequencies of each sensor and the low-pass filter F40 are set to their initial values.

[0041] Next, it is determined whether the ground load is below a predetermined value (step S3). The ground load is detected by the ground load sensor 44 mentioned above, and the predetermined value can be set in advance in the design as a load smaller than the load when the land and air mobile vehicle is on the ground. Therefore, in step S3, it is determined whether the land and air mobile vehicle is in flight or has started to take off.

[0042] If a positive result is obtained in step S3, the land and air mobile vehicle is in flight or will be in flight, so the cutoff frequency (fc) of the low-pass filter F40 from the attitude sensor 40 is lowered (step S4). In addition, the cutoff frequencies (fc) of the low-pass filters F8 to F11, which are provided corresponding to each detection / reaction force unit 8 to 11, may also be lowered. This is a control that reduces (dulls) the detection sensitivity during flight, and as an example, the cutoff frequency is reduced to 0.5 Hz. In this case, since the responsiveness of the steering reaction force for steering operations performed in both ground travel and flight should be changed between ground travel and flight, for example, the response frequency of only the first detection / reaction force unit 8, which generates a reaction force in response to the rotational movement of the steering wheel 1, may be reduced during flight, while the response frequencies of the other detection / reaction force units 9 to 11 are maintained at a response frequency suitable for flight.

[0043] Next, environmental information, which is information about the surroundings of the mobile vehicle used for both land and air transport while in flight, is acquired, and a determination is made about the environment (step S5). The environmental information is image information from the aforementioned camera 43, and by analyzing this image information, it is determined whether there are any fixed objects on the ground or flying objects in the vicinity, the distance to them, the presence or absence of available spaces in ground parking lots, and the density of parked vehicles (i.e., parking possibility).

[0044] Based on the results of the environmental assessment, an approach deterrence intensity map is selected (step S6). Approach deterrence intensity is an index indicating the importance or strength of the recommendation to avoid approaching a mobile vehicle that can be used on land or in the air, and can be pre-designed as a map. An example of such a map is schematically shown in Figure 5, where (A) is a map that defines approach deterrence intensity according to the distance from surrounding objects such as buildings and flying objects. According to this map, the closer to surrounding objects, the greater the approach deterrence intensity, indicating that approach should be avoided. Also, (B) is a map that defines approach deterrence intensity according to the density of parked vehicles, where the higher the density of parked vehicles, that is, the less space there is to descend and park, the greater the approach deterrence intensity, indicating that approach should be avoided.

[0045] Based on the approach suppression strength obtained in this way, the reaction force for operations in each direction such as rotation and pushing / pulling by the steering wheel 1 is calculated (step S7). The reaction force calculated here may be its magnitude (absolute value) or the increase or decrease in the reaction force. Figure 6 schematically shows an example of a map for calculating the reaction force as "steering weight" based on the approach suppression strength. The approach suppression strength and "steering weight" can be determined in advance by experiments or simulations and made into a map. In the example shown in Figure 6, the greater the approach suppression strength, the greater the "steering weight".

[0046] The steering reaction force is changed based on the reaction force or "steering weight" calculated in step S7 (step S8). This control is performed by outputting a command signal from the aforementioned controller 30 that changes the current or voltage applied to the sensor actuator device 20 in any of the detection / reaction force units 8 to 11. For example, if the reaction force by the spring element 21S is increased when the steering wheel 1 is operated from a predetermined neutral position, the reaction force that pushes the steering wheel 1 back towards the predetermined neutral position or the reaction force that steers in a direction that reduces the approach suppression strength will increase. It is also possible to increase the reaction force in the opposite direction. Therefore, the occupant can know from the change in steering reaction force that there are objects around their land and air mobile vehicle that should be avoided, such as fixed objects or parking lots where parking is not permitted. In other words, information about the surroundings can be obtained without intentionally looking or listening, making steering or piloting easier. In addition, by lowering the response frequency that controls the steering reaction force, the steering reaction force does not change excessively, thus improving piloting stability. Furthermore, control measures may be implemented to increase the resistance force to steering in the direction that increases the approach suppression strength, and to decrease the resistance force in the opposite direction.

[0047] Next, it is determined whether the Ready Switch is off or not (Step S9). If the Ready Switch is off, the entire system of the land and air mobile vehicle will shut down, and the routine shown in Figure 4 will terminate. Conversely, if the Ready Switch is still on and a negative determination is made in Step S9, the system will return to Start.

[0048] Furthermore, if the ground and air mobile vehicle is not in flight, that is, if it is negatively determined in step S3 above, the cutoff frequency (fc) of the low-pass filter F40 from the attitude sensor 40 is set higher than when it is in flight (step S10). This is a control that makes the detection sensitivity during ground travel higher (more sensitive) than during flight, and as an example, it may be a control that returns the cutoff frequency to a predetermined initial value (e.g., 2Hz). After that, the process returns to the start. Furthermore, if the ground and air mobile vehicle lands, the ground contact load increases and it is negatively determined in step S3. Therefore, even when it lands, the cutoff frequency of the low-pass filter F40 from the attitude sensor 40 is returned to the frequency used during ground travel.

[0049] In this embodiment of the invention, the information for changing the steering reaction force is not limited to the aforementioned ground-based fixed objects, surrounding aircraft, or parking lot information. If the aircraft deviates from the planned flight path, it can be configured to adjust the steering reaction force based on the deviation between the planned path and the current position. An example of this control will be explained based on the flowchart shown in Figure 7. Note that steps S1 to S4, S9, and S10 in the flowchart shown in Figure 7 are the same as those in the flowchart shown in Figure 4, and therefore the explanation of these control steps will be omitted.

[0050] In Figure 7, after lowering the cutoff frequencies of the response frequencies detected by the attitude sensor 40 and the response frequencies of each reaction force control (step S4), position information including altitude is acquired (step S11). This information can be obtained from the radar, barometer, and GPS mentioned above. On the other hand, the flight course of the land and air mobile vehicle can be pre-set on the map data stored in the controller 30. In this way, the amount of deviation (deviation) of the current position of the land and air mobile vehicle from the planned course can be determined. Step S12 calculates this deviation. Then, based on the calculated deviation, the steering reaction force is changed (step S13), and then the process proceeds to step S9 mentioned above. In this case, the change in steering reaction force is an increase in the reaction force in the direction in which the deviation increases. That is, the occupant will instinctively try to return the steering wheel 1 or the flight attitude to its original position, so the occupant will know that they are deviating from the flight course and will operate the steering wheel 1 to correct the deviation.

[0051] As described above, if the steering wheel 1 is operated in the direction of the steering reaction force when the steering reaction force is changed, the deviation from the planned course will increase. To avoid or suppress this situation, the resistance force to the operation of the steering wheel 1 can be increased. For example, by changing the current or voltage applied to the damping element 21D and friction element 21F mentioned above, the resistance force to the operation of the steering wheel 1 in the direction that reduces or suppresses the above deviation can be decreased. By doing so, steering back to the planned course becomes easier than steering in the opposite direction, making it easier to eliminate deviations from the planned course and improving maneuverability in that respect.

[0052] Furthermore, when the vehicle is traveling on the ground, any deviations in position or attitude, such as the land-air vehicle deviating from the driving lane, can be visually detected. Therefore, if such deviations occur, the steering reaction force may be changed to reduce or eliminate the deviation. Accordingly, the direction of the steering reaction force to be changed may be not only the direction of rotation of the steering wheel 1, but also other directions.

[0053] In this embodiment of the invention, the steering reaction force can be further configured to adjust based on the aircraft's attitude (flight attitude). An example of this control will be explained based on the flowchart shown in Figure 8. Note that steps S1 to S4, S9, and S10 in the flowchart shown in Figure 8 are the same as those in the flowcharts shown in Figures 4 and 7 above, and therefore the explanation of these control steps will be omitted.

[0054] In Figure 8, after reducing the cutoff frequencies of the response frequencies detected by the attitude sensor 40 and the response frequencies of each reaction force control (step S4), the ground attitude (ground roll amount or ground pitch amount) when the steering wheel 1 is operated to a predetermined position is acquired (step S21). This information can be obtained by the attitude sensor 40 described above. On the other hand, the attitude of the aircraft in windless conditions (flight attitude) when the steering wheel 1 is rotated or pushed or pulled is determined based on the operating position of the steering wheel 1, and this can be determined as the reference flight attitude. In step S21, the actual ground attitude is acquired based on the detection signal of the attitude sensor 40, while the deviation (or amount of deviation) from the reference flight attitude is calculated.

[0055] Next, the steering reaction force is changed (step S22) based on the acquired attitude (roll amount or pitch amount, or the amount of deviation between them), and then the process proceeds to step S9 as described above. In this case, the change in steering reaction force is greater the larger the roll amount or pitch amount or the amount of deviation between them, and the direction of the reaction force is in a direction that increases the roll amount or pitch amount or the amount of deviation between them. This is a steering reaction force similar to the aerodynamic reaction force that ailerons and other components receive in a normal aircraft, and since it does not occur aerodynamically in so-called drone-type land and air mobile vehicles, it is artificially generated. This type of reaction force control is similar to the change in reaction force when the aircraft deviates from the planned course as described above, and the pilot will instinctively try to return the steering wheel 1 or the flight attitude to its original position. As a result, the pilot will know if the flight attitude is different from the attitude expected from the amount of steering wheel 1 operation, or if it is changing in a different direction, and will take action to correct the deviation.

[0056] Furthermore, the steering resistance can be controlled in the same way as when the aircraft deviates from the planned course. That is, if the steering wheel 1 is operated in the direction of the steering reaction force when the steering reaction force is changed as described above, the change in flight attitude will increase even further. To avoid or suppress such a situation, the resistance force to the operation of the steering wheel 1 can also be increased. For example, by changing the current or voltage applied to the damping element 21D or friction element 21F mentioned above, the resistance force to the operation of the steering wheel 1 in the direction that suppresses the change in flight attitude can be reduced. In this way, steering to correct the flight attitude becomes easier than steering in the opposite direction, making it easier to eliminate deviations in flight attitude and improving maneuverability in that respect.

[0057] It should be noted that this invention is not limited to the embodiments described above, and can be modified and implemented as appropriate within the scope of the objectives of the present invention. For example, the rotational operation of the steering wheel 1 can be shared between driving and flying. In this case, the responsiveness, reaction force, or resistance force for the rotational operation can be configured to differ between driving and flying, and the responsiveness, reaction force, or resistance force for steering operations used only during flying can be configured to be set in advance to a state suitable for flight and maintained. Furthermore, the reaction force elements, damping elements, or resistance elements in this invention may be configured to generate forces differently not only by electromagnetic force generation, but also by mechanical operation such as fluid pressure. [Explanation of Symbols]

[0058] 1. Steering mechanism (steering wheel) 2 Columns 3 Support shaft 4 Guide mechanism 5 Rolling axis 6. Pitching base 7. Pitching axis 8,9,10,11 Detection and reaction section 20 Sensor and Actuator Devices 21D Damping Element 21F Friction element 21S spring element 22 Moving parts 23 Fixed part 30 controllers 31 Flight detection unit 32 Responsive Control Unit 33 Reaction force adjustment section 34 Resistance adjustment section 35 Environmental Information Acquisition Department 36 Judgment section 37 Position deviation detection unit 38. Aircraft Information Acquisition Unit 40. Attitude Sensor 41 Positioning Systems 42 Throttle position sensor 43 Cameras 44 Ground load sensor F40 Low-Pass Filter F42 Low-Pass Filter F8, F9, F10, F11 Low-pass filters

Claims

1. A control system for a land-air vehicle that can travel on the ground and fly in the air, which controls the attitude of the vehicle. A control mechanism that performs the operation to change the aforementioned attitude, A reaction force unit that generates a reaction force to the operation of the aforementioned control mechanism, The system includes a controller that controls the reaction force from the reaction force section, The aforementioned controller, A flight detection unit that detects that the aforementioned land and air mobile vehicle is in flight, When the flight detection unit detects that the land and air mobile vehicle is in flight, the response control unit reduces the reaction force control response of the reaction force unit to a lower level than when the land and air mobile vehicle is traveling on the ground. It has, The responsiveness control unit includes a low-pass filter that sets the cutoff frequency when the land and air mobile vehicle is in flight to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground. A control system for a mobile vehicle that can be used on both land and air, characterized by the following features.

2. A control device for a mobile vehicle used on land and in the air according to Claim 1, The controller further, A flight detection unit that detects that the aforementioned land and air mobile vehicle is in flight, An environmental information acquisition unit acquires environmental information, which is information about the surroundings of the land and air mobile vehicle, when the land and air mobile vehicle is in flight. A reaction force adjustment unit controls the reaction force from the reaction force unit based on the environmental information. It has, When the land and air mobile vehicle is in flight, the reaction force adjustment unit sets the cutoff frequency of the low-pass filter to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground, and then controls the reaction force from the reaction force unit based on the environmental information. A control system for a mobile vehicle that can be used on both land and air, characterized by the following features.

3. A control device for a mobile vehicle used on land and in the air, according to claim 2, The aforementioned environmental information includes at least one of the following: the distance between the flying land and air mobile vehicle and a fixed object on the ground, and information on the possibility of parking in a parking area for the land and air mobile vehicle. The controller further includes a determination unit that determines the approach suppression strength, which is the strength that suppresses approach, based on the environmental information. The reaction force adjustment unit adjusts the reaction force according to the approach suppression strength determined by the determination unit. A control system for a mobile vehicle that can be used on both land and air, characterized by the following features.

4. A control device for a mobile vehicle used on land and in the air according to Claim 1, The controller further, A position deviation detection unit that determines the deviation between the position of the land and air mobile body and the planned flight path of the land and air mobile body, A reaction force adjustment unit adjusts the reaction force according to the deviation determined by the position deviation detection unit. It has, The reaction force adjustment unit, when the land and air mobile vehicle is in flight, sets the cutoff frequency of the low-pass filter to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground, and then controls the reaction force from the reaction force unit according to the deviation. A control system for a mobile vehicle that can be used on both land and air, characterized by the following features.

5. A control device for a mobile vehicle used on land and in the air, according to claim 4, The control device for a mobile vehicle used on land and in the air is characterized in that the reaction force adjustment unit is configured to increase the reaction force acting in the direction that increases the deviation in accordance with the increase in the deviation.

6. A control device for a mobile vehicle used on land and in the air, according to claim 5, The control mechanism is further provided with a resistance force generating unit that generates a resistance force in a direction that restricts the operation when the control mechanism is operated, The controller further includes a resistance adjustment unit that reduces the resistance force to operating the control device in the direction opposite to the direction that increases the deviation. A control system for a mobile vehicle that can be used on both land and air, characterized by the following features.

7. A control device for a mobile vehicle used on land and in the air as described in Claim 1, The controller further, An aircraft information acquisition unit that detects when the flight attitude of the land and air mobile vehicle is in flight deviates from a reference flight attitude corresponding to the amount of operation of the control mechanism, A reaction force adjustment unit increases the reaction force in a direction that increases the deviation in the flight attitude detected by the aircraft information acquisition unit. It has, When the land and air mobile vehicle is in flight, the reaction force adjustment unit sets the cutoff frequency of the low-pass filter to a lower frequency than the cutoff frequency when the land and air mobile vehicle is traveling on the ground, and then increases the reaction force in a direction that increases the deviation of the flight attitude. A control system for a mobile vehicle that can be used on both land and air, characterized by the following features.

8. A control device for a mobile vehicle used on land and in the air, according to any one of claims 1 to 7, The aforementioned control mechanism is A steering wheel capable of rotational operation to change the horizontal orientation of the land and air mobile body from left to right by rotating around a predetermined axis, and push-pull operation to change the vertical orientation of the land and air mobile body by pushing and pulling along the direction of the axis, A guide mechanism capable of pitching, which guides the steering wheel in the longitudinal direction of the land and air transportable vehicle to change the longitudinal tilt of the land and air transportable vehicle, and rolling, which swings the steering wheel from side to side about another axis along the longitudinal direction of the land and air transportable vehicle to change the lateral tilt of the land and air transportable vehicle. It is equipped with A control system for a mobile vehicle that can be used on both land and air, characterized by the following features.

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