Aerial vehicle, attachment member for aerial vehicle, and method for controlling aerial vehicle

Abstract

[Problem] To provide: an aerial vehicle that is capable of preventing crashing of the aerial vehicle even when coming into contact with an obstacle or the like and is capable of preventing damaging not only the aerial vehicle but also an obstacle or an object therearound; an attachment member for said aerial vehicle; and a method for controlling said aerial vehicle. [Solution] A method for controlling an aerial vehicle 1, in which flight state is controlled on the basis of a control signal for controlling a flight route, involves, upon detection of a collision between the aerial vehicle and an object, suspending control of the flight state by means of a control signal for controlling a flight route at the time of collision. Since, upon collision between the aerial vehicle and an object, the control of the flight state by means of the control signal for controlling the flight route at the time of collision is suspended, it is possible to prevent the aerial vehicle from repeatedly colliding with the object.

Description

Flying object, accessory member for flying object, and control method for flying object

[0001] The present invention relates to an aircraft, an accessory for the aircraft, and a method for controlling the aircraft.

[0002] In recent years, small unmanned aerial vehicles (drones) have been used for a variety of purposes, such as aerial photography, structural inspection, and pesticide spraying. When such small unmanned aerial vehicles fly autonomously, they fly along a predetermined route to their destination. However, if an obstacle or the like is present along the flight route, there is a possibility that the small unmanned aerial vehicle may collide with the obstacle or the like. Therefore, technology has been developed for autonomously flying small unmanned aerial vehicles that detects obstacles and avoids collisions with the obstacles or the like (see, for example, Patent Document 1).

[0003] However, if a sensor of a small unmanned aircraft fails, i.e., if a sensor that detects flight conditions, surrounding conditions, obstacles, etc. fails, even if the obstacle can be detected, it may not be able to avoid the obstacle, and it may not be able to detect the obstacle at all. This could result in the small unmanned aircraft colliding with an obstacle, resulting in damage to the small unmanned aircraft. In particular, if the propeller of a small unmanned aircraft is damaged, the small unmanned aircraft may crash. For this reason, a guard has been developed to protect the propeller of a small unmanned aircraft from damage even if the small unmanned aircraft collides with an obstacle (see, for example, Patent Document 2). By providing such a guard, damage to the propeller and the body of the small unmanned aircraft can be prevented even if the small unmanned aircraft collides with an obstacle, preventing the small unmanned aircraft from crashing.

[0004] However, if an obstacle or other obstacle is present in the flight route of an autonomously flying small unmanned aircraft, even if the small unmanned aircraft collides with the obstacle or other obstacle, the small unmanned aircraft may attempt to continue flying along the predetermined flight route, resulting in repeated collisions with the obstacle or other obstacle. In this case, even if a guard to protect the propeller is installed, the guard will eventually be damaged, and if the propeller is damaged after the guard is damaged, the small unmanned aircraft will crash. Furthermore, if the guard or propeller is not damaged even after the small unmanned aircraft repeatedly collides with obstacles or other obstacles, the obstacle or other obstacle may be damaged. This could result in damage to surrounding objects, etc., due to the small unmanned aircraft crashing or damage to the obstacle or other obstacle.

[0005] Patent Literature 3 discloses a technology in which a contact sensor detects contact between a drone and an obstacle, etc., and when contact is detected, the drone descends or crashes to the spot. While this technology can prevent repeated collisions between the drone and obstacles, since the drone descends or crashes to the spot, there is a possibility that it may damage objects in the area where it descends or crashes, depending on the location of the descent or crash.

[0006] On the other hand, Patent Document 4 discloses a control method for stabilizing the flight of a drone when an object comes into contact with a propeller, i.e., a control method for preventing the drone from crashing. Patent Document 4 also discloses a technology for moving the drone away from the object when an object comes into contact with an arm on which the propeller is mounted, and replanning a flight path that does not pass through the object.

[0007] Japanese Patent Application Laid-Open No. 2021-170372, WO2022 / 255208, WO2019 / 189076, Japanese Patent Application Laid-Open No. 2023-40693

[0008] The technology of Patent Document 4 may be able to avoid the impact of a drone crash on the surrounding area and allow the drone to continue flying and move to its destination. However, the technology of Patent Document 4 aims to continue movement to the destination even after a collision, and if it is not possible to replan a flight path that does not pass through the object's location or if it is not possible to replan an appropriate flight path, there is a possibility that the drone may crash and cause damage to the surrounding area.

[0009] In view of the above circumstances, the present invention aims to provide an aircraft, an accessory for the aircraft, and a method for controlling the aircraft that can prevent the aircraft from crashing even if it comes into contact with an obstacle, and can prevent damage not only to the aircraft itself but also to obstacles and surrounding objects.

[0010] <Method for Controlling a Flying Object> A method for controlling a flying object of the first invention is a method for controlling a flying object whose flight state is controlled based on a control signal for controlling a flight route, characterized in that when a collision between the flying object and an object is detected, control of the flight state by the control signal for controlling the flight route at the time of collision is discontinued. A method for controlling a flying object of the second invention is characterized in that, after discontinuing control of the flight state by the control signal for controlling the flight route at the time of collision, the flight state is controlled based on a post-collision control instruction recorded in the flying object and / or an external control instruction. A method for controlling a flying object of the third invention is characterized in that the post-collision control instruction includes information instructing flight along a flight route different from the flight route at the time of collision. A method for controlling a flying object of the fourth invention is characterized in that a control unit controlling the flight of the flying object has a collision detection function for detecting a collision between the flying object and an object. A method for controlling a flying object of the fifth invention is characterized in that, in the fourth invention, the collision detection function of the control unit detects a collision based on a signal from a collision detection sensor that detects a collision between the flying object and an object. A sixth aspect of the invention relates to a method for controlling an aircraft of the fourth aspect, characterized in that the aircraft is equipped with a guard that protects the aircraft.A seventh aspect of the invention relates to a method for controlling an aircraft of the sixth aspect, characterized in that the guard is formed of an elastic material.A eighth aspect of the invention relates to a method for controlling an aircraft of the seventh aspect, characterized in that the collision detection sensor is a sensor that detects deformation of the elastic material.A ninth aspect of the invention relates to a method for controlling an aircraft of the sixth aspect, characterized in that the guard is provided so that a portion of the guard that is located outward from the aircraft in a plan view of the aircraft and that is located forward in the aircraft's direction of travel in the aircraft's flight attitude is located above the aircraft's center of gravity.<Aircraft>A tenth aspect of the invention relates to an aircraft of the tenth aspect, characterized in that the aircraft includes an aircraft having a drive mechanism and a control unit that controls the operation of the drive mechanism to control the flight state, the control unit having a collision detection function that detects a collision between the aircraft and an object, and that, when the collision detection function detects a collision between the aircraft and the object, has a function of halting control of the flight state at the time of the collision.The flying body of the 11th invention is the same as the 10th invention, characterized in that the control unit has a function of controlling the flight state based on post-collision control instructions recorded in the control unit and / or external control instructions after ceasing control of the flight state at the time of collision. The flying body of the 12th invention is the same as the 11th invention, characterized in that the post-collision control instructions include information instructing flight along a flight route different from the flight route at the time of collision. The flying body of the 13th invention is the same as the 10th invention, characterized in that the control unit has a collision detection function for detecting a collision between the flying body and an object. The flying body of the 14th invention is the same as the 13th invention, characterized in that the collision detection function of the control unit detects a collision based on a signal from a collision detection sensor that detects a collision between the flying body and an object. The flying body of the 15th invention is the same as the 14th invention, characterized in that the flying body is equipped with a guard that protects the airframe. The flying body of the 16th invention is the same as the 15th invention, characterized in that the guard is formed of an elastic member. The flying body of the 17th invention is the same as the 16th invention, characterized in that the collision detection sensor is a sensor that detects deformation of the elastic member. The flying body of the 18th invention is the 15th invention, wherein the guard is provided so that a portion of the guard that is located outward from the body of the flying body in a plan view of the flying body and that is located forward in the direction of travel of the flying body in the flying attitude of the flying body is located above the center of gravity of the flying body. <Attachment to Flying Body> The attachment to a flying body of the 19th invention is a guard that is attached to the body of the flying body to protect the body, and is characterized in that the guard has a collision detection sensor that detects collisions with objects. The attachment to a flying body of the 20th invention is the 19th invention, wherein the guard is formed from an elastic member. The attachment to a flying body of the 21st invention is the 20th invention, wherein the collision detection sensor is a sensor that detects deformation of the elastic member.The accessory member of the aircraft of the 22nd invention is characterized in that, in the 19th invention, the guard has a plurality of arms whose base ends are attached to the aircraft body, and a connecting member that connects the tips of the plurality of arms, and the plurality of arms are formed so that when the base ends of the plurality of arms are connected to the aircraft body, the aircraft body is located within the connecting member in a planar view of the aircraft, and the part of the aircraft that is located forward in the direction of travel of the aircraft in the aircraft's flight attitude is located above the center of gravity of the aircraft.

[0011] <Method for Controlling a Flying Object> According to the first invention, if the flying object collides with an object, control of the flight state using the control signal controlling the flight route at the time of collision is halted, thereby preventing the flying object from repeatedly colliding with objects. Furthermore, halting control allows the flight route to be re-created, allowing the flying object to resume flying along a different flight route. According to the second invention, the state of the flying object after colliding with an object can be controlled to a predetermined state, preventing damage to the surrounding area caused by the flying object's abnormal flight. According to the third invention, after colliding with an object, the flying object can be moved to a destination or the like by flying along a different flight route. According to the fourth and fifth inventions, collision with an object can be easily detected. According to the sixth invention, when the flying object collides with an object, damage to the airframe or the like can be prevented by a guard. According to the seventh invention, when the flying object collides with an object, damage to the guard can be prevented. According to the eighth invention, the collision detection sensor can be simplified. According to the ninth invention, when the guard collides with an object, re-collisions between the object and the flying object can be prevented. <Air Vehicle> According to the tenth invention, if the air vehicle collides with an object, control of the flight state by the control signal controlling the flight route at the time of collision is stopped, thereby preventing the air vehicle from repeatedly colliding with objects. Furthermore, stopping control allows the flight route to be re-created, so the control unit can resume the flight of the air vehicle along a different flight route. According to the eleventh invention, the state of the air vehicle after colliding with an object can be controlled to a predetermined state, preventing damage to the surrounding area caused by the air vehicle's abnormal flight. According to the twelfth invention, after colliding with an object, the air vehicle can fly along a different flight route and be moved to a destination, etc. According to the thirteenth and fourteenth inventions, collision with an object can be easily detected. According to the fifteenth invention, when the air vehicle collides with an object, damage to the air vehicle, etc. can be prevented by a guard. According to the sixteenth invention, damage to the guard can be prevented when the air vehicle collides with an object. According to the seventeenth invention, the collision detection sensor can be simplified. According to the eighteenth invention, when the guard collides with an object, re-collisions between the object and the air vehicle can be prevented.<Accessories for flying bodies> According to the 19th invention, by attaching it to an existing flying body, damage to the rotor and airframe can be prevented when the flying body collides with an object. According to the 20th invention, damage to the guard can be prevented. According to the 21st invention, the collision detection sensor can be simplified. According to the 22nd invention, when the guard collides with an object, a second collision between the object and the flying body can be prevented.

[0012] 1 is a schematic control flow diagram of a control method for the aircraft 1 of this embodiment. FIG. 2 is a schematic perspective view of the aircraft 1 of this embodiment. FIG. 3 is a schematic side view of the aircraft 1 of this embodiment. FIG. 4 is a schematic plan view of the aircraft 1 of this embodiment. FIG. 5 is a schematic block diagram of the control unit 20. FIG. 6 is an explanatory diagram of the movement of the aircraft 1 of this embodiment when it comes into contact with an obstacle S. FIG. 7 is a schematic side view of the aircraft 1 provided with a guard 30 having a guard arm 31 of another shape. FIG. 8 is a schematic side view of the aircraft 1 provided with a guard 30 having a two-stage connecting member 32. FIG. 9 is a schematic side view of the aircraft 1 provided with a guard 30 having a two-stage connecting member 32.

[0013] The present invention relates to a method for controlling an aircraft, ...

[0014] In the method for controlling an aircraft of the present invention, obstacles that the aircraft may come into contact with during flight are not particularly limited, and include any obstacle that may interfere with the flight of the aircraft. For example, obstacles include stationary objects such as walls, buildings, houses, and other structures, and trees and other plants, as well as moving objects such as automobiles, trains, and people.

[0015] <Air Vehicle 1> First, before describing the control method for the air vehicle of this embodiment, the air vehicle 1 of this embodiment will be described.

[0016] In the following description, the aircraft 1 of this embodiment flies using the rotor 15. That is, the rotor 15 is used as the lift source that generates lift and the propulsion source that generates thrust for the aircraft 1. The lift source and propulsion source used for the aircraft 1 to fly are not limited to the rotor 15, and various lift sources and propulsion sources can be used, such as the buoyant gas used in airships, jet engines, and duct fans. Furthermore, the lift source and propulsion source may each have independent functions (i.e., the function of generating lift and the function of generating thrust), or they may have both functions, such as a rotor. The lift source and propulsion source used for the aircraft 1 to fly described above correspond to the drive mechanism referred to in the claims.

[0017] The following describes a case where the aircraft 1 of this embodiment flies autonomously based on flight route information stored in the memory unit 24 of the control unit 20 (described later). The aircraft 1 of this embodiment also includes an aircraft that flies based on an external flight control signal. In other words, the control method for the aircraft of this embodiment can also be applied to an aircraft 1 whose flight is controlled by an external flight control signal such as a radio control signal.

[0018] 2 to 4, the aircraft 1 includes an aircraft body 10. The aircraft body 10 includes an aircraft body 11, landing gear 12 provided below the aircraft body 11 for placing the aircraft 1 on the ground, and the rotor 15 described above. The aircraft body 10 is also provided with a guard 30, which will be described later. The aircraft body 11 is provided with the rotor 15, a control unit 20, cameras for photographing and inspecting, an infrared camera, millimeter-wave radar, LiDAR, and other devices for performing various tasks, as well as a battery for supplying power to these devices.

[0019] 2 to 4, a rotor 15 is provided on each of the four arms 13 extending laterally from the aircraft main body 11. Each rotor 15 includes a propeller 16 and a motor that rotates the propeller 16.

[0020] The orientation of each rotor 15 may be fixed relative to the corresponding arm 13, or it may be attached to the arm 13 via an orientation adjustment mechanism that adjusts the orientation of the rotor 15 relative to the arm 13.

[0021] The number of rotors 15 provided in the aircraft 1 of this embodiment may be any number that allows stable flight of the aircraft 1. For example, the aircraft 1 may have two, three, or five or more rotors 15. Also, one bi-axial contra-rotating propeller having two propellers that rotate in opposite directions may be provided.

[0022] Furthermore, one rotor 15 may be provided on each arm 13, or multiple rotors 15 may be provided on one arm 13. Furthermore, the rotors 15 may not be provided on the arms 13, but may be directly installed on the aircraft body 11.

[0023] 2 to 4, a guard 30 is provided on the aircraft body 10. The guard 30 has a plurality of guard arms 31 and a connecting member 32 that is provided to connect the plurality of guard arms 31.

[0024] The multiple guard arms 31 are shaft-shaped members made of an elastic material such as resin, plastic, or metal, and are provided on the arms 13 of the machine body 10. For example, in Figures 2 to 4, two guard arms 31 are provided on each arm 13 of the machine body 10. The base end of each guard arm 31 is connected to the arm 13 of the machine body 10. Furthermore, when the machine body 10 is held horizontally, the tip of each guard arm 31 is positioned outward from the machine body 10 and higher than the base end (see Figure 3).

[0025] Connecting members 32 are attached to the multiple guard arms 31. The connecting members 32 are formed of shaft-shaped members made of an elastic material and are positioned outside the airframe 10, which has the rotor 15. Specifically, in a plan view of the aircraft 1 (see FIG. 4), the connecting members 32 are positioned so that the entire airframe 10 is surrounded by the connecting members 32, that is, the entire airframe 10 is positioned within the area surrounded by the connecting members 32. Furthermore, the connecting members 32 are positioned such that a portion of the connecting members 32 is located above the center of gravity G of the aircraft 1, including the guards 30 (see FIGS. 3 and 6). More specifically, when the aircraft 1 is in a flying position, the portion of the connecting members 32 that is located forward in the direction of travel of the aircraft 1 is positioned above the center of gravity G (see FIG. 6).

[0026] <Control Unit 20> As shown in Fig. 4, the aircraft body 11 is provided with a control unit 20 for controlling the operation of the aircraft 1. The control unit 20 has a flight controller 21, a companion computer 22, a memory unit 24, and a collision detection unit 25 that detects contact between the aircraft 1 and obstacles, etc. (see Fig. 5). The control unit 20 also has various devices for acquiring information on the autonomous flight of the aircraft 1, the position and attitude of the aircraft 1, the surrounding conditions, etc. For example, the control unit 20 may have a GNSS receiver, an IMU stereo camera, a magnetic direction sensor, a laser scanner, an ultrasonic sensor, a millimeter-wave radar, etc.

[0027] In addition, if the flight of the aircraft 1 is controlled by a flight control signal transmitted from an external device such as a radio control, the control unit 20 also has a receiver for receiving the flight control signal.

[0028] <Memory Unit 24> The memory unit 24 stores information necessary for the autonomous flight of the aircraft 1 and for tasks such as inspection. For example, the memory unit 24 stores information about the flight route that the aircraft 1 will autonomously fly, information about the tasks that the aircraft 1 will perform, and the like. Examples of information about the flight route include information about the coordinates of the departure point and destination, information about the flight route from the departure point to the destination, and information about structures located around the flight route. Furthermore, examples of information about the tasks include, in cases where inspection of structures is performed by photographing them with a camera, information about the structures to be inspected and the inspection positions within the structures, information about the gimbal angle, camera shooting conditions, and the like.

[0029] <Flight Controller 21> The flight controller 21 has a function of controlling the flight of the aircraft 1. The flight controller 21 controls the attitude, movement direction, movement speed, etc. of the aircraft 1 based on information supplied from the companion computer 22. In other words, the flight controller 21 has a function of controlling the operation of the rotors 15, etc., based on a control signal provided from the companion computer 22, to control the attitude, movement direction, movement speed, etc. of the aircraft 1. For example, if the control signal includes information regarding the flight route of the aircraft 1, that is, information regarding the flight route on which the aircraft 1 will fly autonomously, the flight controller 21 controls the operation of the rotors 15, etc., so that the aircraft 1 moves along that flight route.

[0030] The control signal containing information about the flight route of the flying object 1 corresponds to the "control signal for controlling the flight route" in the claims. Hereinafter, the control signal containing information about the flight route may be simply referred to as a flight control signal. On the other hand, the control signal not containing information about the flight route may be simply referred to as a control signal.

[0031] <Companion Computer 22> The companion computer 22 has a function of providing a control signal to the flight controller 21. For example, when the aircraft 1 is flying autonomously, the companion computer 22 has a function of creating a flight control signal including information such as the position, attitude, and surrounding conditions of the aircraft 1, and information on the flight route along which the aircraft 1 will fly autonomously, which is stored in the memory unit 24, and providing the created flight control signal to the flight controller 21. Note that when the flight of the aircraft 1 is controlled by signals from an external device, the companion computer 22 has a function of creating a control signal including information such as the position, attitude, and surrounding conditions of the aircraft 1, and signals supplied from the external device, and providing the created control signal to the flight controller 21.

[0032] The companion computer 22 has a function to stop control of the flight state by the flight control signal when a collision occurs (hereinafter simply referred to as a collision, etc.) when the collision detection unit 25 described later detects contact or collision between the aircraft 1 and an obstacle, etc. (hereinafter, contact or collision between the aircraft 1 and an obstacle, etc. may be simply referred to as a collision, etc.). In other words, when the collision detection unit 25 described later detects a collision, etc. between the aircraft 1 and an obstacle, etc., the companion computer 22 has a function to stop providing the flight control signal (hereinafter sometimes referred to as a collision signal) that was provided to the flight controller 21 at the time of a collision, etc.

[0033] Furthermore, when the collision detection unit 25 detects a collision or the like, the companion computer 22 has the function of providing a post-collision control instruction signal to the flight controller 21 after a certain time has elapsed since the collision detection unit 25 stopped providing the collision signal, or at the same time as stopping the provision of the collision signal. The post-collision control instruction signal is a signal that instructs the flight controller 21 on the flight of the aircraft 1 after the collision, based on information about the flight of the aircraft 1 after the collision that is stored in the memory unit 24.

[0034] In addition, when the flight state of the aircraft 1 is controlled only by signals supplied from an external device, the signals supplied from the external device may be supplied directly to the flight controller 21 to control the flight state of the aircraft 1 without going through the companion computer 22. In this case, the companion computer 22 may have a function of supplying to the external device information from a device provided in the aircraft 1 that acquires information such as the position, attitude, and surrounding conditions of the aircraft 1, and a signal indicating that the collision detection unit 25 has detected a collision, etc.

[0035] <Collision Detection Unit 25> The collision detection unit 25 has a function of detecting when the flying vehicle 1 collides with an obstacle or the like. Specifically, the collision detection unit 25 has a collision detection sensor 26 provided on the airframe main body 11, arm 13, guard 30, etc. of the airframe 10, and a calculation unit 27 that detects a collision or the like based on a signal from the collision detection sensor 26 and transmits a signal notifying the collision or the like to the companion computer 22. The collision detection sensor 26 of the collision detection unit 25 may be any sensor that allows the collision detection unit 25 to detect a collision or the like based on the signal from the collision detection sensor 26. For example, the collision detection sensor 26 may be any sensor that allows the calculation unit 27 to detect a collision or the like by calculating the signal from the collision detection sensor 26 or converting the signal from an analog signal to a digital signal.

[0036] The collision detection sensor 26 may be any sensor capable of detecting a collision between the aircraft 1 and an obstacle, etc. For example, a microswitch, a strain sensor, a contact sensor, a pressure sensor, a force sensor, or the like may be used as the collision detection sensor 26. When a microswitch or a contact sensor is used as the collision detection sensor 26, a collision can be detected when the microswitch or contact sensor collides with an obstacle, etc. Furthermore, when a strain sensor is used as the collision detection sensor 26, if the aircraft body 11, arm 13, guard 30, etc. of the aircraft 10 equipped with the strain sensor are deformed due to a collision, the strain sensor detects the deformation, thereby detecting a collision. Furthermore, when a pressure sensor is used as the collision detection sensor 26, a collision can be detected by pressure displacement of the guard portion. Furthermore, when a force sensor is used as the collision detection sensor 26, a collision can be detected by fluctuations in the force received by the sensor.

[0037] It should be noted that if the companion computer 22 is provided with the function of the calculation unit 27 of the collision detection unit 25, or if the companion computer 22 can detect a collision or the like from the signal from the collision detection sensor 26 without calculating the signal from the collision detection sensor 26 or converting the signal from analog to digital, the collision detection unit 25 does not need to be provided with the calculation unit 27. In other words, the collision detection unit 25 may be composed of only the collision detection sensor 26.

[0038] Furthermore, if the control unit 20 has a function for detecting changes in the attitude of the aircraft 10, it is also possible to detect a collision between the aircraft 1 and an obstacle or the like based on the change in attitude of the aircraft 10. If the attitude of the aircraft 1 changes while the aircraft 1 is flying, for example, if the inclination of the aircraft 10 relative to the horizontal (or vertical) direction changes by a certain angle or more within a predetermined time (for example, by 10° or more within one second), that is, if the angular velocity of the attitude change becomes greater than a certain value, it can be determined that the aircraft 1 has collided with an obstacle or the like. For example, if the control unit 20 has an IMU sensor, an attitude sensor, an acceleration sensor, an angular velocity sensor, a barometric pressure sensor, or the like, the control unit 20 can also detect a collision or the like based on changes in the attitude of the aircraft 10. In this case, the IMU sensor or the like can function as a collision detection unit, so the collision detection unit 25 having the above-mentioned collision detection sensor need not be provided. This function of the control unit 20 to detect a collision or the like using the IMU sensor or the like corresponds to the collision detection function within the scope of the claims.

[0039] Furthermore, the method by which the IMU sensor of the control unit 20 detects a collision or the like is not limited to the above method. For example, a collision or the like can also be detected by a method of checking whether or not a difference of a certain angle or more (for example, 10° or more for 3 seconds) occurs between the instruction value of the control unit 20 and the actual measurement value (actual measurement value) for the tilt of the aircraft 10 relative to the horizontal direction (or vertical direction) for a predetermined period of time.

[0040] <Flight control of the aircraft 1 of this embodiment> Since the aircraft 1 of this embodiment has the configuration described above, even if the aircraft 1 collides with an obstacle, etc., it is possible to prevent the aircraft 1 from repeatedly colliding with obstacles, etc.

[0041] When the aircraft 1 flies autonomously from the departure point to the destination, a flight control signal is supplied from the companion computer 22 of the control unit 20 to the flight controller 21, and the aircraft 1 flies along the flight route based on this flight control signal (hereinafter referred to as the first flight control signal) (see Figure 1).

[0042] If an obstacle S is present on the flight route of the aircraft 1 flying based on the first flight control signal, and the aircraft 1 is unable to detect the obstacle S or is unable to avoid a collision with the obstacle S, the aircraft 1 will collide with the obstacle S (see FIG. 6(A)). At this time, the aircraft 1 has the connecting member 32 of the guard 30 provided to surround the periphery of the fuselage 10, so the connecting member 32 of the guard 30 will collide with the obstacle S. Normally, in the case of an aircraft 1 flying using the rotor 5, the aircraft 1 flies while tilted toward the direction of travel (the direction of arrow A in FIG. 6(A)), and therefore the aircraft 1 will collide with the obstacle S while tilted (see FIG. 6(A)).

[0043] When the collision detection unit 25 detects this collision, the companion computer 22 of the control unit 20 suspends control using the first flight control signal (i.e., the collision signal) (FIG. 1). In other words, the companion computer 22 of the control unit 20 stops providing the first flight control signal to the flight controller 21. The flight controller 21 then suspends flight control using the first flight control signal, and movement along the flight route included in the first flight control signal is suspended. At this time, the flight controller 21 suspends movement along the flight route, but continues operation of the rotor 5.

[0044] Here, the connecting member 32 of the guard 30 is located above the center of gravity G of the airframe 10 when the aircraft 1 is in flight, i.e., when it has collided with the obstacle S. As a result, the aircraft 1 changes its attitude so that it swings in the direction indicated by arrow B, with the point of contact D between the obstacle S and the connecting member 32 as the viewpoint (see FIG. 5B). In other words, the aircraft 1 is tilted in the opposite direction to its attitude under flight control in the first flight control signal. Then, because the flight controller 21 continues to operate the rotors 5 but has stopped movement along the flight route, the aircraft 1 moves in the opposite direction to the movement direction in the first flight control signal. In other words, the aircraft 1 moves away from the obstacle S (in the direction of arrow C in FIG. 5C).

[0045] After flight control in the first flight control signal is stopped, a post-collision control instruction signal is sent from the companion computer 22 after a certain period of time has elapsed, and the flight controller 21 controls the flight of the aircraft 1 based on the instructions contained in the post-collision control instruction signal.

[0046] For example, if the post-collision control instruction signal includes a signal instructing hovering, halting flight control in the first flight control signal after a collision will cause the aircraft 1 to move away from the obstacle S as described above, and the aircraft 1 will enter a hovering state at a position away from the obstacle S. In this case, the aircraft 1 in the hovering state will be a certain distance away from the obstacle S, preventing problems such as the aircraft 1 colliding with the obstacle S again.

[0047] Furthermore, if the post-collision control instruction signal includes a signal to move the aircraft 1 in the opposite direction to the immediately preceding flight control signal, that is, if it includes a signal to move the aircraft 1 in the opposite direction to the movement direction in the collision signal and then instruct it to hover, the aircraft 1 in the hovering state will hover at a position sufficiently far from the obstacle S, thereby preventing problems such as the aircraft 1 colliding with the obstacle S again.

[0048] If the post-collision control instruction signal includes the above-mentioned instruction, then even if the companion computer 22 provides the post-collision control instruction signal to the flight controller 21 immediately after the flight control in the first flight control signal is stopped, it is possible to prevent problems such as the aircraft 1 colliding again with the obstacle S. In particular, if the post-collision control instruction signal includes a signal instructing the aircraft 1 to move in the opposite direction to the collision signal and then hover, the aircraft 1 in the hovering state can be made to hover at a position with a certain distance between it and the obstacle S, thereby preventing problems such as the aircraft 1 colliding again with the obstacle S.

[0049] <Regarding the Post-Collision Control Instruction Signal> The post-collision control instruction signal may include an instruction to fly the aircraft 1 along a flight route (hereinafter sometimes referred to as an "alternate route") different from the flight route of the collision control when the collision detection unit 25 detects a collision or the like. In this case, information regarding the alternative route is stored in the memory unit 24. When a collision or the like is detected during autonomous flight, it is desirable that the companion computer 22 has a function to determine whether to hover as described above or fly along an alternative route based on the position information of the collision location, weather information, remaining battery power, etc.

[0050] In addition, when flight is controlled by signals from an external device, the companion computer 22 may automatically block signals from the external device (i.e., stop control by signals from the external device) when a collision or the like is detected, and then automatically control the aircraft 1 to hover as described above. Furthermore, when a collision or the like is detected, the aircraft 1 may fly in response to a command from the external device (a command separate from the control signal sent up until the collision or the like). For example, the detection of a collision may be transmitted to an external device, and the external device may then send another command to autonomously fly the aircraft 1 back to its original position.

[0051] Note that the companion computer 22 does not necessarily need to provide a post-collision control instruction signal to the flight controller 21 after halting flight control in accordance with the first flight control signal. In this case, the aircraft 1 will continue flying with the rotor 15 in the operating state it was in at the time of the collision, and the direction and amount of movement will change depending on its attitude after the collision. However, if the positional relationship between the connecting member 32 of the guard 30 and the center of gravity G of the aircraft 1 is as described above, it is possible to at least prevent the aircraft 1 from repeatedly colliding with the obstacle S.

[0052] <Regarding the Guard 30> The connecting member 32 of the guard 30 may be formed from a member formed in an annular shape, or may be formed by bending a single shaft-shaped member into an annular shape. Alternatively, the connecting member 32 may be formed in an annular shape by connecting multiple shaft-shaped members. Forming the connecting member 32 from a member formed in an annular shape allows the impact load generated when the aircraft 1 collides with an obstacle to be distributed throughout the connecting member 32. This prevents damage to the connecting member 32 and reduces the impact load input to the airframe 10 via the guard arm 31. Furthermore, forming the connecting member 32 by bending a single shaft-shaped member into an annular shape allows the connecting member 32 and the guard 30 to be lighter than when the connecting member 32 is formed in an annular shape by connecting multiple shaft-shaped members. Furthermore, forming the connecting member 32 in an annular shape by connecting multiple shaft-shaped members allows the impact load generated when the aircraft 1 collides with an obstacle to be distributed across the multiple shaft-shaped members.

[0053] In the above example, the guard arms 31 and connecting members 32 of the guard 30 are both formed from shaft-shaped members. The guard arms 31 and connecting members 32 of the guard 30 do not necessarily have to be formed from shaft-shaped members, and may be formed from plate-shaped members. For example, if the connecting members 32 are formed from plate-shaped members, the volume of the connecting members 32 themselves will be larger than when, for example, a circular connecting member 32 is formed by connecting shaft-shaped members, and the volume over which the impact load generated when the aircraft 1 collides with an obstacle can be distributed to the connecting members 32 can be increased.

[0054] Furthermore, the guard arms 31 and connecting members 32 of the guard 30 do not necessarily have to be made of elastic materials. However, if the guard arms 31 and connecting members 32 of the guard 30 are made of elastic materials, it may be possible to improve the shock absorption properties during a collision or the like.

[0055] The shape of the guard arm 31 of the guard 30 is not particularly limited. For example, as shown in Fig. 3, the guard arm 31 may have a shape that has a portion that extends horizontally from the arm 13 and a portion that extends upward from the tip of that portion (a portion to which the connecting member 32 is connected). Alternatively, as shown in Fig. 7, the guard arm 31 may have a shape that curves upward in an arc from the base end to the tip. This shape may potentially improve the shock absorption capability during a collision, etc.

[0056] In the above example, the guard 30 has one connecting member 32, but the connecting member 32 may have two vertical stages (see Figures 8 and 9). If the connecting member 32 has two stages, it may be possible to improve the impact resistance when the aircraft 1 comes into contact with an obstacle or the like.

[0057] The guard 30 may be formed integrally with the arm 13 of the aircraft 10, or may be fixed so as not to be detachable from the arm 13. However, if the guard 30 is detachable from the aircraft 10, the guard 30 can be easily replaced if it is damaged by a collision or the like. For example, if the guard arm 31 of the guard 30 and the arm 13 of the aircraft 10 are connected by a screw or the like, the guard 30 can be easily attached to and detached from the aircraft 10.

[0058] Furthermore, the guard 30 having the above-described structure may be capable of being attached to the fuselage of an existing aircraft. In other words, the guard 30 may be provided as a standalone unit. For example, if the aircraft is large enough in plan view to be placed within the internal space of the connecting member 32 of the guard 30, the guard 30 can be attached to the existing aircraft by connecting the guard arm 31 of the guard 30 to the fuselage of the aircraft. Such a guard 30 corresponds to an accessory member for the aircraft as defined in the claims.

[0059] When providing a guard as an accessory to an aircraft, the guard arm may be configured so that its length and angle are adjustable. By adjusting the length and angle of the guard arm, the guard can be positioned appropriately to match the shape of the aircraft. For example, if the guard's connecting member is annular, the center of the connecting member can be aligned with the center of the aircraft. Furthermore, the guard can be adjusted so that, in the aircraft's flight attitude, a portion of the connecting member located forward in the aircraft's direction of travel is located above the aircraft's center of gravity when the guard is attached (see FIG. 6A).

[0060] Furthermore, although the materials used for the guard 30 (guard arms 31 and connecting members 32) are not particularly limited, in order to enhance impact absorption, the flexural modulus of the materials used for the guard 30 is preferably 5.0 GPa or more, and more preferably 8.0 GPa or more. Furthermore, while a high flexural modulus of the materials used for the guard 30 is desirable, if the flexural modulus of the guard 30 is too high, there is a possibility that the aircraft 10 will be damaged before the guard 30. Therefore, the flexural modulus of the guard 30 is preferably 500.0 GPa or less, more preferably 125.0 GPa or less, and even more preferably 50.0 GPa or less. From the same viewpoint, the flexural strength of the material itself forming the materials used for the guard 30 is preferably 50.0 MPa or more, more preferably 100.0 MPa or more, and even more preferably 250.0 MPa or more. From the same viewpoint, the flexural strength of the guard 30 is preferably 30.0 GPa or less. The above-mentioned flexural modulus and flexural strength are values ​​obtained based on the results obtained by the test specified in ISO178.

[0061] To ensure that the guard 30 has at least one of the above-described flexural modulus and flexural strength, the guard 30 can be made of one or more thermoplastic resins, such as polyethylene resin, polypropylene resin, polystyrene resin, ABS resin, vinyl chloride resin, methyl methacrylate resin, nylon resin, fluororesin, polycarbonate resin, polyester resin, polyether ether ketone resin, polyimide resin, or polyphenylene sulfide resin; thermoplastic resin compositions containing any of these thermoplastic resins and additives such as thermoplastic elastomers, such as olefin-based elastomers, styrene-based elastomers, polyester-based elastomers, silicone-based elastomers, acrylate-based elastomers, or urethane-based elastomers; curable resin compositions containing any of these thermoplastic resins and curable resins, such as epoxy resin or phenolic resin; or fiber-reinforced materials made by reinforcing these with a fiber material. The fiber material can be any one or more of glass fiber, carbon fiber, aramid fiber, etc.

[0062] The material of the guard 30 is not limited to the resin material described above, and may be, for example, pure titanium, titanium alloy, steel, aluminum alloy, magnesium alloy, or metal material such as maraging steel, stainless steel, or mild steel. Furthermore, if the guard arm 31 is to be lightweight and strong, a material having a hollow structure or a honeycomb structure may be used for the guard arm 31. Furthermore, the guard 30 may be made of a carbon material such as a carbon rod or a carbon pipe.

[0063] <When Guard 30 Is Not Provided> In the above example, the case where the aircraft 1 has a guard 30 has been described, but the guard 30 does not necessarily have to be provided. As described above, when the rotor 15 is provided, if the guard 30 is not provided, there is a possibility that the propeller 16 of the rotor 15 may collide with an obstacle or the like. This may damage the propeller 16 of the rotor 15, causing the aircraft 1 to be unable to fly and crash. However, by providing the guard 30, it is possible to prevent the propeller 16 of the rotor 15 from colliding with an obstacle or the like. Note that if the aircraft 1 collides with an obstacle or the like and there is little possibility that the lift source or propulsion source (at least the lift source) will be damaged, the guard 30 may not be provided.

[0064] <Applications of the Aircraft Control Method of the Present Embodiment> The aircraft control method of the present embodiment is also suitable for controlling the aircraft 1 used for inspection, logistics, aerial photography, pesticide spraying, and the like. When an imaging device is provided on the aircraft 1, the aircraft control method of the present embodiment can be used to control the aircraft 1 used for external inspection of structures such as tunnels, bridges, retaining walls, steel towers, chimneys, plants, condominiums, and buildings (hereinafter simply referred to as structures, etc.). For example, by capturing images of inspection targets included in the walls, floors, and ceilings of a structure, etc. using an imaging device, and outputting the captured images as data to an external device via wireless communication, the structure, etc. can be inspected accurately and safely. In this case, examples of the imaging device provided on the aircraft 1 include a vision sensor (camera) and an infrared camera. Furthermore, when inspecting inspection targets included in the walls, floors, and ceilings of a structure, etc., by providing a sensor device in addition to the imaging device on the aircraft 1, it is possible to bring the sensor device into contact with the inspection target and capture an image of the inspection target using the imaging device. This allows the inspection of the inspection target part to be performed using the captured image and the results detected by the sensor device, making it possible to perform the same inspection using different methods, thereby improving inspection accuracy. Furthermore, different inspections can be performed simultaneously, improving inspection efficiency. Furthermore, for the purpose of performing hammering inspections of buildings, etc., the aircraft 1 may be equipped with a hammering inspection device having a striking device including a hammering inspection rod and a hammer. In this case, it is possible to inspect the surface and internal condition of the inspection target part, such as a wall, using the sound obtained by striking the inspection target part with the striking device. By providing the hammering inspection device on the aircraft 1 in addition to the imaging device and sensor device, it becomes possible to perform the same inspection using different methods. Furthermore, since different inspections can be performed simultaneously, inspection efficiency can be improved. In this case, the inspection target part, such as a wall, floor, or ceiling, may be inspected using the hammering inspection device while contacting the inspection target part with a sensor device or the like.

[0065] The method for controlling an aircraft of the present invention is also suitable as a method for controlling an aircraft used for inspection, logistics, aerial photography, pesticide spraying, etc.

[0066] REFERENCE SIGNS LIST 1 Aircraft 10 Airframe 11 Airframe body 13 Arm 15 Rotor 20 Control unit 21 Flight controller 22 Companion computer 24 Memory unit 25 Collision detection unit 26 Collision detection sensor 30 Guard 31 Guard arm 32 Connecting member

Claims

1. A method for controlling an aircraft whose flight state is controlled based on a control signal that controls a flight route, the method comprising the steps of: upon detection of a collision between the aircraft and an object, ceasing control of the flight state based on the control signal that controls the flight route at the time of the collision.

2. A method for controlling an aircraft as described in claim 1, characterized in that after stopping control of the flight state using a control signal that controls the flight route at the time of collision, the flight state is controlled based on post-collision control instructions recorded in the aircraft and / or control instructions from outside.

3. The method for controlling an aircraft as described in claim 2, characterized in that the post-collision control instruction includes information instructing flight along a flight route different from the flight route at the time of collision.

4. The method for controlling an aircraft as claimed in claim 1, characterized in that the control unit for controlling the flight of the aircraft has a collision detection function for detecting a collision between the aircraft and an object.

5. The method for controlling an aircraft as described in claim 4, characterized in that the collision detection function of the control unit detects a collision based on a signal from a collision detection sensor that detects a collision between the aircraft and an object.

6. The method for controlling an aircraft according to claim 5, characterized in that the aircraft is provided with a guard for protecting the aircraft.

7. The method for controlling an aircraft according to claim 6, wherein the guard is formed of an elastic material.

8. The method for controlling an aircraft according to claim 7, characterized in that the collision detection sensor is a sensor for detecting deformation of the elastic member.

9. A method for controlling an aircraft as described in claim 6, characterized in that the guard is arranged so that a portion of the guard that is located outboard of the aircraft in a plan view of the aircraft and that is located forward in the direction of travel of the aircraft in the aircraft's flight attitude is located above the center of gravity of the aircraft.

10. An aircraft comprising: an aircraft having a drive mechanism; and a control unit that controls the operation of the drive mechanism to control the flight state, wherein the control unit has a collision detection function that detects a collision between the aircraft and an object, and when the collision detection function detects a collision between the aircraft and an object, has a function of ceasing control of the flight state at the time of collision.

11. The flying object described in claim 10, characterized in that the control unit has a function of controlling the flight state based on post-collision control instructions recorded in the control unit and / or external control instructions after ceasing control of the flight state at the time of a collision.

12. The flying object according to claim 11, characterized in that the post-collision control instructions include information instructing the flying object to fly along a flight route different from the flight route at the time of the collision.

13. The flying object according to claim 10, characterized in that the control unit has a collision detection function for detecting a collision between the flying object and an object.

14. The method for controlling an aircraft as described in claim 13, characterized in that the collision detection function of the control unit detects a collision based on a signal from a collision detection sensor that detects a collision between the aircraft and an object.

15. The flying vehicle according to claim 14, further comprising a guard for protecting the flying vehicle.

16. The aircraft according to claim 15, characterized in that the guard is made of an elastic material.

17. The flying object according to claim 16, characterized in that the collision detection sensor is a sensor that detects deformation of the elastic member.

18. The aircraft described in claim 15, characterized in that the guard is arranged so that, in a plan view of the aircraft, the portion of the guard that is positioned outward from the body of the aircraft and that is positioned forward in the direction of travel of the aircraft in the aircraft's flight attitude is positioned above the center of gravity of the aircraft.

19. An accessory to an aircraft, comprising a guard attached to the body of the aircraft to protect the aircraft, the guard having a collision detection sensor for detecting a collision with an object.

20. The attachment member for an aircraft according to claim 19, characterized in that the guard is formed of an elastic material.

21. The attachment member for an aircraft according to claim 20, characterized in that the collision detection sensor is a sensor for detecting deformation of the elastic member.

22. An accessory to an aircraft as described in claim 19, characterized in that the guard has a plurality of arms the base ends of which are attached to the aircraft body, and a connecting member which connects the tips of the plurality of arms, and the plurality of arms are formed so that, when the base ends of the plurality of arms are connected to the aircraft body, the connecting member is formed so that the aircraft body is located within the connecting member in a planar view of the aircraft, and the part of the connecting member which is located forward of the aircraft's direction of travel in the aircraft's flight attitude is located above the center of gravity of the aircraft.

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