JP2006082774A - Unmanned air vehicle and unmanned air vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an unmanned air vehicle or the like capable of automatically returning an unmanned air vehicle by autonomous control of the unmanned air vehicle when a problem such as deterioration of communication environment occurs in the unmanned air vehicle.
An unmanned air vehicle including a flight control system for flying over the air based on control of a control center including a flight control system for performing flight control, and collecting predetermined flight state information. Information collection means, flight state inspection means for inspecting the flight state based on the flight state information collected by the information collection means, and whether to return according to the inspection result of the flight state inspection means A feedback determination unit for determining, a feedback route determination unit for determining a return route when the feedback determination unit determines to return according to the determination of the feedback determination unit, and the feedback route determination unit regardless of the control from the control center. And return flight control means for performing flight control for returning according to the return route determined by.
[Selection] Figure 6

Description

  The present invention relates to an unmanned air vehicle such as an unmanned helicopter used for photographing a house, a building, etc. from the air, and an unmanned air vehicle control method for controlling the operation of the unmanned air vehicle.

  Conventionally, various unmanned air vehicle control systems that control the operation of an unmanned air vehicle such as an unmanned helicopter have been proposed.

Specifically, for example, in order to perform maintenance and monitoring of overhead power transmission lines (hereinafter referred to as “power transmission lines”) and intakes of dam lakes, the use of GPS is not affected by topography. There is a radio control helicopter that is controlled by maneuvering (see Patent Document 1).
JP 2003-127994 A

  By the way, the unmanned helicopter receives a command by radio communication from the control center and flies in the air according to the command. For this reason, if the unmanned helicopter cannot properly receive commands from the control center due to deterioration of the communication environment, etc., it will not be possible to control the unmanned helicopter by the control center, and the unmanned helicopter will not be able to control the ground or obstacles. There is a problem in that there is a risk of being damaged or severely damaged by the impact of the collision.

  In addition, if damage such as that caused by collision with the ground or obstacles as described above occurs, it will take a long time to repair the unmanned helicopter to its normal state, and repair costs There was a problem that the cost burden due to increased.

  An object of the present invention is to provide an unmanned air vehicle and an unmanned vehicle that can be recovered without causing damage to the unmanned air vehicle even when the control center cannot control the operation of the unmanned air vehicle. It is to provide a flying object control method.

  The unmanned aerial vehicle of the present invention includes an unmanned aerial vehicle including a flight control system (20) for flying over the air based on control of a control center (50) including a flight control system (60) for performing flight control. 10) Information collection means (21 and 40) for collecting predetermined flight state information, and a flight state based on the flight state information collected by the information collection means (21 and 40) Of the flight state inspection means (21) for inspecting, feedback determination means (21) for determining whether or not to return according to the inspection result of the flight state inspection means (21), and the feedback determination means (21) When it is decided to return according to the determination, the return route determining means (21) for determining the return route and the return route determining means (21) do not depend on the control from the control center (50). Comprising a feedback flight control means (21) for performing flight control for feedback in accordance with the determined feedback route.

  The information collecting means (21 and 40) detects an engine speed mounted on the unmanned air vehicle (10) as an engine speed sensor (41), and the unmanned air vehicle (10). A remaining fuel sensor (42) for detecting the remaining amount of fuel as the flight state information, and a supply voltage sensor for detecting a supply voltage from a power supply device mounted on the unmanned air vehicle (10) as the flight state information (43), a position sensor (44) for detecting the position of the unmanned air vehicle (10) as the flight state information, an altitude sensor (44) for detecting the altitude of the unmanned air vehicle (10) as the flight state information, A speed sensor (44) for detecting the speed of the unmanned air vehicle (10) as the flight state information, and a communication state between the unmanned air vehicle (10) and the control center (50) Of radio field intensity sensor (46) for detecting the line status information may be configured to include at least one.

  The flight state inspection unit (21) determines whether the flight state information collected by the information collection unit (21) satisfies a predetermined safety standard, and the feedback determination unit (21). When the flight state inspection means (21) determines that the safety standard is not satisfied, it determines whether or not to return according to the type of flight state information that does not satisfy the safety standard. It may be configured to.

  In response to the return determination means (21) determining that the flight state information indicating the communication state with the control center (50) does not satisfy safety standards by the flight state inspection means (21). The configuration may be such that it is determined to return.

  The return route determination means (21) determines that the route that follows the route that has come in reverse is the return route if it is an outbound route, and determines that the route that is the return route is the return route if it is a return route. It may be configured as follows.

  After the return route determination means (21) derives the plane movement route to the return destination, it derives the safety altitude on the plane movement route, and returns the three-dimensional route determined by the derived plane movement route and the safety altitude. It may be configured to be determined to be a route.

  The unmanned air vehicle control method of the present invention is an unmanned air vehicle control method for controlling an unmanned air vehicle (10) flying over the air based on the flight control of the control center (50). Preliminary flight state information is collected using the state information collection means (21 and 40) installed (steps S101 to S106), and the flight state information collected by the state information collection means (21 and 40). (Step S107), it is determined whether or not to return according to the inspection result (steps S108 and S109), and if it is decided to return, a return route is determined ( Steps S101 to S111) are characterized in that flight control for returning according to the determined return route is performed regardless of the control from the control center (50).

  The state information collecting means (40) detects the rotational speed of the engine mounted on the unmanned air vehicle (10) as the flight state information, and the unmanned air vehicle (10). A fuel remaining amount sensor (42) for detecting the remaining amount of fuel as the flight state information; a supply voltage sensor (42) for detecting a supply voltage from a power supply device mounted on the unmanned air vehicle (10) as the flight state information ( 43) a position sensor (44) for detecting the position of the unmanned air vehicle (10) as the flight state information, an altitude sensor (44) for detecting the altitude of the unmanned air vehicle (10) as the flight state information, A speed sensor (44) that detects the speed of the unmanned air vehicle (10) as the flight state information, and a communication state between the unmanned air vehicle (10) and the control center (50) Of radio field intensity sensor (46) for detecting the status information may be configured, characterized in that it comprises at least one.

  The flight state is inspected by determining whether or not the collected flight state information collected by the state information collecting means (21 and 40) satisfies a predetermined safety standard (step S107). When it is determined that the safety standard is not satisfied, it may be configured to determine whether to return according to the type of flight state information that does not satisfy the safety standard (step S109).

  In response to the determination that the flight state information indicating the communication state with the control center (50) does not satisfy the safety standard, it may be determined to return.

  It may be configured to determine that the route that follows the route that has come backward is the return route if it is the outbound route, and to determine that the route that is the return route is the return route if it is the return route.

  After deriving a plane movement path to the return destination, a safe altitude on the plane movement path is derived, and a three-dimensional path determined by the derived plane movement path and the safe altitude is determined as a return route (step S111a to S111c) may be configured.

The unmanned air vehicle and the unmanned air vehicle control method of the present invention have the following effects.
(1) The unmanned aerial vehicle can be recovered without inflicting damage even if the control center cannot control the operation of the unmanned aerial vehicle.
(2) Even if the control center cannot control the operation of the unmanned air vehicle, the unmanned air vehicle can be safely returned and the unmanned air vehicle is damaged or severely damaged. Can be prevented, the operating rate of the system can be improved, and an increase in repair costs can be prevented.

  Even if it becomes a state where it is not possible to control the operation of the unmanned air vehicle by the control center, it collects predetermined flight state information for the purpose of collecting the unmanned air vehicle without damaging it, This was realized by deciding to return to the landing area when it was determined that stable flight could not be continued based on the collected flight status information, and by returning the route after determining the return route.

Embodiments of an unmanned air vehicle and an unmanned air vehicle control method for controlling the unmanned air vehicle of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram illustrating a schematic overall configuration of an unmanned air vehicle control system for controlling an unmanned air vehicle according to a first embodiment of the present invention.
As shown in FIG. 1, the unmanned air vehicle control system 1 according to the present embodiment controls a radio control helicopter 10 (hereinafter referred to as “radio control helicopter 10”) as an unmanned air vehicle, and the flight of the radio control helicopter 10. And a control center 50 including a host computer 53 that manages and acquires flight state information from the radio controlled helicopter 10.

  “Flight status information”, which will be described in detail later, is information collected to grasp the flight status of the radio control helicopter 10 on the management center 50 side, and whether or not the radio control helicopter 10 is stably flying. Means information used to determine

FIG. 2 is a side view showing a configuration example of a radio control helicopter.
As shown in FIG. 2, the radio control helicopter 10 includes a communication antenna 11 that transmits and receives various types of information by wireless communication with the control center 50, and a GPS (Global Positioning System) artificial satellite 100 for detecting the position of the radio control helicopter 10 ( GPS antenna 12 that receives signals from (see FIG. 1), ambient monitoring camera 13, information collecting camera 14, distance sensor 15, direction operating device 16, observation sensor 17, and parachute device (safety device). 18 and a control box 19.

  As the surrounding monitoring camera 13, for example, three types of cameras that photograph the three directions of the front and left and right sides are used in order to monitor the surrounding situation.

  The information collecting camera 14 is a camera for photographing a desired object such as a house, a building, or a steel tower.

  The distance sensor 15 is a sensor for measuring a distance from a desired photographing target. The direction operating device 16 is a device for operating the direction in which the information collecting camera 14 and the distance sensor 15 are directed by rotating the storage case 16a for storing the information collecting camera 14 and the distance sensor 15 about two axes in the horizontal direction and the vertical direction. It is.

  The observation sensor 17 is a sensor that is fixed to the lower part of the storage case 16 a and performs environmental measurement around the radio controlled helicopter 10. For example, a concentration sensor that detects the concentration of toxic gas or the like is used as the observation sensor 17. Although not shown in FIG. 2, the radio control helicopter 10 is equipped with various sensors used for collecting flight state information in addition to the distance sensor 15 and the observation sensor 17 (see FIG. 4). .

  The parachute device (safety device) 18 is a device for reducing the descent speed of the radio controlled helicopter 10 main body by starting in an emergency and expanding the parachute.

  The control box 19 includes a radio control helicopter 10 body, a communication antenna 11, a GPS antenna 12, a monitoring camera 13, an information collecting camera 14, a direction operation device 16, various sensors such as a distance sensor 15 and an observation sensor 17, and a parachute device 18. Is a housing in which a computer 21 (see FIG. 3) for overall control is stored.

FIG. 3 is a block diagram illustrating a configuration example of the flight control system 20 provided in the radio controlled helicopter 10.
As shown in FIG. 3, the radio controlled helicopter 10 includes, as a flight control system 20, a computer 21, a GPS unit 26 connected to the computer 21, a distance sensor 15, a control sensor 27, an infrared sensor 28, and a switch mechanism 24 ( (Hereinafter referred to as “SW / Mixer unit 24”), a modem 23 and a servo control unit 25 connected to the SW / Mixer unit 24, a data transmitter / receiver 22 connected to the modem 23, and a surrounding monitoring camera 13 And an image transmitter 29 connected to the surrounding monitoring camera 13.

  The radio controlled helicopter 10 can automatically fly to a desired position while autonomously flying according to control by the flight control system 20.

  The SW / Mixer unit 24 switches between automatic flight, semi-automatic flight or manual flight and flight control of the radio controlled helicopter 10 according to control information transmitted from the control center 50 via the data transceiver 22 and the modem 23. Is for doing.

  Further, the servo control unit 25 is configured so that each part of the main body of the radio control helicopter 10 is based on a control signal from the control center 50 or a control signal from the computer 21 via the data transmitter / receiver 22 and the modem 23 according to the switching of the SW / Mixer unit 24. Controls the drive of the servo motor that makes 10 ′ function.

Here, the autonomous flight realized by the control of the flight control system 20 will be described.
In this example, the radio controlled helicopter 10 uses, for example, data for autonomous flight including movement point data (basic movement point data, normal movement point data, and interpolation movement point data) based on the trajectory derived in advance by the control center 50. It is acquired by receiving from the control center 50 on the ground before, and is held in a storage medium provided for itself.

  The computer 21 provided in the radio control helicopter 10 performs the drive control of the servo motor in accordance with the autonomous flight data, so that the radio control helicopter 10 performs the autonomous flight.

  Note that the “basic moving point” is a teaching point for performing work in accordance with a command from the control center 50, such as a destination (for example, a position around the building when taking an image of the building). means. When the radio control helicopter 10 reaches the basic reference point, the radio control helicopter 10 once enters a hovering state and waits for a command from the control center 50.

  “Normal moving point” means a normal teaching point. When the radio control helicopter 10 reaches the normal movement point, it starts moving to the next set movement point.

  The “interpolated moving point” means a virtual moving point obtained by calculation at the control center 50. When reaching the interpolation movement point, the radio control helicopter 10 starts moving to the next set movement point.

  Whether or not the movement to the moving point is completed depends on whether or not the current position and the current altitude calculated based on the signal from the GPS artificial satellite 100 match the position and altitude indicated by the moving point, for example. To be judged.

  When the computer 21 included in the radio control helicopter 10 starts moving to the moving point, the computer 21 calculates a direction in which the nose is directed based on the moving point data indicating the moving destination and the current position (for example, the reference direction (for example, the north direction) ) To calculate the rotation angle in the target direction), and drive control of the servo motor is executed according to the calculation result. By repeating such processing until reaching the basic moving point, autonomous flight along the trajectory is performed in advance.

FIG. 4 is a block diagram illustrating a configuration example of an information collection system included in the radio control helicopter.
As shown in FIG. 4, the radio controlled helicopter 10 includes an information collecting camera 14, a VTR (Video Tape Recorder) 31 for recording images taken by the information collecting camera 14, and an observation sensor as an information collecting system 30. 17, the high compression / parallel processing unit 32, the image transmitter 29, the servo control unit 36, the flight state information collecting unit 40, the computer 21, the modem 23, the flight recorder 47, and the computer 21. And a storage device 48 connected thereto.

  The high compression / parallel processing unit 32 has a function of encoding and compressing a captured image from the information collecting camera 14 in parallel with recording / recording to the VTR 31.

  The image transmitter 29 has a function of transmitting the captured image compressed by the high compression / parallel processing unit 32 and measurement data from the observation sensor 17 to the control center 50.

  The servo control unit 36 has a function of controlling the drive of the servo motor that operates the direction operation device 16 based on a control signal received from the control center 50 via the data transceiver 22.

  Note that the information collecting camera 14 is not limited to a normal photographing camera, and may be a visible camera equipped with a special lens such as a high magnification, wide angle or fisheye lens when photographing a desired image. An infrared camera or an ultraviolet camera may be used to perform analysis or to observe corona discharge.

  Further, when transmitting the measurement data from the observation sensor 17, the image transmitter 29 can superimpose on the captured image from the high compression / parallel processing unit 32 or can transmit both of them simultaneously. It has become.

  The flight state information collection unit 40 includes a plurality of sensors for collecting flight state information. Each sensor included in the flight state information collecting unit 40 may be a switch, a measuring instrument, a measuring instrument, or the like as long as it is a device from which data to be collected can be obtained.

  In this example, the flight state information collection unit 40 includes an engine speed sensor 41, a fuel remaining amount sensor 42, a voltage sensor 43, a position / altitude / speed sensor 44, a GPS capture number sensor 45, and a radio wave intensity sensor. 46.

  The engine speed sensor 41 is a sensor for detecting the speed of the engine mounted on the radio controlled helicopter 10. The remaining fuel sensor 42 is a sensor that detects the remaining amount of fuel (for example, mixed fuel including gasoline) in the radio controlled helicopter 10.

  The voltage sensor 43 is a sensor for detecting a voltage supplied to each part of the radio control helicopter 10 from a power supply device mounted on the radio control helicopter 10.

  The position / altitude / speed sensor 44 is a sensor for detecting the current position, altitude, and speed of the radio controlled helicopter 10. That is, the position / altitude / speed sensor 44 includes a position sensor that detects the current position of the radio control helicopter 10, an altitude sensor that detects the current altitude, and a speed sensor that detects the speed.

  The GPS capture number sensor 45 is a sensor for detecting the number of GPS signals that can be normally received (the number of valid GPS artificial satellites 100).

  The radio wave intensity sensor 46 is a sensor for detecting, for example, the electric field intensity in order to check whether or not the radio wave condition is such that data communication between the radio controlled helicopter 10 and the control center 50 can be normally performed. .

  The flight recorder 47 is constituted by a storage medium that can retain the stored contents even when power supply is interrupted, such as Compact Flash (registered trademark). The flight recorder 47 stores various states of the radio control helicopter 10. Specifically, the flight recorder 47 includes, for example, data indicating a flight trajectory, flight state information, control execution data (control content by the computer 21), servo output data (control content by the servo control units 25 and 36), GPS signal reception data and the like are stored and held. The flight recorder 47 has a capacity capable of storing, for example, about 10 hours of data.

  The storage device 81 stores various data such as collected flight state information and safety reference data described later.

FIG. 5 is a block diagram illustrating a configuration example of a flight control / information collection system provided in the control center.
As shown in FIG. 5, the control center 50 includes a host computer 53, an operation panel 65 connected to the host computer 53, an information monitor 54 connected to the host computer 53, as a flight control / information collection system 60, A navigation system 63 (which constitutes a destination setting means, an obstacle setting means, and a route determination means) connected to the host computer 53 and the information monitor 54, and the radio control helicopter 10 via the communication antenna 51 (see FIG. 1) A data transmitter / receiver 61 that transmits and receives various types of information, a modem 62 connected between the data transmitter / receiver 61 and the host computer 53, an image receiver 64, a safety monitoring monitor 55, an image receiver 64, and Connected between the collected video monitor 56 connected to the host computer 53 and the host computer 53. And a storage device 81.

  The image receiver 64 receives the monitoring video information of the surrounding monitoring camera 13 and the video information of the information collecting camera 14 simultaneously sent from the radio controlled helicopter 10 via the parabolic antenna 52 (see FIG. 1), and decodes / Has the function of extending.

  The safety monitoring monitor 55 is a display device that displays the monitoring video of the surrounding monitoring camera 13 input from the image receiver 64.

  The collected video monitor 56 delivers the information collected video of the information collecting camera 14 and the measurement data of the observation sensor 17 to the host computer 53 and analyzes the video etc. from the host computer 53 and analyzes the video of interest. Is returned and superimposed on the information collection video.

  The modem 62 performs A / D conversion or D / A conversion so that various types of information processed by the host computer 53 can be exchanged with the data transceiver 61. The storage device 81 stores various data such as various types of information acquired from the radio controlled helicopter 10.

Next, the operation of the unmanned air vehicle control system 1 of this example will be described with reference to the drawings.
FIG. 6 is a flowchart illustrating an example of the flight state information collection / analysis process.
The flight state information collection / analysis process is executed by the computer 21 included in the radio control helicopter 10. That is, the computer 21 includes flight state information collection means for executing flight state information collection processing, and flight state information analysis means (flight state inspection means) for executing flight state information analysis processing (flight state inspection processing). Note that the flight state information collecting means may be configured to include each sensor for collecting the flight state information. FIG. 7 is an explanatory diagram showing an example of collected flight state information. Here, description will be made assuming that the flight state information as shown in FIG. 7 is detected by each sensor constituting the flight state information collection unit 40.

  In the flight state information collection / analysis process, the computer 21 acquires engine speed data indicating the speed of the engine mounted on the radio controlled helicopter 10 from the engine speed sensor 41 (step S101). Here, it is assumed that “2000 [rotations / minute]” is acquired as the engine speed data.

  Further, the computer 21 obtains fuel remaining amount data indicating the remaining amount of fuel in the radio control helicopter 10 from the fuel remaining amount sensor 42 (step S102), and supplies indicating the supply voltage of the power supply device mounted on the radio control helicopter 10. Voltage data is acquired from the voltage sensor 43 (step S103). Here, “20 [l]” is acquired as the remaining fuel amount data, and “100 [V]” is detected as the supply voltage data.

  Further, the computer 21 acquires position data indicating the current position of the radio controlled helicopter 10, altitude data indicating the current altitude, and speed data indicating the current speed from the position / altitude / speed sensor 44 (step S104). Here, the latitude and longitude values calculated from the GPS signal are acquired as position data, the value “25 [m]” calculated from the GPS signal is acquired as altitude data, and “30 [km / h” is acquired as the speed data. ] ”Is acquired.

  Further, the computer 21 acquires GPS capture number data indicating the number of GPS signals that can be normally received from the GPS capture number sensor 45 (step S105), and receives radio wave intensity data indicating the communication environment state with the control center 50. Obtained from the radio wave intensity sensor 46 (step S106). Here, it is assumed that “5” is acquired as the GPS capture number data, and “electric field strength: ○ Δ [V / m]” is acquired as the radio wave intensity data.

  When the flight state information is collected, the computer 21 performs processing for comparing the collected flight state information with predetermined safety standard data (step S107).

  The “safety standard data” means data indicating a range of values of each flight state information that is recognized as being able to continue the safe flight of the radio controlled helicopter 10, and is determined in advance and stored in the storage device 48 in advance. ing.

FIG. 8 is an explanatory diagram showing an example of safety standard data.
FIG. 8 also shows an emergency response process selection table. As shown in FIG. 8, in the safety standard data, a value indicating a range satisfying the safety standard is set for each piece of flight state information. Note that the values shown in FIG. 8 are merely examples, and may be other values. In addition, the safety standard indicated by the safety standard data is not a value indicating the range satisfying the safety standard, but a symbol indicating the range satisfying the safety standard (for example, the range of the value indicated by the flight state information is divided into a plurality of levels and divided. When indicating which level is the safety level, it may be expressed by a symbol indicating the safety level. Furthermore, the safety standard indicated by the safety standard data is a ratio compared to the normal value (for example, more than 1/4 of the full fuel state (normal value) and 40% of the normal state (3500 rpm) for the engine speed. It may be expressed by a range from a decrease to a 40% increase).

  As shown in FIG. 8, each safety standard data is associated with “emergency response processing” selected when the safety standard indicated by each safety standard data is not satisfied. A table in which the flight state information and the emergency response process are associated is referred to as an emergency response process selection table. In this example, there are three types of “emergency response processing”: “fall”, “return”, and “return after standby”. Which “emergency response processing” is selected depends on the flight state information. It is predetermined according to

  As a result of the comparison between the collected flight state information and the safety standard data, the computer 21 determines whether all the flight state information satisfies the safety standard (step S108).

  If all the flight state information satisfies the safety standard, the computer 21 ends the flight state information collection / analysis process. That is, the flight control of the radio controlled helicopter 10 is continued.

  If any flight state information does not satisfy the safety standard, the computer 21 determines an emergency response process according to the type of flight state information that does not satisfy the safety standard (step S109). In this example, an emergency response process is selected according to the type of flight state information according to the emergency response process selection table (see FIG. 8).

  Specifically, if the flight state information that does not satisfy the safety standard is “engine speed data”, the computer 21 selects “fall” as the emergency response process, and the flight state information that does not satisfy the safety standard is selected. If it is “Remaining fuel data”, select “Return” as the emergency response process. If the flight status information that does not meet the safety standards is “Supply voltage data”, select “Return after standby” as the emergency response process. If the flight status information that does not meet the safety standards is any of “position data, altitude data, and speed data”, select “Return” as the emergency response process, and flight status information that does not meet the safety standards If “GPS capture number data” is selected, “return” is selected as the emergency response process, and if the flight condition information that does not meet the safety standards is “signal strength data”, the emergency response process is selected. Te to select the "after waiting for feedback".

  If there are a plurality of flight state information that does not satisfy the safety standard, the computer 21 selects a process with high priority among the emergency response processes corresponding to each flight state information that does not satisfy the safety standard. To do. In this example, it is assumed that the priority order is “drop”, “return”, and “return after standby”.

  When “return” is selected as the emergency response process (step S110), the computer 21 determines a return route (step S111), and the currently set trajectory (for example, set for automatic flight). The trajectory is switched to a return trajectory for flying the determined return route (step S112). Thereafter, the radio control helicopter 10 is caused to fly along the set return trajectory by the flight control by the computer 21 and returned to the landing site of the radio control helicopter 10.

  When “return after standby” is selected as the emergency response process (step S110), the computer 21 hovers the radio control helicopter 10 on the spot for a predetermined period, and then the flight is performed when the predetermined period has elapsed. If the state that does not satisfy the safety standard is maintained, the process proceeds to step S111. If the condition is recovered to satisfy the safety standard, the flight state information is collected without proceeding to step S111. The analysis process ends (step S113).

  When “fall” is selected as the emergency response process (step S110), the computer 21 drops on the spot (in this case, the parachute device 18 is used to drop the machine to cause deterioration / damage of the airframe, influence on the surroundings). (Step S113). In addition, you may make it land on the spot periphery.

  Note that the flight state information collection / analysis process is executed, for example, periodically (for example, every second, every minute). However, the timing at which information is collected may be varied depending on the sensors constituting the flight state information collection unit 40.

Next, an example of the return route determination process (step S111) will be described.
FIG. 9 is an explanatory diagram showing a return route selection table.
In this example, the computer 21 determines a return route according to the return route selection table shown in FIG.

  Specifically, when the computer 21 decides to return (step S110), whether the radio controlled helicopter 10 is in progress toward the destination (outbound) or finishes the work at the destination and stops at the landing If it is the outbound route, it is decided that it will be a return route that reverses the route that has traveled so far. Decide to do. In addition, when generating a return trajectory as a return route that traces the route traveled so far, in both cases of generating a return trajectory as a return route that continues the return flight as it is, it was regarded as a basic moving point. A return trajectory is generated by changing all moving points to normal moving points.

Next, another example of the return route determination process (step S111) will be described.
FIG. 10 is a flowchart illustrating another example of the return route determination process. FIG. 11 is an explanatory diagram for explaining a procedure for determining a return route in this example.
Here, it is assumed that a failure has occurred in the radio control helicopter 10 in the state shown in FIG. 11A and it is determined to return (step S110).

  In this example, the computer 21 first derives a plane movement route from the current location to the landing site. The planar movement path means a planar movement path that does not consider the altitude (step S111a). Here, as shown in FIG. 11B, the current location (for example, specified by longitude and latitude, not considering altitude) and the position of the landing site (for example, specified by longitude and latitude, not considering altitude) It is assumed that a plane moving path that is connected in the shortest time is derived.

  Next, the computer 21 derives a safety altitude for each position on the plane movement path (step S111b). The safety altitude is the altitude above a predetermined distance (for example, 5 m) above the highest point of the obstacle when there is an obstacle such as a tree or a steel tower, and the altitude of the predetermined distance information from the ground surface when there is no obstacle. For example, based on the safety altitude data stored in the storage device 48 in advance. The safety altitude data is data in which the safety altitude at each point in the surrounding area including the scheduled flight area is set, and is created in advance and stored in the storage device 48. Here, as shown in FIG. 11C, for each point on the plane movement route derived in step S111a, the position of the landing point (for example, longitude, latitude) from the current location (for example, specified by longitude, latitude, and altitude). And the safety altitude (specified by altitude) is derived.

  Then, the computer 21 determines that a three-dimensional route obtained by combining the plane movement route derived in step S111a and the safety altitude derived in step S111b is a return route (step S111c). That is, the route specified by the three-dimensional coordinates obtained by combining the plane coordinates indicated by the plane movement route derived in step S111a and the altitude coordinates indicated by the safe altitude derived in step S111b is determined as the return route. Then, the computer 21 generates a return trajectory for flying according to the determined return route.

  As described above, when a problem such as deterioration of the communication environment occurs in the unmanned air vehicle, the unmanned air vehicle can be automatically returned by the autonomous control of the unmanned air vehicle, and the operation control of the unmanned air vehicle by the control center 50 is possible. Even if it becomes a state where it cannot perform, unmanned aerial vehicles can be collected without inflicting damage.

  In other words, the radio control helicopter 10 is equipped with a self-diagnosis function (flight state analysis means) that checks whether or not a defect that may affect its own stable flight occurs, and returns according to the analysis result. Since it is configured to automatically cope with the unmanned aerial vehicle, it is possible to recover the unmanned aerial vehicle without damaging it even if the control center 50 cannot control the operation of the unmanned aerial vehicle. be able to.

  In addition, as described above, even when the operation control of the unmanned air vehicle by the control center 50 cannot be performed, the unmanned air vehicle can be safely returned, and the unmanned air vehicle is damaged or severely damaged. In addition to improving the system operating rate, it is possible to prevent the repair cost from increasing.

  In the above description, the emergency response processing is selected according to the type of flight state information that does not satisfy the safety standard. However, the emergency response processing is determined depending on the degree that the safety standard is not satisfied or both the type and the degree. May be determined. Specifically, for example, if the remaining amount of fuel is 2 liters or more, it is determined as “return”, and if it is less than 2 liters, or if it is 2 liters or more but the fuel is being reduced extremely quickly (received in the past) It can be determined by comparing the flight state information with the flight state information received this time).

  In addition, each sensor included in the flight state information collection unit 40 is an example, and any sensor can be used as long as it can find a defect that may affect the stable flight of the radio controlled helicopter 10. Well, for example, an attitude sensor that detects the inclination of the radio control helicopter 10, a wind sensor that detects wind power around the radio control helicopter 10, a temperature sensor that detects the temperature inside the radio control helicopter 10 and the temperature around the radio control helicopter 10, It is good also as a structure containing other sensors, such as a vibration sensor which detects a vibration state.

  Further, although the radio control helicopter 10 is configured to automatically fly from the control center 50, the radio control helicopter 10 may be caused to perform semi-automatic flight or manual flight using the flight control / information collecting system 60 of the control center 50.

  Further, although the radio control helicopter 10 (unmanned helicopter) is used as the unmanned air vehicle, an unpopular sphere, an unmanned airship, an unmanned airplane, or the like may be used.

  As described above, the unmanned aerial vehicle and the unmanned aerial vehicle control method of the present invention automatically unmanned aerial vehicles by autonomous control of the unmanned aerial vehicle when a problem such as a deterioration in communication environment occurs in the unmanned aerial vehicle. Can be used to return to

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the schematic whole structure of the unmanned air vehicle control system containing the unmanned air vehicle by Example 1 of this invention. It is a figure which shows the structure of the radio controlled helicopter shown in FIG. It is a figure which shows the structure of the flight control system of the radio controlled helicopter shown in FIG. It is a figure which shows the structure of the information collection system of the radio controlled helicopter shown in FIG. It is a figure which shows the structure of the flight control and information collection system of the control center shown in FIG. 5 is a flowchart showing an example of flight state information collection / analysis processing executed by the computer shown in FIG. 4. It is explanatory drawing which shows the example of the flight state information acquired by the flight state information collection process. It is explanatory drawing which shows the example of safety standard data and an emergency response process selection table. It is explanatory drawing which shows the example of a return route selection table. 6 is a flowchart showing another example of a return route determination process executed by the computer shown in FIG. 4. It is explanatory drawing for demonstrating the determination procedure of a return route.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Radio control helicopter 20 Flight control system 21 Computer 30 Information collection system 40 Flight state information collection part 47 Flight recorder 50 Control center 53 Host computer 60 Flight control and information collection system

Claims (12)

An unmanned air vehicle (10) comprising a flight control system (20) for flying over the air based on control of a control center (50) comprising a flight control system (60) for performing flight control,
Information collecting means (21 and 40) for collecting predetermined flight state information;
Flight state inspection means (21) for inspecting the flight state based on the flight state information collected by the information collection means (21 and 40);
Feedback determination means (21) for determining whether or not to return according to the inspection result of the flight state inspection means (21);
A feedback route determination means (21) for determining a feedback route when it is determined to return according to the determination of the feedback determination means (21);
Return flight control means (21) for performing flight control for returning in accordance with the return route determined by the return route determination means (21) without being controlled from the control center (50);
An unmanned aerial vehicle comprising: The information collecting means (21 and 40) includes an engine speed sensor (41) for detecting the engine speed mounted on the unmanned air vehicle (10) as the flight state information, and the unmanned air vehicle (10). A remaining fuel sensor (42) for detecting the remaining amount of fuel as the flight state information, and a supply voltage sensor for detecting a supply voltage from a power supply device mounted on the unmanned air vehicle (10) as the flight state information (43), a position sensor (44) for detecting the position of the unmanned air vehicle (10) as the flight state information, an altitude sensor (44) for detecting the altitude of the unmanned air vehicle (10) as the flight state information, A speed sensor (44) for detecting the speed of the unmanned air vehicle (10) as the flight state information, and a communication state between the unmanned air vehicle (10) and the control center (50) Of radio field intensity sensor (46) for detecting a line status information, including at least one unmanned air vehicle of claim 1, wherein the. The flight state inspection means (21) determines whether or not the flight state information collected by the information collection means (21) satisfies a predetermined safety standard,
Whether or not the feedback determination means (21) returns according to the type of flight state information not satisfying the safety standard when the flight state inspection means (21) determines that the safety standard is not satisfied. The unmanned aerial vehicle according to claim 1, wherein the unmanned air vehicle is determined. The feedback determination means (21) is in response to a determination that the flight state information indicating the communication state with the control center (50) does not satisfy safety standards by the flight state inspection means (21). The unmanned aerial vehicle according to claim 3, wherein the unmanned air vehicle is determined to return. The return route determining means (21) determines that the route that follows the route that has come in reverse is the return route if it is the outbound route, and that it is determined that the route is the return route if it is the return route. The unmanned aerial vehicle according to any one of claims 1 to 4. The return route determination means (21) derives a plane movement path to the return destination, then derives a safe altitude on the plane movement path, and returns a three-dimensional route determined by the derived plane movement path and the safety altitude. 5. The unmanned aerial vehicle according to claim 1, wherein the unmanned air vehicle is determined to be a route. An unmanned air vehicle control method for controlling an unmanned air vehicle (10) flying over the air based on the flight control of a control center (50),
Collecting predetermined flight state information using state information collecting means (21 and 40) mounted on the unmanned air vehicle (10),
Inspecting the flight state based on the flight state information collected by the state information collecting means (21 and 40),
Determine whether to return according to the test results,
If you decide to return, determine your return route,
An unmanned air vehicle control method for performing flight control for returning in accordance with a determined return route, regardless of control from the control center (50). The state information collecting means (40) detects the rotational speed of the engine mounted on the unmanned air vehicle (10) as the flight state information, and the unmanned air vehicle (10). A fuel remaining amount sensor (42) for detecting the remaining amount of fuel as the flight state information; a supply voltage sensor (42) for detecting a supply voltage from a power supply device mounted on the unmanned air vehicle (10) as the flight state information ( 43) a position sensor (44) for detecting the position of the unmanned air vehicle (10) as the flight state information, an altitude sensor (44) for detecting the altitude of the unmanned air vehicle (10) as the flight state information, A speed sensor (44) that detects the speed of the unmanned air vehicle (10) as the flight state information, and a communication state between the unmanned air vehicle (10) and the control center (50) Of radio field intensity sensor (46) for detecting the status information includes at least one, unmanned air vehicle control method according to claim 7, characterized in that. The flight state is inspected by determining whether or not the collected flight state information collected by the state information collecting means (21 and 40) satisfies a predetermined safety standard,
The unmanned aerial vehicle according to claim 7 or 8, wherein when it is determined that the safety standard is not satisfied, whether or not to return is determined according to the type of flight state information that does not satisfy the safety standard. Control method. 10. The unmanned operation according to claim 9, wherein when the flight state information indicating the communication state with the control center (50) is determined not to satisfy the safety standard, it is decided to return. Aircraft control method. 11. The method according to any one of claims 7 to 10, wherein if the forward route is determined, a route that reversely follows the route that has been visited is determined as a return route, and if the return route is determined, the route that is unchanged is determined as the return route. The unmanned air vehicle control method. After deriving the plane movement path to the return destination, the safety altitude on the plane movement path is derived, and the three-dimensional path determined by the derived plane movement path and the safety altitude is determined as the return route. The unmanned air vehicle control method according to any one of claims 7 to 10.

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