Work vehicle, and work vehicle system

Abstract

To provide a work vehicle which controls an inclination angle of a taking off / landing part where an unmanned flight body can land on.SOLUTION: A work vehicle comprises: a machine body including a taking off / landing part 5 where an unmanned flight body DR can take off / land on, a traveling part 2 which supports the taking off / landing part 5 to be capable of traveling on a ground surface, and an inclination angle acquisition part which acquires an inclination angle of the taking off / landing part 5 relative to a horizontal plane; and an attitude change mechanism 3 which changes an attitude of the machine body according to the inclination angle acquired by the inclination angle acquisition part. The attitude change mechanism 3 changes, when the inclination angle is a threshold value or more, the attitude of the machine body so that the inclination angle becomes smaller than the threshold value.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a work vehicle and a work vehicle system. [Background technology]

[0002] Patent Document 1 discloses an unmanned mobile vehicle equipped with a heliport used for drone takeoff and landing. This heliport has a two-stage structure consisting of a platform base and a platform top plate installed on top of it, and a drive mechanism for rotating a rod is installed on the base. The rod can be rotated by the drive mechanism to capture the drone. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2016 / 143806 Summary of the Invention [Problem to be solved by the invention]

[0004] The heliport disclosed in Patent Document 1 is equipped with a rod that can capture a drone. This allows the drone to be fixed to the heliport. However, this heliport does not have a mechanism for controlling the inclination angle of the upper plate.

[0005] In addition, when traveling on uneven or sloping ground, the airframe tilts, which makes the takeoff and landing section where the unmanned aerial vehicle can land more likely to tilt. The tilt of the takeoff and landing section makes it difficult for the unmanned aerial vehicle to land on the takeoff and landing section.

[0006] An object of the present invention is to provide a work vehicle that controls the inclination angle of a take-off and landing section on which an unmanned aerial vehicle can land. [Means for solving the problem]

[0007] As a means for solving the above-mentioned problems, the work vehicle of the present invention comprises an aircraft body having a take-off and landing section on which an unmanned aerial vehicle can take off and land, a running section supporting the take-off and landing section and capable of running on the ground, and an inclination angle acquisition section for acquiring the inclination angle of the take-off and landing section relative to the horizontal, and an attitude change mechanism for changing the attitude of the aircraft in accordance with the inclination angle acquired by the inclination angle acquisition section, wherein when the inclination angle is equal to or greater than a threshold value, the attitude change mechanism changes the attitude of the aircraft so that the inclination angle is smaller than the threshold value.

[0008] With this configuration, even if the aircraft tilts while traveling on uneven or sloping ground, the attitude change mechanism makes it easier for the unmanned aerial vehicle to land on the takeoff and landing area compared to conventional methods.

[0009] In the present invention, the attitude change mechanism is supported by running wheels and has an extendable and retractable mechanism, and it is preferable that when the unmanned aerial vehicle lands on the takeoff and landing section, if the inclination angle is equal to or greater than a threshold value, the attitude change mechanism changes the attitude of the aircraft by extending or retracting the extension mechanism so that the inclination angle becomes smaller than the threshold value.

[0010] When controlling the inclination angle of the vehicle to be small while traveling on an inclined surface, if a part of the vehicle located at a high position moves in a direction approaching the inclined surface, the vehicle may come into contact with the ground. This configuration allows for more flexible attitude changes and makes the vehicle less likely to come into contact with the ground, compared to a configuration in which the vehicle rotates around an axis that passes through the vehicle and extends horizontally.

[0011] In the present invention, it is preferable that the attitude change mechanism changes the attitude of the aircraft so that the inclination angle becomes 0 degrees when the unmanned aerial vehicle lands on the takeoff and landing section.

[0012] According to this configuration, the attitude change mechanism maintains the horizontality of the takeoff and landing section, making it easier for the unmanned aerial vehicle to land on the takeoff and landing section.

[0013] In the present invention, the unmanned aerial vehicle further includes a work vehicle side communication unit capable of communicating with an aerial vehicle side communication unit possessed by the unmanned aerial vehicle, and a judgment unit for determining whether the unmanned aerial vehicle is able to land on the takeoff and landing section, wherein the judgment unit determines that the takeoff and landing section is in a state where landing is not possible if the inclination angle is greater than or equal to a threshold value, and determines that the takeoff and landing section is in a state where landing is possible if the inclination angle is less than the threshold value, and the work vehicle side communication unit preferably transmits whether or not the unmanned aerial vehicle is in a state where landing is possible to the aerial vehicle side communication unit.

[0014] According to this configuration, when the unmanned aerial vehicle lands, whether or not the takeoff and landing section is suitable for landing is transmitted to the unmanned aerial vehicle, thereby enabling the unmanned aerial vehicle to land safely on the takeoff and landing section.

[0015] In the present invention, the aircraft further includes a sensor for detecting the surroundings of the aircraft, and when the output signal of the sensor determines that an obstacle is present around the aircraft, the work vehicle communication unit preferably transmits a message to the aircraft communication unit that landing is not possible.

[0016] Even if the takeoff and landing section maintains an inclination angle that allows landing, if there are obstacles such as trees around the work vehicle, the unmanned aerial vehicle may come into contact with the obstacles when landing. According to this configuration, if it is determined that there are obstacles around the unmanned aerial vehicle when landing, the takeoff and landing section transmits information to the unmanned aerial vehicle that landing is not possible, making it less likely for the unmanned aerial vehicle to come into contact with obstacles around the vehicle.

[0017] In the present invention, it is preferable that the takeoff and landing section has a marker that indicates the position of the takeoff and landing section relative to the unmanned aerial vehicle.

[0018] According to this configuration, by indicating the position of the takeoff and landing area to the unmanned aerial vehicle, it becomes easier for the unmanned aerial vehicle to land on the takeoff and landing area.

[0019] In the present invention, it is preferable that the aircraft further includes a battery that supplies power to the aircraft, and the takeoff and landing section has a supply mechanism capable of supplying power from the battery to the unmanned aerial vehicle.

[0020] The capacity of the battery installed in the unmanned aerial vehicle is limited, and it is necessary to charge it periodically. For example, when working in mountainous areas where there are no nearby charging stations, the opportunities to charge the unmanned aerial vehicle are limited. With this configuration, the power supply mechanism can supply the battery power of the work vehicle to the unmanned aerial vehicle, so that the unmanned aerial vehicle can be used for long-term work even in an environment where the opportunities to charge are limited.

[0021] In the present invention, it is preferable that the running section is stopped when the unmanned aerial vehicle lands on the takeoff and landing section.

[0022] With this configuration, the unmanned aerial vehicle can land safely on the takeoff and landing area.

[0023] In addition, the work vehicle system of the present invention is a work vehicle system comprising an unmanned aerial vehicle, a takeoff and landing section on which the unmanned aerial vehicle can take off and land, a running section that supports the takeoff and landing section and can run on the ground, an inclination angle acquisition section that acquires the inclination angle of the takeoff and landing section relative to the horizontal, and an attitude change mechanism that changes the attitude according to the inclination angle acquired by the inclination angle acquisition section, wherein when the inclination angle is greater than or equal to a threshold value, the attitude change mechanism changes the attitude of the work vehicle so that the inclination angle is smaller than the threshold value.

[0024] With this configuration, even if the aircraft tilts while traveling on uneven or sloping ground, the attitude change mechanism makes it easier for the unmanned aerial vehicle to land on the takeoff and landing area compared to conventional methods. [Brief description of the drawings]

[0025] [Figure 1] A left side view showing a work vehicle with an unmanned aerial vehicle landing on the takeoff and landing area. [Diagram 2] A left side view showing a work vehicle with an unmanned aerial vehicle taking off from the takeoff and landing area. [Diagram 3] FIG. [Figure 4]FIG. [Diagram 5] FIG. 2 is a hydraulic circuit diagram showing a hydraulic supply source. [Figure 6] FIG. 2 is a block diagram showing a work vehicle system. [Figure 7] FIG. 2 is a diagram showing the takeoff and landing section in a state ready for landing. [Figure 8] FIG. 2 is a diagram showing a state in which the takeoff and landing section is unable to land. [Figure 9] 5 is a flowchart showing how the attitude of the aircraft is changed by the attitude change mechanism. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] The work vehicle and work vehicle system according to the present invention will be described below with reference to the drawings. In the following description, the direction of the arrow FW in the drawings will be defined as the "front side", the direction of the arrow BK as the "rear side", the direction of the arrow UP as the "upper side", the direction of the arrow DW as the "lower side", the direction of the arrow RH as the "right side", and the direction of the arrow LH as the "left side".

[0027] The work vehicle can travel on rough ground. This work vehicle can be remote-controlled or autonomously operated. Rough ground refers to uneven ground or sloped ground.

[0028] 1, 2, and 3, the work vehicle WV includes a running section 2 capable of running on the ground, a takeoff and landing section 5 on which the unmanned aerial vehicle DR can take off and land, and an attitude change mechanism 3 that changes the attitude of the body of the work vehicle WV according to the inclination angle of the takeoff and landing section 5. The body of the work vehicle WV is rectangular in plan view.

[0029] FIG. 1 shows a drone, which is an example of an unmanned aerial vehicle DR, landing on a takeoff and landing section 5. FIG. 2 shows a drone, which is an example of an unmanned aerial vehicle DR, taking off from the takeoff and landing section 5. The unmanned aerial vehicle DR has a memory unit (not shown) and a CPU that executes programs. The memory unit is composed of, for example, a HDD, a ROM, or a non-volatile memory. The unmanned aerial vehicle DR has multiple rotating wing propellers on its upper part. The unmanned aerial vehicle DR also has multiple ground contact legs on its lower part.

[0030] As shown in FIG. 1 and FIG. 2, the unmanned aerial vehicle DR is equipped with an imaging device 22. The imaging device 22 is a camera capable of photographing the work vehicle WV and the surroundings of the work vehicle WV. In a work vehicle WV that autonomously travels on rough ground, there may be unevenness or obstacles around the work vehicle WV. In this embodiment, when the unmanned aerial vehicle DR takes off from the takeoff and landing section 5, it can photograph the work vehicle WV and the surroundings of the work vehicle WV from a position higher than the work vehicle WV. This allows a wider range to be photographed compared to a configuration in which the imaging device 22 provided on the body of the work vehicle WV photographs the surroundings of the work vehicle WV and the work vehicle WV. The images photographed by the imaging device 22 are recorded in the memory unit of the unmanned aerial vehicle DR. In this embodiment, the images are still images. Not limited to this, the images may be videos and videos that continuously display still images.

[0031] The body of the work vehicle WV comprises a body frame 1, a flat loading section 4 capable of carrying cargo, a hydraulic supply source 6 for driving the traveling section 2, a control device 7 that controls the work vehicle WV using a microcomputer, a steering device 8 having an operating handle 8b that can steer the traveling section 2, a battery 9 that supplies power to the body, a charger 10 that can be connected to an external power source and is used to charge the battery 9, and a GPS antenna unit 11.

[0032] The running unit 2 is equipped with multiple running wheels 2a and auxiliary wheels 2b, and supports the attitude change mechanism 3 and the body of the work vehicle WV. In other words, the running unit 2 supports the takeoff and landing unit 5 equipped on the body. In addition, the attitude change mechanism 3 is supported by the running wheels 2a.

[0033] In this embodiment, the multiple traveling wheels 2a are located on the left front side, right front side, right rear side, and left rear side of the work vehicle WV. The multiple traveling wheels 2a are four drive wheels. However, the number of the multiple traveling wheels 2a is not limited to this, and may be, for example, six or eight.

[0034] The vehicle frame 1 comprises an upper frame 1a supported by the attitude change mechanism 3, a lower frame 1b extending downward from the upper frame 1a, an outer peripheral frame (not shown) covering the outer portion of the upper frame 1a, and an openable and closable cover 1c covering the charger 10 from the front side of the vehicle. The upper frame 1a has left and right frames extending in the fore-and-aft direction of the vehicle and multiple connecting frames connecting the left and right frames. The charger 10 is fixed to the front end of the upper frame 1a.

[0035] The loading section 4 is provided on the upper surface of the aircraft frame 1. The loading section 4 is rectangular in plan view. The loading section 4 covers the entire upper frame 1a from above. Luggage can be placed on the upper surface of the loading section 4. Luggage that can be placed on the loading section 4 includes, for example, agricultural equipment, agricultural materials such as fertilizer and chemicals, and pallets for carrying harvested products and harvest baskets. A takeoff and landing section 5 and a GPS antenna unit 11 are provided on the upper surface of the loading section 4.

[0036] [Takeoff and Landing Section] As shown in Figures 1, 2, and 3, the takeoff and landing section 5 is box-shaped and rectangular in plan view. The unmanned aerial vehicle DR can take off and land on the upper surface of the takeoff and landing section 5. The upper surface of the takeoff and landing section 5 is flat. The upper surface of the takeoff and landing section 5 is located above the upper surface of the loading section 4.

[0037] As shown in Fig. 3, the takeoff and landing section 5 is located so as to overlap with the upper frame 1a in a plan view. This allows the takeoff and landing section 5 to be supported and stabilized by the upper frame 1a. The takeoff and landing section 5 is located in the left-right center of the aircraft. The takeoff and landing section 5 is also located in the front-rear center of the aircraft. This allows the takeoff and landing section 5 to be stably supported by the aircraft.

[0038] The takeoff and landing section 5 has a marker 5b that indicates the position of the takeoff and landing section 5 relative to the unmanned aerial vehicle DR. The marker 5b is photographed by the imaging device 22 of the unmanned aerial vehicle DR, allowing the unmanned aerial vehicle DR to read information that the takeoff and landing section 5 is a landing target. In this embodiment, the marker 5b is a code that can be read by the imaging device 22 (e.g., a QR code (registered trademark)). Without being limited to this, the marker 5b may be the letter "H" indicating the takeoff and landing section 5.

[0039] 1, the hydraulic supply source 6 includes a hydraulic pump 6a that supplies hydraulic oil to the attitude change mechanism 3 and the traveling part 2, an electric motor 6b that drives the hydraulic pump 6a, and a hydraulic oil tank 6c. The hydraulic pump 6a, the electric motor 6b, and the hydraulic oil tank 6c are supported by the upper frame 1a. The battery 9 is supported by the lower frame 1b.

[0040] As shown in Fig. 1, the operating handle 8b is provided vertically on the top surface of the body of the work vehicle WV. In this embodiment, the operating handle 8b is a joystick. The operating handle 8b can change the traveling direction and traveling speed of the traveling unit 2 depending on the direction and angle at which the operating handle 8b is tilted.

[0041] The unmanned aerial vehicle DR is connected to the operation handle 8b by the connection member 13. The connection member 13 is a flexible cable. The work vehicle WV follows the unmanned aerial vehicle DR and travels in the direction in which the unmanned aerial vehicle DR flew. For example, when the unmanned aerial vehicle DR flies ahead of the work vehicle WV, the operation handle 8b is tilted forward, so that the work vehicle WV follows the unmanned aerial vehicle DR and travels forward. Also, when the unmanned aerial vehicle DR flies behind the work vehicle WV, the operation handle 8b is tilted backward, so that the work vehicle WV follows the unmanned aerial vehicle DR and travels backward. As a result, even in a situation in which the work vehicle WV cannot receive radio waves when the work vehicle WV is traveling in a mountainous area, the work vehicle WV can travel following the unmanned aerial vehicle DR that can receive radio waves more easily than the work vehicle WV. Not limited to this, the unmanned aerial vehicle DR does not have to be connected to the operation handle 8b by the connection member 13.

[0042] The GPS antenna unit 11 receives positioning signals from artificial satellites used in GNSS (Global Navigation Satellite System, e.g. GPS, QZSS, Galileo, GLONASS, BeiDou, etc.). The GPS antenna unit 11 is provided in a position adjacent to the takeoff and landing section 5. Specifically, the GPS antenna unit 11 is provided in the front of the aircraft, and is located forward of the takeoff and landing section 5. As shown in FIG. 3, the GPS antenna unit 11 is located in the left-right center of the aircraft.

[0043] [Attitude change mechanism] The attitude change mechanism 3 has multiple telescopic mechanisms F that extend downward from the vehicle body frame 1. Specifically, the multiple telescopic mechanisms F are located on the left front side, right front side, right rear side, and left rear side of the work vehicle WV, respectively. In other words, the attitude change mechanism 3 has four telescopic mechanisms F. The multiple telescopic mechanisms F each extend and retract independently, making it possible to change the attitude of the vehicle body of the work vehicle WV.

[0044] As shown in FIG. 4, the telescopic mechanism F is composed of a rod-shaped first link 32a that can swing around an axis P1 extending in the left-right direction of the body, a rod-shaped second link 32b that can swing around an axis P2 extending in the left-right direction of the body, an extendable first hydraulic cylinder 31a, and an extendable second hydraulic cylinder 31b.

[0045] One end of the first link 32a is swingably connected to the upper frame 1a, and the other end of the first link 32a is swingably connected to the second link 32b. One end of the second link 32b is swingably connected to the first link 32a, and the other end of the second link 32b is supported by the traveling wheel 2a. A rotatable auxiliary wheel 2b is provided at the connection between the first link 32a and the second link 32b.

[0046] One end of the first hydraulic cylinder 31a is connected to the upper frame 1a, and the other end of the first hydraulic cylinder 31a is connected to a first link 32a. When the first hydraulic cylinder 31a expands and contracts, the first link 32a swings about an axis P1 relative to the upper frame 1a.

[0047] One end of the second hydraulic cylinder 31b is connected to the upper frame 1a, and the other end of the second hydraulic cylinder 31b is connected to the second link 32b. The extension and contraction of the second hydraulic cylinder 31b causes the second link 32b to swing about the axis P2 relative to the first link 32a.

[0048] As shown in Fig. 4, the traveling wheels 2a can rotate around an axis P3 extending in the vertical direction. The steering device 8 includes a swivel cylinder 8a provided between the second link 32b and the traveling wheels 2a. The traveling wheels 2a rotate around the axis P3 due to the expansion and contraction of the swivel cylinder 8a. A hydraulic motor 2c that drives the traveling wheels 2a is connected to each traveling wheel 2a. Specifically, the hydraulic motor 2c is provided in a position adjacent to each traveling wheel 2a.

[0049] As shown in Fig. 5, the hydraulic supply source 6 includes an oil cooler 6e, an inverter 6d, and a hydraulic control valve 6f. Electric power supplied from the battery 9 is converted by the inverter 6d and supplied to the electric motor 6b. Hydraulic oil in the hydraulic oil tank 6c is supplied to the hydraulic motors 2c, the first hydraulic cylinders 31a, and the second hydraulic cylinders 31b by the hydraulic pump 6a. The hydraulic control valve 6f adjusts the flow rate of the working oil supplied from the hydraulic pump 6a. For example, the rotation speed of the traveling wheels 2a is changed by adjusting the flow rate of the hydraulic oil supplied from the hydraulic pump 6a to the hydraulic motor 2c by the hydraulic control valve 6f.

[0050] FIG. 6 is a block diagram showing a work vehicle system. The work vehicle system includes a work vehicle WV, an unmanned aerial vehicle DR, and a management device CP. The management device CP is provided outside the work vehicle WV and the unmanned aerial vehicle DR. The management device CP is a personal computer, a mobile information terminal, a remote control, or a management server. The management device CP may be provided on the cloud. The management device CP is capable of remotely controlling the work vehicle WV and the unmanned aerial vehicle DR.

[0051] The control device 7 includes an attitude control unit 7a that controls the attitude of the aircraft, a driving control unit 7b that controls the driving unit 2, an inclination angle acquisition unit 7c, a work vehicle side communication unit 7f that can communicate with the vehicle side communication unit 23 of the unmanned aerial vehicle DR, a work vehicle side position calculation unit 7e that calculates the position of the work vehicle WV, and a determination unit 7d that determines whether the unmanned aerial vehicle DR can land on the takeoff and landing unit 5. The control device 7 is an ECU (Electronic Control Unit). The control device 7 has a non-volatile memory that stores programs and a CPU that executes the programs.

[0052] [Tilt angle acquisition part] The body of the work vehicle WV is equipped with an inclination sensor 12a. The inclination sensor 12a has an inertial measurement unit. The inclination sensor 12a detects inertial information (yaw angle, pitch angle, roll angle, etc.) of the work vehicle WV. The inclination angle acquisition unit 7c calculates the inclination of the body of the work vehicle WV relative to the horizontal over time in accordance with the output signal of the inclination sensor 12a. In addition, the inclination angle acquisition unit 7c generates topographical data of the ground on which the work vehicle WV is traveling based on the inertial information.

[0053] The work vehicle WV is equipped with a stroke sensor 12e that detects the amount of expansion and contraction of the first hydraulic cylinder 31a, the second hydraulic cylinder 31b, and the swing cylinder 8a. The attitude control unit 7a calculates the attitude of the vehicle body of the work vehicle WV based on the output signal of the stroke sensor 12e. The attitude control unit 7a adjusts the flow rate of the work oil to the first hydraulic cylinder 31a and the second hydraulic cylinder 31b. As a result, the swing positions of the first link 32a and the second link 32b are changed by the expansion and contraction of the first hydraulic cylinder 31a and the second hydraulic cylinder 31b. As described above, the attitude change mechanism 3 changes the attitude of the vehicle body.

[0054] The work vehicle WV is equipped with a rotation sensor 12d that detects the rotation speed of the traveling wheels 2a, and a pressure sensor 12c that detects the pressure of the hydraulic oil supplied to the hydraulic motor 2c. The travel control unit 7b controls the traveling unit 2 so that the rotation speed of the traveling wheels 2a becomes a target value according to the output signals of the rotation sensor 12d and the pressure sensor 12c. The travel control unit 7b also adjusts the flow rate of the working oil to the swivel cylinder 8a according to the output signal of the stroke sensor 12e. As a result, the orientation of the traveling wheels 2a is changed by the extension and contraction of the swivel cylinder 8a. As described above, the steering device 8 steers the traveling unit 2.

[0055] The work vehicle WV is equipped with an obstacle sensor 12b (corresponding to a sensor of the present invention) that detects the surroundings of the vehicle. In this embodiment, the obstacle sensor 12b is an ultrasonic sensor provided on the vehicle. The control device 7 determines whether or not an obstacle is present around the vehicle based on the output signal of the obstacle sensor 12b. However, the obstacle sensor 12b is not limited to this and may be in a different form. For example, the obstacle sensor 12b may be a three-dimensional measurement sensor.

[0056] The work vehicle side position calculation unit 7e generates positioning data indicating the vehicle position of the work vehicle WV based on the positioning information of the work vehicle WV input from the GPS antenna unit 11 and the inertial information of the work vehicle WV input from the tilt angle acquisition unit 7c. The positioning data of the work vehicle WV is transmitted to the management device CP and the air vehicle side communication unit 23 by wired communication or wireless communication by the work vehicle side communication unit 7f.

[0057] The unmanned aerial vehicle DR includes an air vehicle side position calculation unit 21. The unmanned aerial vehicle DR receives positioning signals from artificial satellites used in GNSS (Global Navigation Satellite System, such as GPS, QZSS, Galileo, GLONASS, BeiDou, etc.). The air vehicle side position calculation unit 21 generates positioning data indicating the position of the unmanned aerial vehicle DR based on the input positioning signal of the unmanned aerial vehicle DR and the inertial information of the unmanned aerial vehicle DR. The positioning data of the unmanned aerial vehicle DR is transmitted to the management device CP and the work vehicle side communication unit 7f by wired communication or wireless communication by the air vehicle side communication unit 23. In addition, the image captured by the imaging device 22 is transmitted to the management device CP and the work vehicle side communication unit 7f by wired communication or wireless communication by the air vehicle side communication unit 23.

[0058] In mountainous areas with poor radio wave conditions, the GPS antenna unit 11 of the work vehicle WV may not be able to receive the positioning signal. In this case, the work vehicle WV may not be able to calculate the positioning data of the work vehicle WV, and it may be difficult for the work vehicle WV to travel autonomously. The work vehicle WV can calculate the position information of the work vehicle WV using the information transmitted from the unmanned aerial vehicle DR. This allows the work vehicle WV to travel autonomously even in mountainous areas with poor radio wave conditions.

[0059] The unmanned aerial vehicle DR periodically takes off above the work vehicle WV from a state where it lands on the takeoff and landing section 5. The unmanned aerial vehicle DR flies directly above the work vehicle WV. The work vehicle side position calculation unit 7e can calculate the vehicle position of the work vehicle WV using the survey data of the unmanned aerial vehicle DR and the inertial information of the work vehicle WV. This allows the work vehicle WV to travel autonomously even in mountainous areas with poor radio wave conditions.

[0060] The control device 7 generates a terrain map of the surroundings of the work vehicle WV based on the terrain data generated by the inclination angle acquisition unit 7c and the image captured by the unmanned aerial vehicle DR. Without being limited to this, the control device 7 may generate a terrain map of the surroundings of the work vehicle WV based on the terrain data generated by the inclination angle acquisition unit 7c and the output signal of the three-dimensional measurement sensor of the unmanned aerial vehicle DR.

[0061] [Feeding mechanism] The takeoff and landing section 5 has a supply mechanism 5a capable of supplying power from the battery 9 of the work vehicle WV to a battery (not shown) of the unmanned air vehicle DR. The supply mechanism 5a is connected to the battery 9. In this embodiment, the supply mechanism 5a supplies power from the battery 9 of the work vehicle WV to the unmanned air vehicle DR by connecting an output terminal provided on the upper surface of the takeoff and landing section 5 to an input terminal of the unmanned air vehicle DR. Without being limited to this, the supply mechanism 5a may be provided on the upper surface of the takeoff and landing section 5 and supply power from the battery 9 of the work vehicle WV to the battery of the unmanned air vehicle DR by wireless power supply. The wireless power supply is, for example, power supply by electromagnetic induction.

[0062] FIG. 7 is a diagram showing a landing possible state of the takeoff and landing section 5. The landing possible state is a state in which the upper surface of the takeoff and landing section 5 is not inclined more than a predetermined angle. In other words, the inclination angle of the takeoff and landing section 5 with respect to the horizontal plane is smaller than a threshold value. The threshold value is the inclination angle at which the unmanned aerial vehicle DR cannot land safely on the takeoff and landing section 5. For example, the threshold value is 5 degrees. In this embodiment, the inclination angle of the upper surface of the takeoff and landing section 5 is 0 degrees with respect to the horizontal plane extending along the upper surface of the takeoff and landing section 5.

[0063] FIG. 8 is a diagram showing a landing impossible state of the takeoff and landing section 5. Point CH shown in FIG. 8 indicates the center of the front, back, left and right of the takeoff and landing section 5. The landing impossible state is a state in which the upper surface of the takeoff and landing section 5 is tilted more than a predetermined angle. In other words, it is a state in which the inclination angle θ of the takeoff and landing section 5 with respect to the horizontal plane is equal to or greater than a threshold value. In this embodiment, the inclination angle θ is the inclination angle of the upper surface of the takeoff and landing section 5 with respect to the horizontal plane passing through point CH.

[0064] The determination unit 7d determines whether the takeoff and landing unit 5 is in a landing possible state. The inclination angle acquisition unit 7c acquires the inclination angle θ of the takeoff and landing unit 5 with respect to the horizontal. As shown in FIG. 6, the determination unit 7d determines whether the takeoff and landing unit 5 is in a landing possible state or a landing impossible state based on the inclination angle θ acquired from the inclination angle acquisition unit 7c. Specifically, the determination unit 7d determines that the takeoff and landing unit 5 is in a landing impossible state when the inclination angle θ is equal to or greater than a threshold value, and determines that the takeoff and landing unit 5 is in a landing possible state when the inclination angle θ is smaller than the threshold value. The work vehicle side communication unit 7f transmits to the aircraft side communication unit 23 whether the takeoff and landing unit 5 is in a landing possible state or not.

[0065] [Changing aircraft attitude using attitude change mechanism] Next, the attitude change of the aircraft by the attitude change mechanism 3 will be described with reference to the flowchart shown in Fig. 9. Note that the order of the steps described below may be changed or multiple steps may be performed simultaneously, as long as no contradiction occurs.

[0066] The work vehicle WV is traveling on the ground and receives information from the unmanned aerial vehicle DR that the unmanned aerial vehicle DR is about to land (step S01). Specifically, before the unmanned aerial vehicle DR descends toward the takeoff and landing section 5, the aircraft side communication unit 23 transmits information that the unmanned aerial vehicle DR is about to land to the work vehicle side communication unit 7f. The work vehicle side communication unit 7f transmits the received information that the unmanned aerial vehicle DR is about to land to the control device 7.

[0067] If the control device 7 determines based on the output signal of the obstacle sensor 12b that an obstacle is present around the body of the work vehicle WV (step S002; Yes), the work vehicle side communication unit 7f transmits information to the aircraft side communication unit 23 that the takeoff and landing unit 5 is in a state where landing is not possible (step S003), and proceeds to step S002.

[0068] If the control device 7 determines that no obstacles exist around the body of the work vehicle WV (step S002; No), the driving control unit 7b stops the driving unit 2 (step S004). In other words, the work vehicle WV stops the driving unit 2 when the unmanned aerial vehicle DR lands on the takeoff and landing unit 5.

[0069] The inclination angle acquisition unit 7c acquires the inclination angle θ of the takeoff and landing section 5 (step S005). If the inclination angle θ of the takeoff and landing section 5 acquired by the inclination angle acquisition unit 7c is equal to or greater than the threshold value (step S006; Yes), the work vehicle side communication unit 7f transmits information to the aircraft side communication unit 23 that the takeoff and landing section 5 is in a state where landing is not possible (step S007). If the inclination angle θ of the takeoff and landing section 5 acquired by the inclination angle acquisition unit 7c is smaller than the threshold value (step S006; N0), the process proceeds to step S009.

[0070] Next, the control device 7 causes the attitude change mechanism 3 to change the attitude of the vehicle body of the work vehicle WV so that the tilt angle θ becomes smaller than the threshold value (step S008), and proceeds to step S006. In other words, the attitude change mechanism 3 changes the attitude of the vehicle body of the work vehicle WV by extending or retracting the extension mechanism F so that the tilt angle θ becomes smaller than the threshold value. In this embodiment, the attitude change mechanism 3 changes the attitude of the vehicle body so that the tilt angle θ becomes 0 degrees. However, the present invention is not limited to this, and the attitude change mechanism 3 does not need to change the attitude of the vehicle body until the tilt angle θ becomes 0 degrees once the tilt angle θ becomes smaller than the threshold value.

[0071] 8, when the takeoff and landing section 5 is tilted downward toward the front in the fore-and-aft direction of the aircraft, the right front telescopic mechanism F and the left front telescopic mechanism F are extended, and the height of the front part of the aircraft supported by the right front telescopic mechanism F and the left front telescopic mechanism F from the ground increases. This controls the upper surface of the takeoff and landing section 5 to remain horizontal.

[0072] If the inclination angle θ of the takeoff and landing section 5 acquired by the inclination angle acquisition unit 7c is smaller than the threshold value (step S006; No), the work vehicle side communication unit 7f transmits information to the aircraft side communication unit 23 that the takeoff and landing section 5 is in a state where it can land (step S009). When the unmanned aerial vehicle DR receives information from the work vehicle WV that the takeoff and landing section 5 is in a state where it can land, it lands on the takeoff and landing section 5 (S010). As described above, the attitude change mechanism 3 changes the attitude of the aircraft so that the unmanned aerial vehicle DR can land safely on the takeoff and landing section 5.

[0073] [Another embodiment] The present invention is not limited to the above-described embodiment. For example, the following other embodiments may be used. In the following other embodiments, the same components as those in the above-described embodiment are denoted by the same numbers and symbols as those in the above-described embodiment.

[0074] [1] In the above-described embodiment, the unmanned aerial vehicle DR is a drone. However, the unmanned aerial vehicle DR is not limited to this, and may be, for example, a radio-controlled helicopter.

[0075] [2] In the above-described embodiment, the takeoff and landing section 5 is box-shaped and rectangular in plan view. However, the takeoff and landing section 5 may have other shapes. For example, the takeoff and landing section 5 may be provided with a recess into which the legs of the unmanned aerial vehicle DR can be inserted. In addition, the outer periphery of the takeoff and landing section 5 may be cone-shaped in plan view. The takeoff and landing section 5 does not have to be rectangular in plan view.

[0076] [3] In the above-described embodiment, the work vehicle WV stops the running unit 2 when the unmanned aerial vehicle DR lands on the takeoff and landing section 5. This is not limited to the above, and the work vehicle WV may move slowly when the unmanned aerial vehicle DR lands on the takeoff and landing section 5.

[0077] [4] In the above embodiment, the telescopic mechanism F has the first hydraulic cylinder 31a and the second hydraulic cylinder 31b. However, the telescopic mechanism F is not limited to this, and at least one of the first hydraulic cylinder 31a and the second hydraulic cylinder 31b may be an electric cylinder that electrically extends and retracts.

[0078] [5] The unmanned aerial vehicle DR may be equipped with a working device for spraying the medicine, and the takeoff and landing section 5 may be equipped with a tank for storing the medicine. The unmanned aerial vehicle DR may be configured to inhale the medicine stored in the tank by a cylindrical member.

[0079] [6] The tilt angle acquisition unit 7c and the determination unit 7d may be provided in the management device CP.

[0080] [7] The configurations disclosed in the above embodiments (including other embodiments, the same applies below) may be applied in combination with configurations disclosed in other embodiments, unless a contradiction arises. In addition, the embodiments disclosed in this specification are merely examples, and the embodiments of the present invention are not limited thereto. They may be modified as appropriate within the scope of the purpose of the present invention. [Industrial Applicability]

[0081] The present invention can be applied to a work vehicle that can travel on uneven or sloping ground, and can also be applied to a work vehicle on which a worker can ride. [Explanation of symbols]

[0082] 2: Running part 2a: Running wheels 3: Attitude change mechanism 31a: First hydraulic cylinder (extension mechanism) 31b: Second hydraulic cylinder (extension mechanism) 32a: First link (extension mechanism) 32b: Second link (extension mechanism) 5: Takeoff and landing section 5a: Supply mechanism 5b: Marker 7c: Tilt angle acquisition part 7d: Judgment section 7f: Communication unit on the work vehicle 9: Battery 23: Aircraft communication unit DR:Unmanned aerial vehicle WV: Work vehicle θ: Inclination angle

Claims

1. An aircraft including a takeoff and landing section for an unmanned aerial vehicle to take off and land, a running section for supporting the takeoff and landing section and running on the ground, and an inclination angle acquisition section for acquiring an inclination angle of the takeoff and landing section relative to the horizontal; an attitude change mechanism that changes the attitude of the aircraft in accordance with the tilt angle acquired by the tilt angle acquisition unit, The attitude change mechanism of the work vehicle changes the attitude of the vehicle body so that the tilt angle becomes smaller than the threshold value when the tilt angle is equal to or greater than a threshold value.

2. The attitude change mechanism is supported by a traveling wheel and has a telescopic mechanism that is extendable and retractable, The work vehicle of claim 1, wherein the attitude change mechanism changes the attitude of the aircraft so that the inclination angle becomes smaller than the threshold value by extending or retracting the extension mechanism when the unmanned aerial vehicle lands on the takeoff and landing section and the inclination angle is greater than or equal to a threshold value.

3. The work vehicle according to claim 1 , wherein the attitude change mechanism changes the attitude of the vehicle so that the inclination angle becomes 0 degrees when the unmanned aerial vehicle lands on the takeoff and landing section.

4. Further comprising a work vehicle side communication unit capable of communicating with an aircraft side communication unit possessed by the unmanned aerial vehicle, and a determination unit that determines whether the unmanned aerial vehicle is capable of landing on the takeoff and landing section, the determination unit determines that the takeoff and landing section is in a landing-unavailable state when the tilt angle is equal to or greater than a threshold value, and determines that the takeoff and landing section is in a landing-available state when the tilt angle is smaller than the threshold value; The work vehicle according to claim 1 , wherein the work vehicle communication unit transmits to the aircraft communication unit whether or not the landing state is possible.

5. The aircraft further includes a sensor for detecting an environment surrounding the aircraft; A work vehicle as described in claim 4, wherein when the output signal of the sensor determines that an obstacle is present around the vehicle, the work vehicle communication unit transmits a message to the flying vehicle communication unit indicating that landing is not possible.

6. The work vehicle according to claim 1 , wherein the takeoff and landing section has a marker that indicates the position of the takeoff and landing section relative to the unmanned aerial vehicle.

7. The airframe further comprises a battery that supplies power to the airframe; The work vehicle according to claim 1 , wherein the takeoff and landing section has a supply mechanism capable of supplying power from the battery to the unmanned aerial vehicle.

8. The work vehicle according to claim 1 , wherein the running section is stopped when the unmanned aerial vehicle lands on the takeoff and landing section.

9. Unmanned aerial vehicles and A work vehicle system comprising a work vehicle having a take-off and landing section on which the unmanned aerial vehicle can take off and land, a running section supporting the take-off and landing section and capable of running on the ground, an inclination angle acquisition section that acquires an inclination angle of the take-off and landing section relative to the horizontal, and an attitude change mechanism that changes an attitude according to the inclination angle acquired by the inclination angle acquisition section, A work vehicle system in which the attitude change mechanism changes the attitude of the work vehicle when the tilt angle is equal to or greater than a threshold value so that the tilt angle becomes smaller than the threshold value.

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