Work apparatus and work support system equipped therewith

Abstract

To provide a work device that can be towed by an aircraft and can move appropriately in coordination with the aircraft. [Solution] The work device comprises a vehicle body, a travel device that supports the vehicle body so that it can move, and a work section provided on the vehicle body for performing work. The vehicle body is towed by one or more rope members connected to the flying device, and the travel device is driven based on the tension acting on the rope members. The vehicle body is connected to the flying device by a plurality of rope members, and the plurality of rope members include a first rope member connecting one side of the vehicle body in the width direction to the flying device, and a second rope member connecting the other side of the vehicle body in the width direction to the flying device, and the travel device is driven based on a first tension acting on the first rope member and a second tension acting on the second rope member.

Description

Technical Field

[0001] The present invention relates to a working device and a work support system including the same.

Background Art

[0002] The liquid spraying device disclosed in Patent Document 1 includes a nozzle for spraying a spraying liquid suspended from a multicopter, a pipe having a first flow path for supplying the spraying liquid held by the multicopter to the nozzle, and a stabilization mechanism for suppressing the swinging of the nozzle when the spraying liquid is ejected from the nozzle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The liquid spraying device of Patent Document 1 can spray the spraying liquid at a position lower than the multicopter by being suspended from the multicopter.

[0005] Although the liquid spraying device of Patent Document 1 is suspended from a multicopter (flying device), when the weight of the working device suspended from the flying device is relatively large, it is conceivable to impart traveling force to the working device.

[0006] However, when simply moving the working device, the traveling direction of the working device may be different from the traveling direction of the flying device, that is, the towing direction of the working device, and the working device may not travel as desired.

[0007] The present invention has been made to solve the problems of the prior art, and aims to provide a work device that can be towed by an aircraft and can move appropriately in cooperation with the aircraft. [Means for solving the problem]

[0008] A work device according to one aspect of the present invention comprises a traveling vehicle body, a traveling device that supports the traveling vehicle body so that it can travel, and a work unit provided on the traveling vehicle body for performing work, wherein the traveling vehicle body is towed by one or more string members connected to a flying device, and the traveling device is driven based on the tension acting on the string members.

[0009] A work support system according to one aspect of the present invention comprises the above-mentioned work device and the flying device which is connected to the traveling vehicle body of the work device by a plurality of string members and is capable of towing the work device. [Effects of the Invention]

[0010] According to the above-described work device and work support system, the work device can be towed by an aircraft and move appropriately in coordination with the aircraft. [Brief explanation of the drawing]

[0011] [Figure 1] This is a diagram illustrating the configuration of the work support system. [Figure 2] This diagram shows a flight device connected to a work device. [Figure 3] This is a perspective view of the aircraft. [Figure 4] This is a front view of the flying machine. [Figure 5] This is a side view of the aircraft. [Figure 6] This is a plan view of the flying machine. [Figure 7] This is a bottom view of the flying machine. [Figure 8] This is a perspective view showing the drive unit. [Figure 9] This is a perspective view of the work equipment. [Figure 10] It is a plan view of the working device. [Figure 11] It is a diagram showing a working path and a flight path. [Figure 12] It is a first map (graph) showing the relationship between the first tension and the second tension and the propulsion force (first rotational speed) of the traveling device. [Figure 13] It is a first diagram showing the change in the propulsion force according to the first tension and the second tension. [Figure 14] It is a second diagram showing the change in the propulsion force according to the first tension and the second tension. [Figure 15] It is a second map (graph) showing the relationship between the inclination angle of the ground contact surface and the propulsion force (third rotational speed) of the traveling device. [Figure 16] It is a diagram explaining a series of flows related to the control of the propulsion force of the traveling device. [Figure 17A] It is a first diagram explaining the correction of the traveling path. [Figure 17B] It is a second diagram explaining the correction of the traveling path. [Figure 18A] It is a first diagram explaining the auxiliary control. [Figure 18B] It is a second diagram explaining the auxiliary control. [Figure 19] It is a diagram explaining a series of flows related to the auxiliary control.

Embodiments for Carrying Out the Invention

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram of the work support system 1. FIG. 2 is a diagram showing the flight device 11 connected to the work device 61. As shown in FIGS. 1 and 2, the work support system 1 includes a flight device 11 and a work device 61 connected to the flight device 11 by a string member 51. Thereby, the flight device 11 can fly while suspending the work device 61 or fly while towing the work device 61.

[0013] For the sake of explanation, the direction indicated by arrow D1 in the diagram is referred to as the front, and the direction indicated by arrow D2 is referred to as the rear. Also, the direction indicated by arrow D3 is referred to as the left, and the direction indicated by arrow D4 is referred to as the right. The direction indicated by arrow D5 is referred to as the up, and the direction indicated by arrow D6 is referred to as the down. Furthermore, the horizontal direction, which is perpendicular to the front-back direction, is referred to as the width direction.

[0014] The flying device 11 according to the present invention is an unmanned flying device 11. More specifically, the flying device 11 is a multi-rotor aircraft called a drone. The flying device 11 may be operated by remote control by an operator via wireless or wired communication, or it may be operated by autonomous control without remote control. In this embodiment, for the sake of explanation, the description will focus on the flying device 11 that operates by autonomous control, and a detailed description of the flying device 11 that operates by remote control will be omitted as appropriate.

[0015] Figure 3 is a perspective view of the flying device 11, and Figure 4 is a front view of the flying device 11. Figure 5 is a side view of the flying device 11, Figure 6 is a top view of the flying device 11, and Figure 7 is a bottom view of the flying device 11. As shown in Figures 3 to 7, the flying device 11 comprises a fuselage 12 and a plurality of rotors 15. The fuselage 12 has a main body 13 that supports various devices and equipment of the flying device 11. The fuselage 12 also has a plurality of arms 14 extending from the main body 13. In a plan view, the arms 14 extend away from the main body 13. In a plan view, the plurality of arms 14 extend radially from the main body 13. The arms 14 extend horizontally outward from the main body 13.

[0016] Multiple rotors 15 are attached to the airframe 12, allowing the airframe 12 to change altitude. Specifically, each of the multiple rotors 15 is attached to one of the arms 14. The multiple rotors 15 also generate lift to raise the airframe 12, thereby controlling its attitude. In a plan view, the multiple rotors 15 are positioned equidistant from the center of the airframe 12.

[0017] Furthermore, in this embodiment, each rotor 15 performs both lift generation and attitude control, but a plurality of rotors 15 may include a rotor 15 that generates lift and a rotor 15 that performs attitude control separately.

[0018] The rotor 15 has a rotating shaft 16 and blades 17. The rotating shaft 16 is a shaft that rotates due to power transmitted from the first power unit 18. The rotating shaft 16 extends in the vertical direction. The blades 17 are attached to the rotating shaft 16 and generate lift as the rotating shaft 16 rotates.

[0019] The first power unit 18 is a device capable of outputting power. The first power unit 18 also supplies the outputted power to the rotating shaft 16. The first power unit 18 is provided, for example, on each rotor 15. The first power unit 18 is driven by power supplied from the first battery unit 44. It has an electric motor 18a. Therefore, the first power unit 18 rotates the rotating shaft 16 with the power output by the electric motor 18a.

[0020] In the following description, the electric motor 18a of the first power unit 18 will be referred to as the first motor. In this embodiment, the case in which each rotor 15 has a first power unit 18 will be described as an example, but one rotor 15 and other rotors 15 may share one first power unit 18. Furthermore, the first power unit 18 is not limited to an electric motor, but may also be an internal combustion engine such as a gasoline engine provided in the main body 13.

[0021] As shown in Figures 2 to 7, the aircraft 11 is equipped with skids 19. The skids 19 are attached to the underside of the aircraft body 12. The skids 19 have multiple leg members 20 that extend downward from the main body 13. The multiple leg members 20 touch down when the aircraft 11 lands, supporting the aircraft body 12 by floating it above the landing surface (contact surface) such as the ground. The multiple leg members 20 are spaced apart horizontally. As a result, a space 21 is formed between the multiple leg members 20 below the main body 13. In addition, the multiple leg members 20 are attached to the main body 13 at an angle such that the spacing between them widens as they extend downward.

[0022] As shown in Figures 1, 3 to 7, the flight device 11 is equipped with one or more drive devices 31. The drive device 31 is a device capable of winding up and unwinding a string member 51 connected to the work device 61. The drive device 31 is attached to the aircraft body 12, and the relative position of the work device 61 with respect to the aircraft body 12 can be changed by winding up and unwinding the string member 51. The string member 51 is a wire or wire rope made of metal or resin, etc.

[0023] Figure 8 is a perspective view showing the drive unit 31. As shown in Figure 8, the drive unit 31 includes a rotating part 34 and a drum 33 that is rotated by the rotating part 34. The rotating part 34 includes a motor 34a and a reduction mechanism 34b. The motor 34a of the rotating part 34 outputs power to rotate the drum 33. This motor 34a is an electric motor driven by power supplied, for example, from the first battery unit 44. In the following description, the electric motor 34a of the rotating part 34 will be referred to as the second motor.

[0024] The reduction mechanism 34b is a mechanism that reduces the power output by the second motor 34a. The reduction mechanism 34b also transmits the reduced power to the drum 33, causing the drum 33 to rotate. The reduction mechanism 34b includes, for example, multiple gears, which reduce the power output by the second motor 34a.

[0025] The drum 33 is wound around the string member 51 and rotates to wind or unwind the string member 51. The drum 33 has a rotating shaft attached to its center of rotation. Therefore, the drum 33 can rotate in a first rotational direction for winding the string member 51 and in a second rotational direction opposite to the first rotational direction for unwinding the string member 51, by power transmitted from the rotating part 34.

[0026] Furthermore, as shown in Figure 1, the drive unit 31 may have a rotation restricting mechanism. The rotation restricting mechanism is a mechanism that allows rotation in a first rotational direction and can switch between allowing and preventing rotation in a second rotational direction. In other words, the rotation restricting mechanism allows winding of the string member 51 and can switch between allowing and preventing unwinding of the string member 51. The rotation restricting mechanism is a ratchet mechanism that can switch between allowing and preventing rotation in a second rotational direction depending on the supplied power.

[0027] The rotation restricting mechanism comprises a claw member, a biasing member, and a solenoid. The claw member is engageable with a latch gear attached to the drum 33. The biasing member is a biasing spring (spring) that biases the claw member in the direction of engagement with the latch gear. The solenoid is driven by an applied voltage to move the claw member in the opposite direction to the engagement direction, against the biasing spring.

[0028] Therefore, the rotation restricting mechanism allows rotation in the first rotational direction and prevents rotation in the second rotational direction when no voltage is applied to the solenoid and the claw member is engaged with the latch gear by the biasing spring (first state). On the other hand, the rotation restricting mechanism allows rotation in both the first and second rotational directions when the solenoid is driven and the engagement between the claw member and the latch gear is released (second state).

[0029] The drive device 31 is not limited to the example described above, and for example, the string member 51 may be wrapped around it. It may have one or more pulleys 36. Also, the drive unit 31 does not need to have the rotation restricting mechanism if the second motor 34a is a braked motor. In such a case, the braked motor is, for example, an electromagnetic braked motor, in which the armature can be attracted to either a clutch plate or a brake plate, allowing and preventing rotation in the first and second rotational directions.

[0030] The drive units 31 are provided on the aircraft body 12 in a number corresponding to the number of string members 51 that connect the flight device 11 and the work device 61. In this embodiment, the drive units 31 are attached to the main body 13. Furthermore, since the flight device 11 in this embodiment is connected to the work device 61 by four string members 51, the flight device 11 is equipped with four drive units 31. In the following description, the drive unit 31L1 attached to the left front of the main body 13 may be referred to as the "first drive unit," and the drive unit 31R1 attached to the right front of the main body 13 may be referred to as the "second drive unit." Also, the drive unit 31L2 attached to the left rear of the main body 13 may be referred to as the "third drive unit," and the drive unit 31R2 attached to the right rear of the main body 13 may be referred to as the "fourth drive unit."

[0031] As shown in Figures 6 and 7, the multiple drive units 31 are arranged such that the string members 51 hanging from each drive unit 31 are at equal intervals. The drive unit 31 in this embodiment is provided with an insertion hole 32a through which the string members 51 that are wound up and unwound by the drive unit 31 are inserted, and the center of the insertion hole 32a is located on a virtual circle O1 centered at a predetermined position on the flight device 11. For example, the center of the virtual circle O1 is the center of gravity of the flight device 11 or a position equidistant from the center of each rotor 15. The drive unit 31 is also attached to the space 21 between the multiple leg members 20. The multiple drive units 31 are arranged such that the centers of the insertion holes 32a are symmetrical with respect to a virtual straight line that passes through the center of the virtual circle O1 and extends in the front-rear direction.

[0032] As described above, the aircraft 12 can fly with the work device 61 suspended via the string member 51, or fly by towing the work device 61 via the string member 51. In the examples shown in Figures 3 to 6, the drive unit 31 is attached to the main body 13, but its mounting position is not limited to the main body 13, and the drive unit 31 may also be attached to the arm 14.

[0033] As shown in Figure 1, the flight device 11 is equipped with a first control device 41. The flight device 11 is also equipped with a first storage device 42.

[0034] The first control device 41 includes one or more processors. The first control device 41 is a controller of the aircraft 11 and performs various controls on the aircraft 11. The first control device 41 is communicatively connected to each piece of equipment and device mounted on the aircraft 11. For example, the first control device 41 controls the drive, stop, and rotation speed (lift) of each rotor 15.

[0035] The first control device 41 includes one or more memories (first memories), various analog circuits, various digital circuits, etc. One or more first memories store (remember) software programs and various data to be executed by one or more processors. The first control device 41 can read software programs from one or more first memories using one or more processors and execute various processes based on said software programs. The first control device 41 may also execute various processes based on predetermined logic circuits using one or more processors.

[0036] Processors include, for example, CPUs (Central Processing Units), GPUs (Graphics Processing Units), DSPs (Digital Signal Processors), FPGAs (Field Programmable Gate Arrays), and ASICs (Application Specific Integrated Circuits).

[0037] The first control device 41 may perform various processes through the cooperation of multiple physically separated processors, and its configuration is not limited to the configuration described above. In such a case, the multiple processors are each mounted on one or more computers that are physically separated from the flight device 11, and these processors are connected to each other via a network such as a LAN, WAN, and the Internet.

[0038] Furthermore, the software program may be stored in a first storage device 42 (non-volatile memory such as an HDD or SSD) that is communicably connected to the first control device 41, or in an external server device connected via the network, and then installed into the memory from there.

[0039] The first storage device 42 stores various information and data related to the flight device 11 in a read / write manner. The first storage device 42 includes non-volatile memory, etc. The first storage device 42 is communicatively connected to the first control device 41, and the first control device 41 can acquire various information and data stored in the first storage device 42.

[0040] As shown in Figure 1, the flight device 11 is equipped with a first communication device 43. The first communication device 43 is the communication interface of the flight device 11 and includes a communication circuit. The first communication device 43 communicates with at least the work device 61 wirelessly or via a wired connection and inputs (transmits and receives) various information, data, and signals. The first communication device 43 performs wireless communication using, for example, Bluetooth® Low Energy in the Bluetooth® specification of the IEEE 802.15.1 series of communication standards, or WiFi® in the IEEE 802.11.n series of communication standards.

[0041] As shown in Figure 1, the flight device 11 includes a first battery unit 44 and a first inverter 45. The first battery unit 44 and the first inverter 45 are installed in the aircraft body 12.

[0042] The first battery unit 44 is capable of storing and discharging energy and supplies power to various devices and equipment of the flight device 11. A lithium-ion battery can be an example of the first battery unit 44.

[0043] The first inverter 45 controls the power (current and voltage) supplied to each electric motor (first motor 18a, second motor 34a) mounted on the flight device 11. The first inverter 45 is controlled by the first control device 41, which controls the power supplied to each electric motor 18a, 34a.

[0044] As a result, the first control device 41 controls the first inverter 45 to control the rotational speed of each first motor 18a, thereby changing the lift generated by each rotor 15. Therefore, the multiple rotors 15 can change the altitude of the aircraft 12 and change the attitude of the aircraft 12, allowing the aircraft 12 to fly in a desired direction.

[0045] Furthermore, the first control device 41 controls the winding or unwinding of the string members 51 by each drum 33 by controlling the rotation speed and rotation direction of each second motor 34a by controlling the first inverter 45. When the first control device 41 controls the first inverter 45 to wind or unwind the string members 51 by the drive device 31, it applies voltage to the solenoid part of the rotation regulating mechanism of the drive device 31 and switches to the second state.

[0046] As shown in Figure 1, the flight device 11 is equipped with a displacement detection device 46a that detects the length (displacement length) of the winding and unwinding of the string member 51. The displacement detection device 46a is a rotation sensor that detects the rotation of the drum 33, pulley 36, etc., of the drive device 31. The rotation sensor is an incremental or absolute rotary encoder, etc. The rotation sensor is connected to the first control device 41 via wired or wireless communication and outputs the detection result (rotation of the drum 33, pulley 36, etc.) to the first control device 41. The first control device 41 can calculate the displacement length of the string member 51 per predetermined time based on the detection result output from the rotation sensor and calculation formulas pre-stored in the first storage device 42. Therefore, the first control device 41 can obtain the displacement length of each string member 51 connecting the flight device 11 and the work device 61.

[0047] As shown in Figure 1, the flight device 11 is equipped with a tension detection device 46b that detects the tension T acting on the string member 51. In this embodiment, the tension detection device 46b is provided on the drive device 31. The tension detection device 46b is a load sensor (load cell, etc.) that detects the load acting on the member (drum 33, pulley 36, etc.) around which the string member 51 is wound as a result of the tension T acting on the string member 51. The tension detection device 46b is connected to the first control device 41 via wired or wireless communication, and the detection result (load acting on the drum 33, pulley 36, etc.) The first control device 41 outputs the result from the tension detection device 46b and the calculation formulas stored in the first storage device 42 to calculate the tension T acting on the string members 51. Thus, the first control device 41 can obtain the tension T acting on each of the string members 51 that connect the flight device 11 and the work device 61.

[0048] In this embodiment, the tension detection device 46b is provided on each drive unit 31, but it is sufficient that it can detect the tension T acting on each string member 51, and its mounting position is not limited. An example of a tension detection device 46b attached to the string member 51 is a tension meter.

[0049] As shown in Figure 1, the flight device 11 is equipped with a first inertial measurement unit 46c (IMU). The first inertial measurement unit 46c detects the attitude of the flight device 11 (aircraft 12). The first inertial measurement unit 46c has an acceleration sensor to detect acceleration, a gyro sensor to detect angular velocity, etc. The first inertial measurement unit 46c is connected to the first control device 41 via wired or wireless communication and outputs the detection results (acceleration, angular velocity, etc.) to the first control device 41. The first control device 41 can calculate the attitude (roll angle, pitch angle, yaw angle) and motion (acceleration) of the flight device 11 based on the detection results output from the first inertial measurement unit 46c and calculation formulas etc. that are pre-stored in the first memory device 42.

[0050] As shown in Figure 1, the flight device 11 is equipped with an altitude detection device 46d. The altitude detection device 46d detects the altitude of the flight device 11 (aircraft 12). The altitude detection device 46d is, for example, a barometric pressure sensor. The altitude detection device 46d is connected to the first control device 41 via wired or wireless communication and outputs the detection result (barometric pressure) to the first control device 41. The first control device 41 can calculate the altitude of the flight device 11 based on the detection result output from the altitude detection device 46d and calculation formulas, etc., that are pre-stored in the first storage device 42.

[0051] As shown in Figure 1, the flight device 11 is equipped with a sensing device 46e (first sensing device). The first sensing device 46e is capable of sensing the area around the flight device 11. For example, the first sensing device 46e can sense the horizontal and downward directions of the aircraft body 12.

[0052] The first sensing device 46e includes an optical distance measuring sensor and a signal processing circuit, etc. The optical distance measuring sensor of the first sensing device 46e is, for example, a LiDAR (Light Detection and Ranging) sensor. Detection and Ranging can be used as an example.

[0053] A lidar (laser sensor) emits pulsed measurement light (laser beam) millions of times per second from a light source such as a laser diode. This measurement light is reflected by a rotating mirror and scanned horizontally or vertically, projecting it into a predetermined detection range (sensing range, e.g., 360°). The lidar then receives the reflected light from the object using a photodetector. The signal processing circuit detects the distance to the object based on the time from when the lidar emits the measurement light until the reflected light is received (Time of Flight (ToF) method).

[0054] Examples of optical distance measuring sensors for the first sensing device 46e include, in addition to LiDAR, imaging devices such as CCD cameras equipped with CCD (Charge Coupled Devices) image sensors, CMOS cameras equipped with CMOS (Complementary Metal Oxide Semiconductor) image sensors, and ToF cameras. Furthermore, although the above example illustrates a case where the first sensing device 46e has an optical distance measuring sensor, an ultrasonic distance measuring sensor (for example, an airborne ultrasonic sensor such as sonar) may be used instead of an optical distance measuring sensor.

[0055] As shown in Figure 1, the flight device 11 is equipped with a first position detection device 46f. The first position detection device 46f detects positioning information such as data indicated by latitude and longitude, or data indicated by coordinates (X axis, Y axis). The first position detection device 46f receives satellite signals from the satellite positioning system using a GPS antenna and detects its own position using said satellite signals. The first position detection device 46f can, for example, detect its own position (position of the GPS antenna). Therefore, the first position detection device 46f can correct the detected position and detect a predetermined position of the flight device 11. In this embodiment, the first position detection device 46f is located on the aircraft 1 The central position P1 (aircraft position) of 2 can be detected. The first position detection device 46f is connected to the first control device 41 via wired or wireless communication and outputs the detection result to the first control device 41. The first control device 41 acquires the aircraft position P1 based on the detection result.

[0056] In this embodiment, the case in which the flight device 11 is equipped with a first position detection device 46f is described as an example. However, if the first control device 41 can estimate the aircraft position P1 based on the sensing results (detected point cloud data) of the first sensing device 46e, the flight device 11 does not need to be equipped with the first position detection device 46f. In such a case, the first control device 41 estimates the aircraft position P1 based on the sensing results (detected point cloud data) of the first sensing device 46e and environmental map information stored in the first storage device 42, etc.

[0057] Next, the work device 61 will be described. The work device 61 is connected to the flying device 11 via a string member 51 and is a device that performs work (for example, agricultural work) in a work area such as a field 100. Different work devices 61 can be connected to the string member 51. Therefore, each work device 61 can be moved by being suspended by the flying device 11 or by being towed by the flying device 11. The work device 61 in this embodiment is a work device 61 that can be driven by being towed by the flying device 11.

[0058] Figure 9 is a perspective view of the work device 61. Figure 10 is a plan view of the work device 61. As shown in Figures 9 and 10, the work device 61 comprises a base body 62 and a work section 63. Furthermore, the work device 61 towed by the flying device 11 is equipped with a traveling device 64 that supports the base body 62 so that it can move. In other words, the base body 62 of the work device 61 equipped with the traveling device 64 is a movable vehicle body. Note that the work device 61 not towed by the flying device 11 may be equipped with a stand for making contact with the ground surface instead of the traveling device 64.

[0059] The running body 62 (base body) supports various devices and equipment of the work device 61. For example, the running body 62 supports the second power unit 66 of the work device 61. The second power unit 66 is a device capable of outputting power, which supplies power to, for example, the work unit 63 and the running device 64, and drives these destinations.

[0060] Furthermore, as shown in Figure 2, the leading end of the rope member 51 (the side opposite the drive unit 31) is connected to the vehicle body 62. The vehicle body 62 is towed by one or more rope members 51, and in this embodiment, it is connected to multiple rope members 51. Each rope member 51 is connected to a different horizontal position on the work device 61. Specifically, the work device 61 is equipped with coupling devices 65 to which the rope members 51 are connected. The coupling devices 65 are provided on the vehicle body 62 in a number corresponding to the number of rope members 51 connecting the work device 61 and the flight device 11. In this embodiment, since the work device 61 is connected to the flight device 11 by four rope members 51, the work device 61 is equipped with four coupling devices 65.

[0061] A string member 51, which is wound up and unwound by a first drive unit 31L1, is connected to a coupling device 65L1 (first coupling device) attached to the left front of the running body 62. A string member 51, which is wound up and unwound by a second drive unit 31R1, is connected to a coupling device 65R1 (second coupling device) attached to the right front of the running body 62. A string member 51, which is wound up and unwound by a third drive unit 31L2, is connected to a coupling device 65L2 (third coupling device) attached to the left rear of the running body 62. A string member 51, which is wound up and unwound by a fourth drive unit 31R2, is connected to a coupling device 65R2 (fourth coupling device) attached to the right rear of the running body 62.

[0062] As shown in Figures 9 and 10, the multiple coupling devices 65 are arranged such that the string members 51 connected to each coupling device 65 are equally spaced. In this embodiment, the string members 51 are connected at the center of the coupling device 65, and the center of each coupling device 65 is positioned on a virtual circle O2 centered at a predetermined position on the work device 61. For example, the center of the virtual circle O2 is the center of gravity of the work device 61. The multiple coupling devices 65 are arranged such that the centers of each coupling device 65 are symmetrical with respect to a virtual straight line that passes through the center of the virtual circle O2 and extends in the front-rear direction. Thus, the vehicle body 62 moves with the flying device 11 suspended via the string members 51. It can either move or be towed by the flight device 11 via the string member 51.

[0063] The work unit 63 is installed on the vehicle body 62 and performs its work. The work unit 63 performs its work in conjunction with the movement of the vehicle body 62. Examples of the work unit 63 include a cutting unit 63A for cutting weeds and pasture grass, a pesticide spraying unit for spraying pesticides, and a seeding work unit for sowing seeds (seeding work). In the examples shown in Figures 9 and 10, the work device 61 is a cutting device 61A equipped with a cutting unit 63A as the work unit 63.

[0064] Furthermore, the work device 61 only needs to be able to perform work in the work area by being suspended from or towed by the flying device 11, and the work unit 63 provided by the work device 61 is not limited to the examples described above. For example, the work unit 63 may be a tilling unit for tilling work, a tilling unit for plowing work, a ridging unit for making ribs, a ditching unit for digging ditches, a harvesting unit for harvesting crops, a spreading unit for spreading pasture grass, a grass gathering unit for collecting pasture grass, a shaping unit for shaping pasture grass, a fertilizer spreading unit for spreading fertilizer, etc.

[0065] As shown in Figure 10, the harvesting device 61A of this embodiment includes a pair of harvesting sections 63A arranged spaced apart in the width direction. Each harvesting section 63A has a cutting blade drive shaft 63a and a cutting blade 63c. The cutting blade drive shaft 63a is a shaft that rotates by power transmitted from the second power unit 66. The cutting blade drive shaft 63a extends in the vertical direction. The cutting blade 63c is attached to the cutting blade drive shaft 63a and rotates around its axis of rotation as the cutting blade drive shaft 63a rotates. Specifically, the cutting blade 63c is detachably attached to a cutting blade holder 63b attached to the lower end of the cutting blade drive shaft 63a via fastening members such as bolts.

[0066] The running gear 64 is a device that supports the running vehicle body 62 so that it can move. The running gear 64 has a plurality of wheels 64a. The plurality of wheels 64a are arranged symmetrically with respect to a virtual straight line that passes through the center of the running vehicle body 62 and extends in the longitudinal direction. In the example shown in Figure 9, the plurality of wheels 64a include a pair of front wheels 64a1 and a pair of rear wheels 64a2. The pair of front wheels 64a1 are provided at the front of the running vehicle body 62, spaced apart in the width direction, and support the front of the running vehicle body 62 so that it can move. The pair of rear wheels 64a2 are provided at the rear of the running vehicle body 62, spaced apart in the width direction, and support the rear of the running vehicle body 62 so that it can move. Examples of wheels 64a include wheeled wheels made of tires and crawler-type wheels.

[0067] In the examples shown in Figures 9 and 10, the travel device 64 of the work device 61 (harvesting device 61A) has a total of four wheels 64a, consisting of a pair of front wheels 64a1 and a pair of rear wheels 64a2. However, the number of wheels 64a is not limited to four. The number of wheels 64a of the travel device 64 may be one or more, and may be two or three.

[0068] Furthermore, the running gear 64 can impart propulsion to the vehicle body 62 by being driven. Specifically, each wheel 64a of the running gear 64 is driven by power supplied from the second power unit 66, thereby imparting propulsion to the vehicle body 62. In this embodiment, all wheels 64a of the running gear 64 are driven by power supplied from the second power unit 66.

[0069] The second power unit 66 has electric motors 66a and 66b that are driven by power supplied, for example, from the second battery unit 74. In this embodiment, the second power unit 66 includes a plurality of electric motors 66a (third motors) that supply power to each wheel 64a of the running gear 64. In other words, the second power unit 66 has a plurality of third motors 66a corresponding to each wheel 64a, and each wheel 64a is driven independently by the corresponding third motor 66a.

[0070] Furthermore, the second power unit 66 includes an electric motor 66b (fourth motor) that drives the work unit 63. The pair of work units 63 are driven by a common fourth motor 66b.

[0071] The output shafts of each electric motor (third motor 66a, fourth motor 66b) of the second power unit 66 are directly or indirectly connected to the input shafts of the power supply destinations, respectively, and the generated power is transmitted to the destinations. The output shafts of the electric motors 66a and 66b are indirectly connected to the input shafts of the power supply destinations, for example, via a reduction gear including multiple gears. Therefore, the second power unit 66 can drive the running gear 64 and the working unit 63.

[0072] In this embodiment, each wheel 64a of the running gear 64 is driven independently by each third motor 66a of the second power unit 66, and each working unit 63 is driven by a common fourth motor 66b Although driven, one wheel 64a and another wheel 64a may share a single third motor 66a, or the second power unit 66 may have multiple fourth motors 66b corresponding to each work unit 63. Furthermore, the second power unit 66 is not limited to electric motors, but may also be an internal combustion engine such as a gasoline engine.

[0073] As shown in Figure 1, the work device 61 is equipped with a second control device 71. The work device 61 is also equipped with a second storage device 72.

[0074] The second control device 71 includes one or more processors. The second control device 71 is a controller for the work device 61 and performs various controls related to the work device 61. The second control device 71 is communicatively connected to each piece of equipment and device mounted on the work device 61. For example, the second control device 71 controls the drive, stop, and rotation speed (propulsion) of each wheel 64a. The second control device 71 also controls the drive, stop, and rotation speed of the work unit 63.

[0075] The second control unit 71 includes one or more memories (second memories), various analog circuits, various digital circuits, etc. One or more second memories store (remember) software programs and various data to be executed by one or more processors. The second control unit 71 can read software programs from one or more second memories using one or more processors and execute various processes based on those software programs.

[0076] Furthermore, as described in the first control device 41, the second control device 71 may perform various processes based on predetermined logic circuits using one or more processors. Also, as described in the first control device 41, the second control device 71 may perform various processes by having multiple physically separated processors cooperate with each other, and its configuration is not limited to the configuration described above.

[0077] The second storage device 72 stores various information and data related to the work device 61 in a read / write manner. The second storage device 72 includes non-volatile memory, etc. The second storage device 72 is connected to the second control device 71 in a communicative manner, and the second control device 71 can acquire various information and data stored in the second storage device 72.

[0078] As shown in Figure 1, the work device 61 is equipped with a second communication device 73. The second communication device 73 is the communication interface of the work device 61 and includes a communication circuit. The second communication device 73 communicates with at least the flight device 11 (first communication device 43) wirelessly or via wired connection and inputs (transmits and receives) various information, data, and signals. The second communication device 73 performs wireless communication using, for example, Bluetooth® Low Energy in the Bluetooth® specification of the IEEE 802.15.1 series of communication standards, or WiFi® in the IEEE 802.11.n series of communication standards.

[0079] As shown in Figure 1, the work device 61 includes a second battery unit 74 and a second inverter 75. The second battery unit 74 and the second inverter 75 are installed on the vehicle body 62.

[0080] The second battery unit 74 is capable of storing and discharging energy and supplies power to the various devices and equipment of the work apparatus 61. A lithium-ion battery can be an example of the second battery unit 74.

[0081] The second inverter 75 controls the power (current and voltage) supplied to each electric motor (third motor 66a, fourth motor 66b) mounted on the work device 61. The second inverter 75 is controlled by the second control device 71 and controls the power supplied to each electric motor 66a, 66b.

[0082] As a result, the second control device 71 controls the second inverter 75 to control the rotation speed and direction of each third motor 66a, thereby changing the magnitude and direction of the thrust generated by each wheel 64a. Therefore, the multiple wheels 64a provide thrust to the vehicle body 62, allowing the vehicle body 62 to move in the desired direction.

[0083] Furthermore, the second control device 71 controls the operation of each work unit 63 by controlling the second inverter 75 to change the rotation speed and / or rotation direction of the fourth motor 66b.

[0084] As shown in Figure 1, the work device 61 is equipped with a second inertial measurement unit 76a (IMU). The second inertial measurement unit 76a is an acceleration sensor that detects acceleration. The second inertial measuring device 76a has sensors, a gyro sensor for detecting angular velocity, etc. The second inertial measuring device 76a is connected to the second control device 71 via wired or wireless communication and outputs detection results (acceleration, angular velocity, etc.) to the second control device 71. The second control device 71 can calculate the attitude (roll angle, pitch angle, yaw angle) and movement (acceleration) of the work device 61 based on the detection results output from the second inertial measuring device 76a and calculation formulas pre-stored in the second storage device 72.

[0085] As shown in Figure 1, the work device 61 is equipped with a sensing device 76c (second sensing device). The second sensing device 76c is capable of sensing the area around the work device 61. For example, the second sensing device 76c can sense the area in front of and behind the work device 61. Since the second sensing device 76c has the same configuration as the first sensing device 46e, a redundant explanation will be omitted.

[0086] As shown in Figure 1, the work device 61 is equipped with a second position detection device 76d. The second position detection device 76d detects positioning information such as data indicated by latitude and longitude, or data indicated by coordinates (X axis, Y axis). The second position detection device 76d has the same configuration as the first position detection device 46f. The second position detection device 76d can correct its own detected position and detect a predetermined position of the work device 61. In this embodiment, the second position detection device 76d can detect the central position P2 (vehicle body position) of the traveling vehicle body 62. The second position detection device 76d is connected to the second control device 71 via wired or wireless communication and outputs the detection result to the second control device 71. The second control device 71 acquires the vehicle body position P2 based on the detection result.

[0087] In this embodiment, the case in which the work device 61 is equipped with a second position detection device 76d is described as an example. However, if the second control device 71 can estimate the vehicle body position P2 based on the sensing results (detected point cloud data) of the second sensing device 76c, the work device 61 does not need to be equipped with a second position detection device 76d. In such a case, the second control device 71 estimates the vehicle body position P2 based on the sensing results (detected point cloud data) of the second sensing device 76c and environmental map information stored in the second storage device 72, etc.

[0088] Figure 11 shows the work path 101 and the flight path 102. In Figure 11, the path 101 (work path) on which the work device 61 moves is shown by a solid line, and the path 102 (flight path) on which the flight device 11 moves is shown by a dashed line. In this embodiment, the first control device 41 acquires the aircraft position P1 and controls the multiple rotors 15 so that the aircraft position P1 moves along the flight path 102, thereby moving the work device 61 along the work path 101.

[0089] The work path 101 is the path that the work device 61 takes when performing work in the work area (field 100). The work path 101 is represented by data such as latitude and longitude, or by coordinates (X axis, Y axis). The work path 101 is predefined by the operator operating a terminal device (a mobile terminal such as a smartphone or PC operated by the operator or manager, a remote device, etc.). The work path 101 includes the work line 101a in which the work device 61 performs its work.

[0090] The work line 101a is the path along which the work device 61 moves and performs work as the flying device 11 moves. The work line 101a is a straight line or a relatively straight line. In this embodiment, the work line 101a is the straight section along which the work device 61 moves in a straight line. The work path 101 includes multiple work lines 101a, and each of these work lines 101a extends in a predetermined direction with a predetermined spacing between them. The predetermined direction is, for example, the direction from one end of the field 100 to the other end, and from the other end to the first end.

[0091] The separation width is calculated based on the working width of the work device 61 and the overlap width in the width direction (the width over which the work execution range overlaps when moving between adjacent work lines 101a). In the example shown in Figure 11, a black circle is placed at the start of each work line 101a and a white circle at the end.

[0092] The flight path 102 is the flight device 11 connected to the work device 61 by the string member 51. This is a flight path that flies over the work area (field 100) and moves the work device 61 along the work path 101. The flight path 102 is data indicated by latitude and longitude, or data indicated by coordinates (X axis, Y axis), etc. In addition, the flight path 102 may also be data that includes altitude in addition to latitude and longitude, or data indicated by coordinates (X axis, Y axis, Z axis), etc.

[0093] The flight path 102 is defined based on a work path 101 that is predefined in the terminal equipment. The flight path 102 may be defined in the terminal equipment, or it may be defined in the first control device 41 that has acquired the work path 101 from the terminal equipment via the first communication device 43. For example, the flight path 102 is defined based on the work path 101, by offsetting each work line 101a by a predetermined length toward the direction of travel of the work device 61. The predetermined length is the horizontal length of the rope member 51 during towing, and is predefined. The flight path 102 is stored (held) in the first memory or first storage device 42.

[0094] The flight path 102 includes a movement line 102a that moves the work device 61 along the work line 101a, and a connecting line 102b that moves the work device 61 from one work line 101a to another work line 101a.

[0095] The movement line 102a is a path corresponding to the work line 101a, and is a straight or relatively straight path. In this embodiment, the movement line 102a is a straight section in which the flight device 11 moves in a straight line in order to move the work device 61 in a straight line. The flight path 102 includes a plurality of movement lines 102a, and each of these movement lines 102a extends in a predetermined setting direction with a spacing width between them. In the example shown in Figure 11, a black circle is placed at the starting end of each movement line 102a and a white circle is placed at the ending end.

[0096] The connecting line 102b is a path that connects the end of one movement line 102a to the beginning of another movement line 102a. The connecting line 102b includes either a straight section or a rotating section in which the work device 61 (flying device 11) rotates. The connecting line 102b consisting of the rotating section is a path that moves the work device 61 from one work line 101a to another work line 101a while rotating it. The connecting line 102b consisting of the straight section is a path in which the flying device 11 lifts the work device 61 and moves the work device 61 from one work line 101a to another work line 101a. In the example shown in Figure 11, the connecting line 102b consisting of the rotating section is shown.

[0097] The first control device 41 maintains the direction of travel of the flight device 11 when the aircraft position P1 is located on the flight path 102, and changes the direction of travel so that the aircraft position P1 moves closer to the flight path 102 (so that the position deviation approaches zero) when the aircraft position P1 is deviated from the flight path 102 (when the position deviation between the flight path 102 and the aircraft position P1 is greater than or equal to a predetermined determination value).

[0098] Furthermore, if the first position detection device 46f can detect the aircraft heading of the flight device 11 in addition to, or instead of, the aircraft position P1, for example, by a satellite positioning system, the first control device 41 may change its direction of travel so that the azimuth deviation between the flight path 102 and the aircraft heading approaches zero.

[0099] Furthermore, the first control device 41 may change the altitude of the aircraft 11 (aircraft 12) and the altitude of the work device 61 based on the flight path 102. The second control device 71 may, based on the instruction signal from the first control device 41, drive the work unit 63 when the work device 61 is moving from the start point of work to the next end point of work, and stop the work unit 63 when the work device 61 is moving from the end point of work to the next start point of work.

[0100] In the above description, the first control device 41 controls multiple rotors 15 based on the flight path 102 to move the aircraft body 12, thereby moving the work device 61 along the work path 101. However, the first control device 41 may also control multiple rotors 15 based on the work path 101 instead of the flight path 102 to move the aircraft body 12. In such a case, the work device 61 is equipped with a second position detection device 76d, and the first control device 41 acquires the vehicle body position P2 of the work device 61, for example, via the first communication device 43 and the second communication device 73, and controls the multiple rotors 15 to move the aircraft body 12 so that the vehicle body position P2 moves along the work path 101.

[0101] Furthermore, as shown in Figures 9 and 10, the work device 61 is towed by the flying device 11 for movement. The work path 101 along which the work device 61 travels is sometimes referred to as the "travel path." In such cases, the flying device 11 tows the work device 61 along the travel path 101.

[0102] Furthermore, the second control device 71 drives the running device 64 based on the tension T acting on one or more string members 51 connected to the flying device 11. Specifically, as the tension T increases, the second control device 71 increases the thrust force of the running device 64 in the direction of travel. In other words, the running device 64 is driven based on the tension T acting on the string members 51. Also, as the tension T acting on the string members 51 increases, the running device 64 increases its thrust force.

[0103] As described above, in this embodiment, the vehicle body 62 is connected to the flight device 11 and a plurality of string members 51, and the vehicle body 64 is driven based on the tension T acting on each string member 51. Specifically, the second control device 71 drives the vehicle body 64 based on the tension T1 (first tension) acting on the string member 51 (first string member 51L) connecting one side (left side) in the width direction of the vehicle body 62 to the flight device 11, and the tension T2 (second tension) acting on the string member 51 (second string member 51R) connecting the other side (right side) in the width direction of the vehicle body 62 to the flight device 11.

[0104] The first string member 51L is a string member 51 that connects to the vehicle body 62 on the left side of a virtual straight line that passes through the center of the vehicle body 62 and extends in the front-rear direction. The second string member 51R is a string member 51 that connects to the vehicle body 62 on the right side of the same virtual straight line. Therefore, in this embodiment, the first string member 51L includes a string member 51L1 (first front string member) that connects the first drive unit 31L1 and the first coupling unit 65L1, and a string member 51L2 (first rear string member) that connects the third drive unit 31L2 and the third coupling unit 65L2. Furthermore, the second string member 51R in this embodiment includes a string member 51R1 (second front string member) that connects the second drive unit 31R1 and the second connecting unit 65R1, and a string member 51R2 (second rear string member) that connects the fourth drive unit 31R2 and the fourth connecting unit 65R2.

[0105] The second control device 71 acquires the tension T detected by each tension detection device 46b via the second communication device 73 and the first communication device 43. The second control device 71 may acquire each tension T calculated by the first control device 41, or it may acquire the detection results of each tension detection device 46b, calculate each tension T based on the detection results, and acquire them.

[0106] The second control device 71 calculates the first tension T1 based on the tension T acting on each string member 51 (first front string member 51L1 and first rear string member 51L2) included in the first string member 51L, from among the tension T detected by each tension detection device 46b. The second control device 71 calculates the second tension T2 based on the tension T acting on each string member 51 (second front string member 51R1 and second rear string member 51R2) included in the second string member 51R, from among the tension T detected by each tension detection device 46b.

[0107] In this embodiment, the first control device 41 calculates the sum of the tensions T acting on each string member 51 included in the first string member 51L as the first tension T1. The first control device 41 also calculates the sum of the tensions T acting on each string member 51 included in the second string member 51R as the second tension T2.

[0108] Furthermore, the second control device 71 only needs to calculate a first tension T1 based on the tension T acting on the string member 51 connecting one side (left side) of the vehicle body 62 in the width direction to the flying device 11, and calculate a second tension T2 based on the tension T acting on the string member 51 connecting the other side (right side) of the vehicle body 62 in the width direction to the flying device 11. For example, the second control device 71 may calculate the first tension T1 as the average of the tension T acting on each string member 51 included in the first string member 51L. In such a case, the second tension T2 is calculated as the average of the tension T acting on each string member 51 included in the second string member 51R.

[0109] The running gear 64 is driven in such a way that the difference between the first tension T1 and the second tension T2 decreases. Specifically, as the first tension T1 increases, the second control device 71 increases the thrust of the first running section 64L of the running gear 64 that supports one side (the left side) of the running body 62 in the width direction. Also, as the second tension T2 increases, the second control device 71 increases the thrust of the second running section 64R that supports the other side (the right side) of the running body 62 in the width direction.

[0110] The first running section 64L is more than a virtual straight line that passes through the center of the running body 62 and extends in the longitudinal direction. The first running section 64L is a wheel 64a that supports the running vehicle body 62 on the left side. The second running section 64R is a wheel 64a that supports the running vehicle body 62 to the right of the virtual straight line. Therefore, the first running section 64L in this embodiment consists of a front wheel 64a11 (first front wheel) on one side (left side) in the width direction and a rear wheel 64a21 (first rear wheel) on one side (left side) in the width direction. The second running section 64R in this embodiment consists of a front wheel 64a12 (second front wheel) on the other side (right side) in the width direction and a rear wheel 64a22 (second rear wheel) on the other side (right side) in the width direction.

[0111] In the following explanation, we will use the case where the first running section 64L consists of the first front wheel 64a11 and the first rear wheel 64a21, and the second running section 64R consists of the second front wheel 64a12 and the second rear wheel 64a22 as an example. However, the first running section 64L and the second running section 64R only need to be a pair of wheels 64a in the width direction. For this reason, the first running section 64L may be the first front wheel 64a11 and the second running section 64R may be the second front wheel 64a12. Also, the first running section 64L may be the first rear wheel 64a21 and the second running section 64R may be the second rear wheel 64a22.

[0112] The second control device 71 changes the thrust of the first running unit 64L and the second running unit 64R by controlling their rotational speeds. For the sake of explanation, the rotational speed R1 of each running unit 64L and 64R based on the first tension T1 and second tension T2 will be referred to as the "first rotational speed". Figure 12 is a first map M1 (graph) showing the relationship between the first tension T1 and second tension T2 and the thrust of the running device 64 (first rotational speed R1). In the first map M1 shown in Figure 12, the horizontal axis represents the first tension T1 and second tension T2, and the vertical axis represents the thrust of each running unit 64L and 64R (first rotational speed R1) relative to the tension T.

[0113] The first map M1 is pre-stored in the second memory device 72. The second control device 71 refers to the first map M1 stored in the second memory device 72 and obtains the first rotational speed R1 of the first running unit 64L corresponding to the calculated first tension T1 and the first rotational speed R1 of the second running unit 64R corresponding to the calculated second tension T2. ​​Based on these, the second control device 71 controls the second inverter 75 to change the propulsion force of the running unit 64.

[0114] Therefore, since the second control device 71 obtains the first rotational speed R1 of each travel unit 64L, 64R based on the same first map M1, when the first tension T1 and the second tension T2 are equal, the first rotational speed R1 of the first travel unit 64L and the first rotational speed R1 of the second travel unit 64R are the same value. Also, as the first tension T1 becomes greater than the second tension T2, the difference between the first rotational speed R1 of the first travel unit 64L and the first rotational speed R1 of the second travel unit 64R becomes larger. On the other hand, as the second tension T2 becomes greater than the first tension T1, the difference between the first rotational speed R1 of the second travel unit 64R and the first rotational speed R1 of the first travel unit 64L becomes larger.

[0115] In the first map M1 shown in Figure 12, as tensions T1 and T2 exceed a predetermined first threshold Ta, the first rotational speed R1 of each running section 64L and 64R changes in a substantially linear, proportional manner. Therefore, when the first tension T1 is less than or equal to the first threshold Ta, the first rotational speed R1 of the first running section 64L is zero, and the second control device 71 controls the second inverter 75 to not drive the first running section 64L with the third motor 66a. At this time, the first running section 64L rotates due to towing by the flight device 11, and since the first running section 64L does not generate thrust, the tensions T do not change due to the first running section 64L.

[0116] Furthermore, if the first tension T1 is greater than the first threshold Ta, the first rotational speed R1 of the first running unit 64L becomes greater than zero, and the second control device 71 controls the second inverter 75 to drive the first running unit 64L with the third motor 66a. At this time, the first running unit 64L imparts a thrust in the direction of travel to one side (the left side) in the width direction of the running vehicle body 62, and the first tension T1 decreases.

[0117] On the other hand, when the second tension T2 is less than or equal to the first threshold Ta, the first rotational speed R1 of the second running section 64R is zero, and the second control device 71 controls the second inverter 75 so that the third motor 66a does not drive the second running section 64R. In this case, the second running section 64R rotates due to towing by the flight device 11, and since the second running section 64R does not generate thrust, the tensions T do not change due to the second running section 64R.

[0118] Furthermore, if the second tension T2 is greater than the first threshold Ta, the first rotational speed of the second running section 64R When R1 becomes greater than zero, the second control device 71 controls the second inverter 75 to drive the second running section 64R with the third motor 66a. At this time, the second running section 64R imparts a thrust in the direction of travel to the other side (right side) of the width direction of the running vehicle body 62, and the second tension T2 decreases.

[0119] From the above, if the first tension T1 is greater than the second tension T2, the thrust force of the first running section 64L becomes greater than the thrust force of the second running section 64R, which reduces the load acting on the first rope member 51L from the working device 61, and thus the first tension T1 becomes smaller. On the other hand, if the second tension T2 is greater than the first tension T1, the thrust force of the second running section 64R becomes greater than the thrust force of the first running section 64L, which reduces the load acting on the second rope member 51R from the working device 61, and thus the second tension T2 becomes smaller.

[0120] As a result, the second control device 71 controls the propulsion force of each running unit 64L, 64R so that the larger of the first tension T1 and second tension T2 becomes smaller, and the running device 64 is driven so that the difference between the first tension T1 and the second tension T2 becomes smaller.

[0121] The second control device 71 increases the thrust of the first running unit 64L (first rotational speed R1) to be greater than the thrust of the second running unit 64R (first rotational speed R1) when the first tension T1 is greater than the second tension T2 (T1 > T2) (see Figure 13). When the first tension T1 is greater than the second tension T2 (T1 > T2), the second control device 71 controls the second inverter 75 to drive the first running unit 64L and not drive the second running unit 64R. That is, the first rotational speed R1 of the second running unit 64R is zero, and the second running unit 64R is not driven by the third motor 66a. Therefore, the second running unit 64R rotates due to towing by the flight device 11 and thrust by the first running unit 64L.

[0122] On the other hand, when the second tension T2 is greater than the first tension T1 (T2>T1), the second control device 71 increases the thrust of the second running unit 64R (first rotational speed R1) to be greater than the thrust of the first running unit 64L (first rotational speed R1) (see Figure 14). When the second tension T2 is greater than the first tension T1 (T2>T1), the second control device 71 controls the second inverter 75 to drive the second running unit 64R and not drive the first running unit 64L. That is, the first rotational speed R1 of the first running unit 64L is zero, and the first running unit 64L is not driven by the third motor 66a. Therefore, the first running unit 64L rotates due to towing by the flight device 11 and thrust by the second running unit 64R.

[0123] Note that the first map M1 shown in Figure 12 is just an example, and the first rotational speed R1 of each running section 64L, 64R may increase in an upward-convex curve as the tension T becomes greater than the first threshold Ta. Alternatively, the first rotational speed R1 of each running section 64L, 64R may increase in a downward-convex curve as the tension T becomes greater than the first threshold Ta.

[0124] Furthermore, in the above-described embodiment, the case where the first rotational speed R1 of each running section 64L, 64R becomes zero when the tensions T1, T2 are less than or equal to a predetermined first threshold Ta was explained as an example. However, the first rotational speed R1 of each running section 64L, 64R may change to increase as each tension T becomes greater than zero.

[0125] Furthermore, in the above description, we explained the case in which the second control device 71 controls the first rotational speed R1 (thrust force) of each running unit 64L, 64R based on the first map M1. However, the second control device 71 controls each running unit 64L, 64R based on the first tension T1 and the second tension T2, and it is sufficient that the first rotational speed R1 of the first running unit 64L and the first rotational speed R1 of the second running unit 64R have the relationship described above. For this reason, the second control device 71 may acquire the first rotational speed R1 of each running unit 64L, 64R based on a predetermined calculation formula stored in the second storage device 72, the first tension T1 and the second tension T2, and control them.

[0126] Furthermore, in the above description, the case in which the running device 64 is driven based on the tension T (first tension T1 and second tension T2) acting on the string member 51 was described, but instead of, or in addition to, said tension T, it may also be driven based on the road surface condition of the contact surface of the running device 64. For example, if the second control device 71 determines that the contact surface on which the running device 64 makes contact is uneven ground, it drives the running device 64.

[0127] Based on the detection results of the second inertial measuring device 76a, the second control device 71 controls the traveling device 64. The second control device 71 determines whether the contact surface to be made is uneven ground or not. For example, based on the detection result of the second inertial measuring device 76a, the second control device 71 obtains the acceleration of the attitude (at least one of the roll angle and pitch angle) of the vehicle body 62 during a predetermined time while the work device 61 is being towed by the flying device 11.

[0128] Specifically, for example, the second control device 71 determines that the ground surface to which the running gear 64 makes contact is uneven if the acceleration of the attitude of the running vehicle body 62 over a predetermined time exceeds a predetermined second threshold. The second control device 71 may also determine that the ground surface to which the running gear 64 makes contact is uneven if the acceleration of the attitude of the running vehicle body 62 over a predetermined time exceeds a predetermined third threshold a predetermined number of times. The second control device 71 may also determine that the ground surface to which the running gear 64 makes contact is uneven if the cumulative value of the acceleration of the attitude of the running vehicle body 62 over a predetermined time exceeds a predetermined fourth threshold.

[0129] Furthermore, the second control device 71 may determine the road surface conditions of the contact surface of the running gear 64 based on the sensing results of the sensing devices 46e and 76c, in addition to or instead of the detection results of the second inertial measuring device 76a. The second control device 71 determines the road surface conditions of the contact surface of the running gear 64 based on the sensing results of the first sensing device 46e and / or the sensing results of the second sensing device 76c. For example, the second control device 71 determines whether the contact surface of the running gear 64 is on uneven ground based on the sensing results of the second sensing device 76c. When the second control device 71 obtains the sensing results of the second sensing device 76c, if it determines from the sensing results that the unevenness of the road surface in the direction of travel (forward) of the running vehicle body 62 is relatively large, it determines that the contact surface is on uneven ground.

[0130] When the second control device 71 determines that the ground contact surface of the running gear 64 is uneven, it controls the second inverter 75 to drive the running gear 64. For the sake of explanation, the rotational speed R2 of each running gear 64L, 64R, based on whether the ground contact surface of the running gear 64 is uneven, will be referred to as the "second rotational speed".

[0131] When the second control device 71 controls the propulsion force of the running gear 64 based on the road surface conditions of the contact surface in addition to the tension T acting on the string members 51, it controls the running gear 64 by setting the sum of the first rotation speed R1 corresponding to the tension T acting on the string members 51 and the second rotation speed R2 corresponding to the road surface conditions of the contact surface as the target rotation speed TR for each running gear 64L, 64R. As a result, the running gear 64 is driven based on the road surface conditions of the contact surface of the running gear 64 and changes the propulsion force in accordance with the tension T acting on the multiple string members 51.

[0132] Specifically, when the contact surface is level, the second rotation speed R2 corresponding to the road surface condition of the contact surface is zero. When the contact surface is uneven, the second rotation speed R2 corresponding to the road surface condition of the contact surface is a predetermined value greater than zero. The second rotation speed R2 may be defined to increase as the unevenness of the contact surface increases, or it may be a constant value regardless of the degree of unevenness.

[0133] Therefore, when the second control device 71 determines that the ground contact surface is uneven, and when it determines that the ground contact surface is uneven, the second rotation speed R2 of each running section 64L, 64R is the same. As a result, when the first tension T1 is greater than the second tension T2 (T1 > T2), the thrust force applied by the first running section 64L to one side (left side) in the width direction of the running vehicle body 62 is greater than the thrust force applied by the second running section 64R to the other side (right side) in the width direction of the running vehicle body 62, and thus the first tension T1 decreases.

[0134] On the other hand, if the second tension T2 is greater than the first tension T1 (T2 > T1), the thrust force applied by the second running section 64R to the other side (right side) in the width direction of the running body 62 is greater than the thrust force applied by the first running section 64L to one side (left side) in the width direction of the running body 62, so the second tension T2 decreases.

[0135] Furthermore, the second control device 71 may control the running gear 64 based on the inclination of the contact surface, instead of, or in addition to, whether the contact surface is uneven or not, as a road surface condition of the contact surface of the running gear 64. The second control device 71 increases the thrust of the running gear located on the lower side in the direction of the inclination of the contact surface. For the sake of explanation, the rotational speed R3 of each running gear 64L, 64R corresponding to the inclination of the contact surface of the running gear 64 will be referred to as the "third rotational speed".

[0136] Specifically, the second control device 71 obtains the roll angle of the vehicle body 62 from the detection result of the second inertial measuring device 76a. Once the second control device 71 obtains the roll angle, it determines the inclination direction of the contact surface of the running device 64 based on the roll angle. In this embodiment, the roll angle is described as zero when the contact surface is horizontal and the attitude of the vehicle body 62 is horizontal. Furthermore, it is described that the roll angle becomes greater than zero as the vehicle body 62 inclins to one side in the width direction (left side), and the roll angle becomes smaller than zero as the vehicle body 62 inclins to the other side in the width direction (right side).

[0137] When the second control device 71 controls the propulsion force of the running gear 64 based on the tension T acting on the string member 51 and the inclination of the ground surface, it controls the running gear 64 using the sum of the first rotation speed R1 corresponding to the tension T acting on the string member 51 and the third rotation speed R3 corresponding to the inclination of the ground surface as the target rotation speed TR for each running gear 64L, 64R. Furthermore, when the second control device 71 controls the propulsion force of the running gear 64 based on whether the ground surface is uneven, it controls the running gear 64 using the sum of the first rotation speed R1, the second rotation speed R2, and the third rotation speed R3 as the target rotation speed TR for each running gear 64L, 64R.

[0138] Specifically, the third rotation speed R3 of the running part located on the upper side in the direction of inclination of the contact surface is zero. The third rotation speed R3 of the running part located on the lower side in the direction of inclination of the contact surface is a predetermined value greater than zero. The third rotation speed R3 may be defined as increasing as the inclination angle θ of the contact surface increases, or it may be a constant value regardless of the magnitude of the inclination angle θ.

[0139] Figure 15 is a second map M2 (graph) showing the relationship between the inclination angle θ of the ground contact surface and the thrust force (third rotation speed R3) of the running gear 64. In the second map M2 shown in Figure 15, the horizontal axis represents the inclination angle θ of the ground contact surface, and the vertical axis represents the thrust force (third rotation speed R3) of the first running gear 64L and the second running gear 64R with respect to the inclination angle θ. In Figure 15, the third rotation speed R3 of the first running gear 64L is shown by a solid line, and the third rotation speed R3 of the second running gear 64R is shown by a dashed line. The second map M2 is pre-stored in the second memory device 72.

[0140] As shown in Figure 15, when the roll angle is zero, the third rotation speed R3 of the first running section 64L and the third rotation speed R3 of the second running section 64R are zero. The third rotation speed R3 of the first running section 64L is defined to be greater than zero as the contact surface is inclined, the running vehicle body 62 is inclined to one side in the width direction (left side), and the roll angle becomes greater than zero. Note that when the running vehicle body 62 is inclined to one side in the width direction (left side), i.e., when the roll angle is greater than zero, the third rotation speed R3 of the second running section 64R is zero.

[0141] Furthermore, as the contact surface is inclined, the vehicle body 62 inclins to the other side (right side) in the width direction, and the roll angle becomes smaller than zero, the third rotation speed R3 of the second running section 64R is defined to be larger than zero. Note that when the vehicle body 62 is inclined to the other side (right side) in the width direction, i.e., when the roll angle is smaller than zero, the third rotation speed R3 of the first running section 64L is zero.

[0142] In the second map M2 shown in Figure 15, as the inclination angle θ becomes greater than zero, the third rotation speed R3 of the first running section 64L increases in a downward-convex curve. As the inclination angle θ becomes less than zero, the third rotation speed R3 of the second running section 64R increases in a downward-convex curve.

[0143] The second control device 71 calculates the roll angle based on the detection result of the second inertial measuring device 76a and acquires the third rotation speed R3 (each thrust) corresponding to the roll angle based on the second map M2 stored in the second storage device 72. As a result, the second control device 71 adds the third rotation speed R3 to the sum of the first rotation speed R1 of each running section 64L, 64R based on tension T and the second rotation speed R2 based on the road surface condition of the contact surface, and controls the rotation speed of each running section 64L, 64R at the target rotation speed TR after this addition.

[0144] Note that the second map M2 shown in Figure 15 is just an example, and the third rotational speed R3 of the first running section 64L may increase in an upward-convex curve as the roll angle becomes greater than zero, and the third rotational speed R3 of the second running section 64R may increase in an upward-convex curve as the roll angle becomes smaller than zero. Alternatively, the third rotational speed R3 of the first running section 64L may increase proportionally in an approximately straight line as the roll angle becomes greater than zero, and the second running section 64R The third rotational speed R3 may increase proportionally in a nearly linear fashion as the roll angle becomes greater than zero.

[0145] Furthermore, the third rotational speed R3 of the first travel unit 64L and the third rotational speed R3 of the second travel unit 64R may be zero when the roll angle is within a range from zero to a predetermined fifth threshold. In such a case, the third rotational speed R3 of the first travel unit 64L is defined to be greater than zero as the roll angle becomes greater than zero by a fifth threshold or more. Also, the third rotational speed R3 of the second travel unit 64R is defined to be greater than zero as the roll angle becomes less than zero by a fifth threshold or more.

[0146] In the above description, the second control device 71 controls the propulsion force (rotation speed) of the running gear 64 based on the tension T acting on each string member 51 and the road surface conditions of the running gear 64's contact surface. However, the running gear 64 only needs to be driven based on the road surface conditions of its contact surface and change its propulsion force according to the tension T acting on the multiple string members 51. Therefore, the method for setting the rotation speed is not limited to the method described above. For example, the second control device 71 may set a second rotation speed R2 based on whether or not the contact surface of the running gear 64 is uneven, and then control the rotation speed of each running gear 64L, 64R by correcting the second rotation speed R2 based on the magnitude of each tension T.

[0147] In such a case, the second control device 71 sets the rotational speed of the first running unit 64L by integrating a correction value, which increases to more than 1 as the first tension T1 becomes greater than the first threshold Ta, into the second rotational speed R2 of the first running unit 64L. The second control device 71 sets the rotational speed of the second running unit 64R by integrating a correction value, which increases to more than 1 as the second tension T2 becomes greater than the first threshold Ta, into the second rotational speed R2 of the second running unit 64R.

[0148] The following describes a series of steps related to controlling the propulsion force of the travel device 64 in the work support system 1. Figure 16 is a diagram illustrating a series of steps related to controlling the propulsion force of the travel device 64. Each step in Figure 16 is executed by the second control device 71 according to a software program stored in the second memory or second storage device 72.

[0149] First, the second control device 71 obtains the tension T detected by each tension detection device 46b via the second communication device 73 and the first communication device 43 (S1). Once the second control device 71 obtains the tension T detected by each tension detection device 46b (S1), it calculates the first tension T1 and the second tension T2 based on these tensions T (S2). Specifically, the second control device 71 calculates the first tension T1 based on the tension T acting on the first front string member 51L1 and the tension T acting on the first rear string member 51L2. The second control device 71 calculates the second tension T2 based on the tension T acting on the second front string member 51R1 and the tension T acting on the second rear string member 51R2.

[0150] The second control device 71 calculates the first tension T1 and the second tension T2 (S2), and then obtains the first rotational speed R1 of the first running section 64L corresponding to the first tension T1 (S3). The second control device 71 also obtains the first rotational speed R1 of the second running section 64R corresponding to the second tension T2 (S4). The second control device 71 refers to the first map M1 stored in the second storage device 72 and obtains the first rotational speed R1 of each running section 64L and 64R corresponding to tensions T1 and T2 from the tensions T1 and T2 and the first map M1.

[0151] When the second control device 71 obtains the first rotational speed R1 of each traveling unit 64L, 64R, it determines whether or not the contact surface to which the traveling unit 64 makes contact is uneven ground (S5). For example, the second control device 71 determines whether or not the contact surface to which the traveling unit 64 makes contact is uneven ground based on the detection result of the second inertial measuring device 76a and the sensing results of the sensing devices 46e, 76c (first sensing device 46e or second sensing device 76c).

[0152] If the second control device 71 determines that the contact surface of the running gear 64 is not uneven ground (S5: No), it acquires zero as the second rotation speed R2 corresponding to the road surface condition of the contact surface (S6). On the other hand, if the second control device 71 determines that the contact surface is uneven ground (S5: Yes), it acquires a predetermined value greater than zero as the second rotation speed R2 corresponding to the road surface condition of the contact surface (S7).

[0153] Furthermore, when the second control device 71 acquires the second rotational speed R2 (S6, S7), it acquires the inclination angle θ of the contact surface as the road surface condition of the contact surface of the running device 64 (S8). The second control device 71 acquires the roll angle of the running vehicle body 62 from the detection result of the second inertial measuring device 76a.

[0154] When the second control device 71 obtains the inclination angle θ of the contact surface (S8), it obtains the third rotation speed R3 of each travel unit 64L, 64R corresponding to the inclination angle θ (S9). The second control device 71 refers to the second map M2 stored in the second storage device 72 and obtains the inclination angle θ and the third rotation speed R3 of each travel unit 64L, 64R corresponding to the inclination angle θ from the second map M2.

[0155] When the second control device 71 obtains the third rotational speed R3 of each travel unit 64L, 64R (S9), it adds up the first rotational speed R1, the second rotational speed R2, and the third rotational speed R3 of each travel unit 64L, 64R to obtain the target rotational speed TR of each travel unit 64L, 64R (S10).

[0156] When the second control device 71 acquires the target rotational speed TR of each running unit 64L, 64R (S10), it controls the second inverter 75 to control the rotational speed of the third motor 66a corresponding to each running unit 64L, 64R (S11). That is, the second control device 71 controls the rotational speed of the third motor 66a that drives the first front wheel 64a11 and the first rear wheel 64a21 based on the acquired target rotational speed TR corresponding to the first running unit 64L. Also, the second control device 71 controls the rotational speed of the third motor 66a that drives the second front wheel 64a12 and the second rear wheel 64a22 based on the acquired target rotational speed TR corresponding to the second running unit 64R. At this time, the second control device 71 acquires the direction of travel of the running unit 64 from the positional relationship with the flight device 11 and the work path 101, etc., and drives each running unit 64L, 64R toward that direction of travel.

[0157] In the above description, we explained the case in which the running device 64 is driven based on the tension T acting on the string member 51 and the road surface conditions of the contact surface. However, the running device 64 may also be driven based on the travel path 101 (work path). In such a case, the work path 101 (travel path) is pre-stored in the second storage device 72, and the second control device 71 controls the propulsion force of the running device 64 (auxiliary control) so that the vehicle body position P2 is along the travel path 101, based on the vehicle body position P2 detected by the second position detection device 76d and the travel path 101 stored in the second storage device 72. As a result, if the running vehicle body 62 is not located on the travel path 101, the running device 64 will be driven to move along the travel path 101.

[0158] In this embodiment, the second control device 71 performs auxiliary control when the vehicle position P2 cannot be moved to the travel path 101 by towing by the flight device 11. Specifically, the first control device 41 acquires the vehicle position P2 detected by the second position detection device 76d via the first communication device 43 and the second communication device 73. The first storage device 42 stores the travel path 101, and when the first control device 41 controls the multiple rotors 15 based on the aircraft position P1 and the flight path 102, if the vehicle position P2 deviates from the travel path 101 (if the positional deviation between the work path 101 and the vehicle position P2 exceeds a predetermined value), it corrects the flight path 102 so that the vehicle position P2 approaches the travel path 101.

[0159] Specifically, the first control device 41 corrects the flight path 102 based on the position deviation between the work path 101 and the vehicle position P2 if the position deviation between the flight path 102 and the vehicle position P1 is less than a judgment value, and the position deviation between the travel path 101 and the vehicle position P2 is greater than or equal to the sixth threshold. After correcting the flight path 102, the first control device 41 controls the multiple rotors 15 based on the corrected flight path 103 and the vehicle position P1 to move the vehicle 12 along the corrected flight path 103.

[0160] Figures 17A and 17B illustrate the correction of the travel path 101. For example, as shown in Figure 17A, if the vehicle position P2 is shifted to the left by the sixth threshold or more relative to the travel path 101, the first control device 41 moves the aircraft position P1 to the right and corrects the flight path 102 to the right by the position deviation between the work path 101 and the vehicle position P2 in order to move the vehicle position P2 to the right. As shown in Figure 17B, if the vehicle position P2 is shifted to the right by the sixth threshold or more relative to the travel path 101, the first control device 41 moves the aircraft position P1 to the left and corrects the flight path 102 to the left by the position deviation between the work path 101 and the vehicle position P2 in order to move the aircraft position P1 to the left and move the vehicle position P2 to the left.

[0161] Furthermore, if the positional deviation between the corrected flight path 103 and the aircraft position P1 is less than a predetermined value, and the positional deviation between the work path 101 and the vehicle position P2 is less than the sixth threshold, the first control device 41 returns the travel path 101 to its original travel path 101 before correction. In addition, the first control device 41 may correct the aircraft position P1 instead of, or in addition to, correcting the travel path 101. In such a case, if the vehicle position P2 is shifted to the left with respect to the travel path 101, the first control device 41 corrects the aircraft position P1 to the left in order to move the aircraft position P1 to the right and the vehicle position P2 to the right. On the other hand, if the vehicle position P2 is shifted to the right with respect to the travel path 101, the first control device 41 corrects the aircraft position P1 to the right in order to move the aircraft position P1 to the left and the vehicle position P2 to the left.

[0162] When the first control device 41 corrects the travel path 101 and / or the aircraft position P1, it counts the elapsed time during which the aircraft 12 is moving based on the corrected travel path 101 and / or the aircraft position P1. When the elapsed time exceeds a predetermined seventh threshold, the first control device 41 controls the first communication device 43 and outputs an instruction signal to the second communication device 73 to perform auxiliary control. The instruction signal may also include the direction of travel of the work device 61 (flight device 11).

[0163] When the second communication device 73 receives an instruction signal, the second control device 71 performs auxiliary control. Specifically, the second control device 71 calculates the position deviation of the vehicle body position P2 relative to the travel path 101 based on the vehicle body position P2 detected by the second position detection device 76d and the travel path 101 stored in the second storage device 72.

[0164] Figures 18A and 18B illustrate the auxiliary control. As shown in Figure 18A, when the vehicle position P2 is shifted to the left relative to the travel path 101, the second control device 71 increases the leftward thrust of the travel device 64 to move the vehicle position P2 to the right, thereby increasing the leftward thrust compared to the rightward thrust. Specifically, the second control device 71 controls the second inverter 75 to make the rotational speed of the first travel unit 64L greater than that of the second travel unit 64R. As a result, the leftward thrust of the travel device 64 increases, causing the travel vehicle body 62 to turn to the right, and the positional deviation between the vehicle position P1 and the travel path 101 approaches zero. Furthermore, if the target rotational speed TR obtained from the sum of the first to third rotational speeds R3 of the first travel unit 64L is smaller than the target rotational speed TR obtained from the sum of the first to third rotational speeds R3 of the second travel unit 64R, the second control device 71 can correct the target rotational speed TR of the first travel unit 64L and / or the target rotational speed TR of the second travel unit 64R to make the rotational speed of the first travel unit 64L greater than the rotational speed of the second travel unit 64R.

[0165] On the other hand, as shown in Figure 18B, when the vehicle position P2 is shifted to the right with respect to the travel path 101, the second control device 71 increases the thrust on the right side of the travel device 64 compared to the thrust on the left side. Specifically, the second control device 71 controls the second inverter 75 to make the rotation speed of the second travel unit 64R greater than the rotation speed of the first travel unit 64L. As a result, the thrust on the right side of the travel device 64 increases, causing the travel vehicle body 62 to turn to the left, and the positional deviation between the vehicle position P1 and the travel path 101 approaches zero. Furthermore, if the target rotational speed TR obtained from the sum of the first to third rotational speeds R3 of the second travel unit 64R is smaller than the target rotational speed TR obtained from the sum of the first to third rotational speeds R3 of the first travel unit 64L, the second control device 71 can correct the target rotational speed TR of the first travel unit 64L and / or the target rotational speed TR of the second travel unit 64R to make the rotational speed of the second travel unit 64R greater than the rotational speed of the first travel unit 64L.

[0166] Furthermore, when the positional deviation between the work path 101 and the vehicle body position P2 falls below a predetermined eighth threshold, the first control device 41 returns the rotational speed of each running unit 64L, 64R to its original rotational speed before correction. The eighth threshold may be the same value as the sixth threshold, greater than the sixth threshold, or less than the sixth threshold.

[0167] The following describes a series of steps related to auxiliary control in the work support system 1. Figure 19 is a diagram illustrating a series of steps related to auxiliary control. Each step in Figure 19 is performed by the first control device 41 according to a software program stored in the first memory or first storage device 42, or by the second control device 71 according to a software program stored in the second memory or second storage device 72. It may be executed according to the software program.

[0168] First, the first control device 41 acquires the current vehicle position P2 (S21). In this embodiment, the first control device 41 acquires the vehicle position P2 detected by the second position detection device 76d via the first communication device 43 and the second communication device 73. Based on the travel path 101 (work path) stored in the first storage device 42 and the vehicle position P2, the first control device 41 calculates the position deviation of the vehicle position P2 relative to the travel path 101 (S22).

[0169] The first control device 41 determines whether the position deviation calculated in step S22 is greater than or equal to the sixth threshold (S23). If the first control device 41 determines that the position deviation is less than the sixth threshold (S23: No), it terminates the series of processes. If the first control device 41 determines that the position deviation is greater than or equal to the sixth threshold (S23: Yes), it corrects the travel path 101 and / or the machine position P1 (S24). At this time, the first control device 41 controls the multiple rotors 15 based on the corrected travel path 101 and / or the machine position P1 and counts the elapsed time since the machine 12 was moved.

[0170] The first control device 41 determines whether the elapsed time is greater than or equal to the seventh threshold (S25). If the first control device 41 determines that the elapsed time is less than the seventh threshold (S25: No), it returns to step S21. On the other hand, if the first control device 41 determines that the elapsed time is greater than or equal to the seventh threshold (S25: Yes), it controls the first communication device 43 to output an instruction signal to the second communication device 73 (S26).

[0171] When the second communication device 73 receives an instruction signal (S26), the second control device 71 acquires the current vehicle position P2 (S27). In this embodiment, the second control device 71 acquires the vehicle position P2 detected by the second position detection device 76d. Based on the travel path 101 (work path) and the vehicle position P2 stored in the second storage device 72, the second control device 71 calculates the position deviation of the vehicle position P2 relative to the travel path 101 (S28).

[0172] The second control device 71 determines whether the position deviation calculated in step S28 is greater than or equal to the eighth threshold (S29). If the second control device 71 determines that the position deviation is less than the eighth threshold (S29: No), it terminates the series of processes. If the second control device 71 determines that the position deviation is greater than or equal to the eighth threshold (S29: Yes), it drives the running gear 64 to eliminate the position deviation and performs auxiliary control (S30). Specifically, if the vehicle body position P2 is shifted to the left with respect to the travel path 101, the running gear 64 increases the thrust on the left side (first running gear 64L) more than the thrust on the right side (second running gear 64R). On the other hand, if the vehicle body position P2 is shifted to the right with respect to the travel path 101, the second control device 71 increases the thrust on the right side (second running gear 64R) more than the thrust on the left side (first running gear 64L).

[0173] When the second control device 71 has executed the process in step S30, it returns to the process in step S27, and when the position deviation is eliminated (below the eighth threshold in this embodiment) (S29: No), it terminates the series of processes.

[0174] In the above description, the first control device 41 and the second control device 71 calculated the position deviation of the vehicle body position P2 relative to the travel path 101 based on the vehicle body position P2 detected by the second position detection device 76d and the travel path 101. However, the source of the vehicle body position P2 is not limited to the vehicle body position P2 detected by the second position detection device 76d. For example, the first control device 41 may estimate the vehicle body position P2 based on the sensing results of the first sensing device 46e. Similarly, the second control device 71 may estimate the vehicle body position P2 based on the sensing results of the second sensing device 76c.

[0175] Furthermore, in the above description, the second control device 71 performs auxiliary control when the vehicle body position P2 cannot be moved to the travel path 101 by towing by the flight device 11, but is not limited to this, and may perform auxiliary control simply when the vehicle body position P2 is deviating from the travel path 101.

[0176] A preferred embodiment of the present invention provides a work device 61 and a work support system 1 as described in the following items. (Item 1) The vehicle comprises a vehicle body 62, a vehicle travel device 64 that supports the vehicle body 62 so that it can move, and a work unit 63 provided on the vehicle body 62 for performing work, wherein the vehicle body 62 is towed by one or more string members 51 connected to the flight device 11, and the vehicle travel device 64 is driven by the work unit 61 based on the tension T acting on the string members 51.

[0177] According to the work device 61 in item 1, it can be towed by the flying device 11 while also being driven by the traveling device 64. Furthermore, since the traveling device 64 is driven based on the tension T acting on the string member 51, the work device 61 can move appropriately in cooperation with the flying device 11 while reducing the load on the flying device 11 that tows the work device 61. (Item 2) The traveling vehicle body 62 is connected to the flying device 11 by a plurality of string members 51, the plurality of string members 51 including a first string member 51L that connects one side of the traveling vehicle body 62 in the width direction to the flying device 11, and a second string member 51R that connects the other side of the traveling vehicle body 62 in the width direction to the flying device 11, and the traveling vehicle 64 is driven based on a first tension T1 acting on the first string member 51L and a second tension T2 acting on the second string member 51R, the working device 61 according to item 1.

[0178] According to the work device 61 in item 2, the traveling device 64 is driven in accordance with the tension T acting on the first string member 51L and the second string member 51R, respectively, and can therefore travel in the direction of towing by the flying device 11. In addition, the flight attitude of the flying device 11 towing the work device 61 can be stabilized. (Item 3) The traveling device 64 is the working device 61 described in item 2, which is driven so as to reduce the difference between the first tension T1 and the second tension T2.

[0179] According to the work device 61 related to item 3, the load acting on the flight device 11 via the first string member 51L and the second string member 51R becomes equal, thereby further stabilizing the flight attitude of the flight device 11. (Item 4) The running device 61 according to item 3, wherein the running device 64 comprises a first running section 64L that supports one side of the running vehicle body 62 in the width direction, and a second running section 64R that supports the other side of the running vehicle body 62 in the width direction, and when the first tension T1 is greater than the second tension T2, the thrust of the first running section 64L is greater than the thrust of the second running section 64R, and when the second tension T2 is greater than the first tension T1, the thrust of the second running section 64R is greater than the thrust of the first running section 64L.

[0180] According to the work device 61 related to item 4, the difference between the first tension T1 and the second tension T2 can be reduced by changing the thrust force of the first running section 64L and the second running section 64R according to each tension T. As a result, the load acting on the flight device 11 via the first string member 51L and the second string member 51R can be made uniform. (Item 5) A work support system 1 comprising: the work device 61 described in any one of items 1 to 4; and the flying device 11 connected to the traveling vehicle body 62 of the work device 61 by a plurality of string members 51, and capable of towing the work device 61.

[0181] According to the work support system 1 related to item 5, it is possible to realize a work support system 1 that produces the unique effects described above. (Item 6) The work support system 1 according to item 5, wherein the flight device 11 comprises an aircraft body 12, a plurality of rotors 15 attached to the aircraft body 12 and capable of changing the altitude of the aircraft body 12, and a drive device 31 attached to the aircraft body 12 and capable of changing the relative position of the work device 61 with respect to the aircraft body 12 by winding and unwinding the string member 51.

[0182] According to the work support system 1 related to item 6, the traveling device 64 is driven based on the tension T acting on the string member 51, thus reducing the load on the drive device 31 that winds up the string member 51. For this reason, the drive device 31 does not need to have a relatively high winding capacity. This allows for miniaturization and weight reduction. As a result, the flight time can be extended by reducing the weight of the flight device 11 having the drive unit 31. (Item 7) The aforementioned traveling device 64 is driven based on the road surface condition of the contact surface of the traveling device 64, according to item 5 or 6 of the work support system 1.

[0183] According to the work support system 1 related to item 7, the work device 61 can travel appropriately according to the surrounding road surface conditions. As a result, the travel device 64 can drive the travel vehicle body 62 appropriately and stabilize the flight attitude of the flight device 11. (Item 8) The work support system 1 described in item 7, wherein the traveling device 64 is driven based on the road surface condition of the contact surface of the traveling device 64, and the propulsion force is changed according to the tension T acting on the plurality of string members 51.

[0184] According to the work support system 1 related to item 8, the traveling device 64 is driven according to the road surface conditions and the thrust force is further changed according to the tension T acting on the string member 51, thereby further stabilizing the flight attitude of the flying device 11. (Item 9) The work support system 1 according to any one of items 5 to 8, wherein the flying device 11 tows the work device 61 along a predetermined travel path 101, and the travel device 64 is driven based on the travel path 101.

[0185] According to the work support system 1 related to item 9, the work device 61 can travel along the travel path 101 while being towed by the flight device 11, and the travel device 64 is driven based on the travel path 101, thereby enabling it to travel precisely along the travel path 101. (Item 10) The aforementioned traveling device 64 is a work support system 1 according to item 9, which drives the traveling vehicle body 62 along the traveling path 101 when the traveling vehicle body 62 is not located on the traveling path 101.

[0186] According to the work support system 1 related to item 10, even if the work device 61 is traveling off course from the travel path 101 due to being towed by the flight device 11, the travel device 64 can return it to the travel path 101. Therefore, the work device 61 can travel more accurately along the travel path 101.

[0187] Although the present invention has been described above, the embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than the foregoing description, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of symbols]

[0188] 1: Work support system 11: Flight equipment 12: Aircraft 15: Rotor 31: Drive unit 51: String component 51L: First string member 51R: Second string member 61: Work equipment 62: Vehicle body (base body) 63: Work Unit 64: Running gear 64L: First running section 64R: Second running section 101: Travel route (work route) T: tension T1: 1st tension T2: 2nd tension

Claims

1. The vehicle body and A traveling device that supports the aforementioned traveling vehicle body so that it can move, A work unit provided on the vehicle body for performing work, Equipped with, The aforementioned vehicle body is towed by one or more rope members connected to the flying device. The aforementioned traveling device is a working device that is driven based on the tension acting on the string member.

2. The vehicle body is connected to the flying device by a plurality of string members. Multiple string members are, A first string member connecting one side of the vehicle body in the width direction to the flying device, A second string member connects the other side in the width direction of the vehicle body to the flying device, Includes, The work device according to claim 1, wherein the traveling device is driven based on a first tension acting on the first string member and a second tension acting on the second string member.

3. The working device according to claim 2, wherein the traveling device is driven such that the difference between the first tension and the second tension becomes small.

4. The aforementioned traveling device is A first running section that supports one side of the vehicle body in the width direction, A second running section that supports the other side in the width direction of the aforementioned running vehicle body, Equipped with, When the first tension is greater than the second tension, the propulsion force of the first running section is made greater than the propulsion force of the second running section. The work device according to claim 3, wherein when the second tension is greater than the first tension, the thrust of the second running section is greater than the thrust of the first running section.

5. The work apparatus according to any one of claims 1 to 4, The flying device is connected to the traveling vehicle body of the work device by a plurality of string members and is capable of towing the work device, A work support system equipped with the following features.

6. The aforementioned flying device, The aircraft and, Multiple rotors attached to the aircraft, capable of changing the altitude of the aircraft, The work support system according to claim 5, which has a drive device attached to the machine body and capable of changing the relative position of the work device with respect to the machine body by winding up and unwinding the string member.

7. The work support system according to claim 5, wherein the traveling device is driven based on the road surface condition of the contact surface of the traveling device.

8. The work support system according to claim 7, wherein the traveling device is driven based on the road surface condition of the contact surface of the traveling device, and the propulsion force is changed according to the tension acting on the plurality of string members.

9. The flying device tows the work device along a predetermined travel path, The work support system according to claim 5, wherein the traveling device is driven based on the travel path.

10. The work support system according to claim 9, wherein the traveling device is driven to move along the traveling path when the traveling vehicle body is not located on the traveling path.

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